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| Collins,B. M. | WA-RD 595.1 | The Long-Term Performance of Geotextile Separators, Bucoda Test Site--Phase III | 2004 | TRAC/UW |
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
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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http://www.wsdot.wa.gov/research/reports/fullreports/595.1.pdf http://wsdot.wa.gov/Research/Reports/500/595.1.htm |
| Holtz,R. D. | WA-RD 532.1 | Internal Stability Analyses of Geosynthetic Reinforced Retaining Walls | 2002 | TRAC/UW |
Abstract:
This research project was an effort to improve our understanding of the internal stress-strain distribution in GRS retaining structures. Our numerical modelling techniques utilized a commercially available element program, FLAC (Fast Lagrangian Analysis of Continua). In this research, we investigated and appropriately considered the plane strain soil properties, the effect of low confining pressure on the soil dilation angle, and in-soil and low strain rate geosynthetic reinforcement properties.Modeling techniques that are able to predict both the internal and external performance of GRS walls simultaneously were developed. Instrumentation measurements such as wall deflection and reinforcement strain distributions of a number of selected case histories were successfully reproduced by our numerical modeling techniques. Moreover, these techniques were verified by successfully performing true "Class A" predictions of three large-scale experimental walls.An extensive parametric study that included more than 250 numerical models was then performed to investigate the influence of design factors such as soil properties, reinforcement stiffness, and reinforcement spacing on GRS wall performance. Moreover, effects of design options such as toe restraint and structural facing systems were examined. An alternative method for internal stress-strain analysis based on the stress-strain behavior of GRS as a composite material was also developed. Finally, the modeling results were used to develop a new technique for predicting GRS wall face deformations and to make recommendations for the internal stability design of GRS walls.
Authors:
Holtz,R. D., Lee,W. F.
Keywords:
analysis, behavior, design, experimental, FLAC, geosynthetic, geotechnical, materials, modeling, models, performance, prediction, pressure, program, reinforcement, research, retaining wall, retaining walls, stability, structures, systems, walls
This research project was an effort to improve our understanding of the internal stress-strain distribution in GRS retaining structures. Our numerical modelling techniques utilized a commercially available element program, FLAC (Fast Lagrangian Analysis of Continua). In this research, we investigated and appropriately considered the plane strain soil properties, the effect of low confining pressure on the soil dilation angle, and in-soil and low strain rate geosynthetic reinforcement properties.Modeling techniques that are able to predict both the internal and external performance of GRS walls simultaneously were developed. Instrumentation measurements such as wall deflection and reinforcement strain distributions of a number of selected case histories were successfully reproduced by our numerical modeling techniques. Moreover, these techniques were verified by successfully performing true "Class A" predictions of three large-scale experimental walls.An extensive parametric study that included more than 250 numerical models was then performed to investigate the influence of design factors such as soil properties, reinforcement stiffness, and reinforcement spacing on GRS wall performance. Moreover, effects of design options such as toe restraint and structural facing systems were examined. An alternative method for internal stress-strain analysis based on the stress-strain behavior of GRS as a composite material was also developed. Finally, the modeling results were used to develop a new technique for predicting GRS wall face deformations and to make recommendations for the internal stability design of GRS walls.
Authors:
Holtz,R. D., Lee,W. F.
Keywords:
analysis, behavior, design, experimental, FLAC, geosynthetic, geotechnical, materials, modeling, models, performance, prediction, pressure, program, reinforcement, research, retaining wall, retaining walls, stability, structures, systems, walls
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http://www.wsdot.wa.gov/research/reports/fullreports/532.1.pdf http://wsdot.wa.gov/Research/Reports/500/532.1.htm |
| Baker,M. J. | WA-RD 437.1 | Identification And Assessment Of Superior And Inferior Performing WSDOT Pavements | 2000 |
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
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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| Leahy,R. B. | WA-RD 486.1 | Superpave--Washington DOT's Assessment and Status | 1999 | Civil Construction and Environmental Engineer |
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
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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| Mahoney,J. P. | WA-RD 315.1 | Statistical Methods for WSDOT Pavement and Material Applications | 1993 |
Abstract:
This document is an upgraded version of Research Report WA-RD 143.2 (February 1988) and is principally the result of continuing work on the WSDOT Pavement Management System (WSPMS). Various statistical methods have been used in the WSPMS and the research team wanted to summarize some of these applications in a separate, straightforward report which may be of value to a broader group of users.
Authors:
Mahoney,J. P., Seferian,M.
Keywords:
statistics, regression, materials, pavement, models
This document is an upgraded version of Research Report WA-RD 143.2 (February 1988) and is principally the result of continuing work on the WSDOT Pavement Management System (WSPMS). Various statistical methods have been used in the WSPMS and the research team wanted to summarize some of these applications in a separate, straightforward report which may be of value to a broader group of users.
Authors:
Mahoney,J. P., Seferian,M.
Keywords:
statistics, regression, materials, pavement, models
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| Swearigen,D. L. | WA-RD 252.1 | Use of Recycled Materials in Highway Construction | 1992 |
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
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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| Deer,R. | WA-RD 184.1 | Inlaid Traffic Lane Lines: I-90, Edgewick Road to Hyak | 1989 |
Abstract:
Three types of stripping materials installed in recessed grooves are evaluated for reflectivity and durability. Initial performance evaluations have two of the materials showing very little wear and providing good daytime delination but marginal nighttime delineation. The other material is showing considerable damage in the form of cracking and spalling and is providing good nighttime delineation but only marginal daytime due to the loss of material.
Authors:
Deer,R., Mansfield,C.
Keywords:
cracking, damage, delineation, durability, evaluation, grooves, lane lines, line, materials, performance, performance evaluation, reflectivity, stripping, traffic
Three types of stripping materials installed in recessed grooves are evaluated for reflectivity and durability. Initial performance evaluations have two of the materials showing very little wear and providing good daytime delination but marginal nighttime delineation. The other material is showing considerable damage in the form of cracking and spalling and is providing good nighttime delineation but only marginal daytime due to the loss of material.
Authors:
Deer,R., Mansfield,C.
Keywords:
cracking, damage, delineation, durability, evaluation, grooves, lane lines, line, materials, performance, performance evaluation, reflectivity, stripping, traffic
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| Mahoney,J. P. | WA-RD 143.2 | Regression Analysis for WSDOT Material Applications | 1988 |
Abstract:
This document represents the course notes used in training WSDOT personnel on regression modeling techniques. This work was done in conjunction with the development of pavement performance equations by WSDOT personnel which were based on data in the WSDOT Pavement Management System. This study was funded by the Federal Highway Administration.
Authors:
Mahoney,J. P.
Keywords:
regression, statistics, materials, pavement, models
This document represents the course notes used in training WSDOT personnel on regression modeling techniques. This work was done in conjunction with the development of pavement performance equations by WSDOT personnel which were based on data in the WSDOT Pavement Management System. This study was funded by the Federal Highway Administration.
Authors:
Mahoney,J. P.
Keywords:
regression, statistics, materials, pavement, models
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| Sorensen,H. | WA-RD 123.1 | Bridge - Standard Systems 753 | 1987 |
Abstract:
A survey of standards for bridges, which exist in the U.S., was conducted, pertinent information concerning these standards was placed into a matrix spread sheet format using Lotus 1-2-3 and an IBM/PC. This information was reviewed for possible use in developing plans .for standard bridge systems, which could be used by county engineers in Washington.Information on types of standard bridge systems to be developed was obtained from Washington county engineers via a questionnaire. It is recommended that designs for at least one standard bridge system be developed for each of the primary materials readily available in Washington, namely: steel, concrete and wood. Other details, which should be included in the standards, are given.
Authors:
Sorensen,H., Olson,C. D.
Keywords:
bridge, bridge standards, bridges, concrete, counties, design, lotus 1-2-3, materials, microcomputer, spread sheet, steel, survey, systems, Washington, Washington County Engineers
A survey of standards for bridges, which exist in the U.S., was conducted, pertinent information concerning these standards was placed into a matrix spread sheet format using Lotus 1-2-3 and an IBM/PC. This information was reviewed for possible use in developing plans .for standard bridge systems, which could be used by county engineers in Washington.Information on types of standard bridge systems to be developed was obtained from Washington county engineers via a questionnaire. It is recommended that designs for at least one standard bridge system be developed for each of the primary materials readily available in Washington, namely: steel, concrete and wood. Other details, which should be included in the standards, are given.
Authors:
Sorensen,H., Olson,C. D.
Keywords:
bridge, bridge standards, bridges, concrete, counties, design, lotus 1-2-3, materials, microcomputer, spread sheet, steel, survey, systems, Washington, Washington County Engineers
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| Anderson,K. W. | WA-RD 110.1 | Joint Sealant Materials | 1987 |
Abstract:
Three joint sealant materials were installed in a special test section of a Portland cement concrete pavement rehabilitation project located on I-90 near Hyak, Washington. The three materials (1) Dow Corning 888 Silicon; (2) Crafco RoadSaver 231; and (3) Crafco Roadsaver 221 will be monitored for a period of three years to determine their service life and cost-effectiveness.Initial inspections indicate very good performance for all three materials although problems with one area of the silicon sealant test section required a modification of the standard installation procedures to produce a satisfactory final product.
Authors:
Anderson,K. W.
Keywords:
concrete, inspection, Joints, materials, pavement, performance, portland cement concrete, rehabilitation, Washington
Three joint sealant materials were installed in a special test section of a Portland cement concrete pavement rehabilitation project located on I-90 near Hyak, Washington. The three materials (1) Dow Corning 888 Silicon; (2) Crafco RoadSaver 231; and (3) Crafco Roadsaver 221 will be monitored for a period of three years to determine their service life and cost-effectiveness.Initial inspections indicate very good performance for all three materials although problems with one area of the silicon sealant test section required a modification of the standard installation procedures to produce a satisfactory final product.
Authors:
Anderson,K. W.
Keywords:
concrete, inspection, Joints, materials, pavement, performance, portland cement concrete, rehabilitation, Washington
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| Eagen,P. D. | WA-RD 039.8 | Views Of Risk And Highway Transportation Of Hazardous Materials-A Case Study In Gasoline, Interim | 1981 |
Abstract:
While gasoline represents one-third of all hazardous materials transported in the country by trucks, the risk associated with gas transportation, as viewed by the private sector, is small. Public perceptions of risk are much greater due to lack of knowledge of probabilities and consequences of spills. Methods to improve knowledge available to the public on gasoline spills and methods to improve estimates of environmental damages from gasoline spills is presented. Generalization of methodologies to hazardous materials in general are discussed.
Authors:
Eagen,P. D.
Keywords:
damage, environmental, Hazardous, highway, Highway Transportation, Gasoline, Interim, materials, methodology, methods, public, Risk, transportation, truck, trucks
While gasoline represents one-third of all hazardous materials transported in the country by trucks, the risk associated with gas transportation, as viewed by the private sector, is small. Public perceptions of risk are much greater due to lack of knowledge of probabilities and consequences of spills. Methods to improve knowledge available to the public on gasoline spills and methods to improve estimates of environmental damages from gasoline spills is presented. Generalization of methodologies to hazardous materials in general are discussed.
Authors:
Eagen,P. D.
Keywords:
damage, environmental, Hazardous, highway, Highway Transportation, Gasoline, Interim, materials, methodology, methods, public, Risk, transportation, truck, trucks
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| Anderson,K. W. | WA-RD 046.1 | Permanent Lane Markings - Recessed Edge Stripe | 1981 |
Abstract:
The project goal was to evaluate different methods of cutting recessed skip stripe grooves, and to evaluate various pavement marking materials placed into the recesses. The project objective was to find a marking system for our mountain pass highways that would tolerate snowplowing and sanding operations, studded tires, and chain wear.Three methods of pavement grooving and three types of making material were evaluated over a four-year period. The grooving methods were evaluated with regard to production rate, the quality of the finished groove, and cost. The marking materials were checked for ease of installation, cost durability, and visibility.Only one method of grooving was found that produced the desired recess shape at a reasonable cost and in a timely manner. All three of the making materials were durable enough to survive for three years, but none produced the desired wet-daytime or wet-night visibility needed for adequate lane delineation. This loss of visibility under wet conditions was due to the lack of retroreflectance from the marking materials.
Authors:
Anderson,K. W.
Keywords:
chains, condition, cost, delineation, durability, grooves, grooving, highway, highway delineation, Highways, lane lines, materials, methods, night visibility, pavement, project, quality, rainfall, retroreflectance, snowplows, striping, studded tire, studded tires, System, tire, tires, Traffic markings
The project goal was to evaluate different methods of cutting recessed skip stripe grooves, and to evaluate various pavement marking materials placed into the recesses. The project objective was to find a marking system for our mountain pass highways that would tolerate snowplowing and sanding operations, studded tires, and chain wear.Three methods of pavement grooving and three types of making material were evaluated over a four-year period. The grooving methods were evaluated with regard to production rate, the quality of the finished groove, and cost. The marking materials were checked for ease of installation, cost durability, and visibility.Only one method of grooving was found that produced the desired recess shape at a reasonable cost and in a timely manner. All three of the making materials were durable enough to survive for three years, but none produced the desired wet-daytime or wet-night visibility needed for adequate lane delineation. This loss of visibility under wet conditions was due to the lack of retroreflectance from the marking materials.
Authors:
Anderson,K. W.
Keywords:
chains, condition, cost, delineation, durability, grooves, grooving, highway, highway delineation, Highways, lane lines, materials, methods, night visibility, pavement, project, quality, rainfall, retroreflectance, snowplows, striping, studded tire, studded tires, System, tire, tires, Traffic markings
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| Mahoney,J. P. | WA-RD 036.1 | Pavement Testing and Analysis Of Heavy Hauls For SR-12 /Problem Area Highway On SR-12 940 | 1979 |
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
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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| Chaplin,Bernard L. | WA-RD 029.1 | Native Vegetatioin Development 956 | 1977 |
Abstract:
A five-year study was initiated in 1972 to study propagation procedures, artificial soil mixes and season of planting for two types of tube ling containers. A cost comparison, based on plant survival was also made between plant materials grown in the two types of tube ling containers.
Authors:
Chaplin,Bernard L.
Keywords:
cost, development, Landscape plant establishment, materials, plant survival, season, soil, Tubelings
A five-year study was initiated in 1972 to study propagation procedures, artificial soil mixes and season of planting for two types of tube ling containers. A cost comparison, based on plant survival was also made between plant materials grown in the two types of tube ling containers.
Authors:
Chaplin,Bernard L.
Keywords:
cost, development, Landscape plant establishment, materials, plant survival, season, soil, Tubelings
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| Terrel,R. L. | WA-RD 017.2 | Mechanistic Behavior of Pavement Systems | 1976 |
Abstract:
As part of their continuing effort to prolong the life of existing pavement systems, highway engineers must continue to improve upon design and rehabilitation methods. In past years, design methods based upon empericism have been employed with considerable success. As loading and materials change or become more complex, the older practices become less useful and a new approach undertaken. Throughout the U.S. and elsewhere, there has been emerging new technology often termed " rational " , "systematic", "mechanistic", and other terms used to describe new approaches to pavement analysis and design. Mostof these are based on elastic or viscoelastic layered representation of the pavement structure and have the potential to become powerful tools for the highway engineer. In recent years, the University of Washington has assisted the Washington State Highway Department on various research projects . One project resulted in a report that has been used to develop guidelines for allowable truck traffic through the concept of pavement damage and/or remaining life . The basis forth is report was the concept that pavement structures can be reasonably well represented by elastic layered systems. Analysis of the mechanistic behavior can then be used to predict pavement response and l i f e expectancy. As a result of this study and after discussions with Highway Department personnel, it was determined that the procedures, techniques, as well as other information used in the above report may be of further interest to them. In other words, the methods as well as results had potential utilization in a wide range of applications . As a result , a seminar program was set up whereby the writer would conduct or lead weekly discussion sessions on key topics.
Authors:
Terrel,R. L.
Keywords:
analysis, applications, behavior, damage, design, highway, materials, mechanistic, pavement, pavement damage, program, rehabilitation, remaining life, research, seminar, structures, systems, technology, traffic, truck, Washington, Washington state
As part of their continuing effort to prolong the life of existing pavement systems, highway engineers must continue to improve upon design and rehabilitation methods. In past years, design methods based upon empericism have been employed with considerable success. As loading and materials change or become more complex, the older practices become less useful and a new approach undertaken. Throughout the U.S. and elsewhere, there has been emerging new technology often termed " rational " , "systematic", "mechanistic", and other terms used to describe new approaches to pavement analysis and design. Mostof these are based on elastic or viscoelastic layered representation of the pavement structure and have the potential to become powerful tools for the highway engineer. In recent years, the University of Washington has assisted the Washington State Highway Department on various research projects . One project resulted in a report that has been used to develop guidelines for allowable truck traffic through the concept of pavement damage and/or remaining life . The basis forth is report was the concept that pavement structures can be reasonably well represented by elastic layered systems. Analysis of the mechanistic behavior can then be used to predict pavement response and l i f e expectancy. As a result of this study and after discussions with Highway Department personnel, it was determined that the procedures, techniques, as well as other information used in the above report may be of further interest to them. In other words, the methods as well as results had potential utilization in a wide range of applications . As a result , a seminar program was set up whereby the writer would conduct or lead weekly discussion sessions on key topics.
Authors:
Terrel,R. L.
Keywords:
analysis, applications, behavior, damage, design, highway, materials, mechanistic, pavement, pavement damage, program, rehabilitation, remaining life, research, seminar, structures, systems, technology, traffic, truck, Washington, Washington state
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| Cook,John C. | WA-RD 022.1 | Test Track Evaluation Of Patching Materials - Final Report | 1975 |
Abstract:
Evaluation of pavement patching materials was accomplished by simulating potholes in the surface, repairing the holes and subjecting them to traffic loadings. Loadings were applied utilizing the Pavement Test Facility, which applies truck simultaneously. Measurements of strength resulted in a comparative evaluation. tires was determined. Tire and various passenger car tire .types s skidding potential and pavement performance. Tread wear and protrusion of studs in the tires was determined.
Authors:
Cook,John C.
Keywords:
evaluation, facilities, materials, pavement, Pavement Patching Material, Polishing, Skidding Potential, Studded Tires, Garnet Impregnated Tires, pavement performance, performance, strength, studs, test track, tire, tires, traffic, truck
Evaluation of pavement patching materials was accomplished by simulating potholes in the surface, repairing the holes and subjecting them to traffic loadings. Loadings were applied utilizing the Pavement Test Facility, which applies truck simultaneously. Measurements of strength resulted in a comparative evaluation. tires was determined. Tire and various passenger car tire .types s skidding potential and pavement performance. Tread wear and protrusion of studs in the tires was determined.
Authors:
Cook,John C.
Keywords:
evaluation, facilities, materials, pavement, Pavement Patching Material, Polishing, Skidding Potential, Studded Tires, Garnet Impregnated Tires, pavement performance, performance, strength, studs, test track, tire, tires, traffic, truck
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| Krukar,M. | WA-RD 009.3A | Effects Of Studded Tires On Traffic Striping Paints Phase II 997 | 1973 |
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
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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| Terrel,Ronald L. | WA-RD 006.1 | Resilient Behavior Of Asphalt Treated Base Course Materials 1003 | 1972 |
Abstract:
In many parts of the world, the design of flexible pavement is still based on empirical methods which have developed from engineering experience. These empirical methods cannot be extrapolated beyond their limits without full scale trials to prove their applicability. In recent years, however, the increase of traffic, both in volume and axle loads, has led to the failure of many roads previously considered well designed. For this reason, therefore, researchers realized that a closer look at the pavement materials was desirable in order to develop a rational design procedure. Due to the complexity of characterizing pavement materials, and the limitations of instrumentation, much of the reported work offered little help in changing design practice. This is, perhaps, due to many simplifying assumptions which had to be introduced in the experimental procedure as well as the interpretation of the test results. Recently, however, there has been a sharp advancement in test instrumentation and an outstanding progress in processing the experimental results. This has been reflected through many fine investigations and has increased the demand for more improvements. An asphalt pavement is a complex structure whose function is to provide a suitable surface for a highway, an airport, or other off-highway facility. The load of a vehicle or an aircraft is transmitted through the multilayered system of processed materials which have different mechanical properties. The stress distribution within this system is highly complex and to a large extent is dependent on the relative stiffnesses of the individual layers.
Authors:
Terrel,Ronald L., Awad,S.
Keywords:
asphalt, asphalt pavement, axle, base, behavior, demand, design, developed, experimental, facilities, fine, highway, improvement, loads, materials, methods, pavement, stiffness, stresses, System, traffic, volume
In many parts of the world, the design of flexible pavement is still based on empirical methods which have developed from engineering experience. These empirical methods cannot be extrapolated beyond their limits without full scale trials to prove their applicability. In recent years, however, the increase of traffic, both in volume and axle loads, has led to the failure of many roads previously considered well designed. For this reason, therefore, researchers realized that a closer look at the pavement materials was desirable in order to develop a rational design procedure. Due to the complexity of characterizing pavement materials, and the limitations of instrumentation, much of the reported work offered little help in changing design practice. This is, perhaps, due to many simplifying assumptions which had to be introduced in the experimental procedure as well as the interpretation of the test results. Recently, however, there has been a sharp advancement in test instrumentation and an outstanding progress in processing the experimental results. This has been reflected through many fine investigations and has increased the demand for more improvements. An asphalt pavement is a complex structure whose function is to provide a suitable surface for a highway, an airport, or other off-highway facility. The load of a vehicle or an aircraft is transmitted through the multilayered system of processed materials which have different mechanical properties. The stress distribution within this system is highly complex and to a large extent is dependent on the relative stiffnesses of the individual layers.
Authors:
Terrel,Ronald L., Awad,S.
Keywords:
asphalt, asphalt pavement, axle, base, behavior, demand, design, developed, experimental, facilities, fine, highway, improvement, loads, materials, methods, pavement, stiffness, stresses, System, traffic, volume
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| Krukar,M. | WA-RD 009.1 | Studded Tire Pavement Wear Reduction and Repair - The Effect Of Studded Tires On Different Pavements And Surface Texture... | 1972 |
Abstract:
This report presents results obtained from testing at the G. A. Riedesel Pavement Testing Facility at Washington State University during the period from February 11 to May 4, 1972. The purpose of this project was fourfold: 1) to determine pavement wear caused by studded tires ; 2) to evaluate the resistance of different pavement materials and textures used in the states of Washington and Idaho to wear caused by tire studs; 3) to test pavement materials and overlays to reduce tire stud damage; and, 4) to study the effect of studded truck tires on pavements. Ring #5 consisted of three concentric tracks on which 16 tires travelled in eight wheel paths. Three studded types and unstudded passenger tires , three studded and unstudded truck tires, and 46 sections of various types of pavement materials surface overlays and surface textures were tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depth using the WSU Profilometer, and the camera wire shadow apparatus, and are valid only under WSU testing conditions. The findings indicate that some pavement materials are more resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected the skid resistance values. The new types of studs reduced wear of various pavement materials. Studded truck tire wear was less than expected due to equipment problems.
Authors:
Krukar,M., Cook,J. C.
Keywords:
camera, condition, damage, equipment, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington, Washington state
This report presents results obtained from testing at the G. A. Riedesel Pavement Testing Facility at Washington State University during the period from February 11 to May 4, 1972. The purpose of this project was fourfold: 1) to determine pavement wear caused by studded tires ; 2) to evaluate the resistance of different pavement materials and textures used in the states of Washington and Idaho to wear caused by tire studs; 3) to test pavement materials and overlays to reduce tire stud damage; and, 4) to study the effect of studded truck tires on pavements. Ring #5 consisted of three concentric tracks on which 16 tires travelled in eight wheel paths. Three studded types and unstudded passenger tires , three studded and unstudded truck tires, and 46 sections of various types of pavement materials surface overlays and surface textures were tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depth using the WSU Profilometer, and the camera wire shadow apparatus, and are valid only under WSU testing conditions. The findings indicate that some pavement materials are more resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected the skid resistance values. The new types of studs reduced wear of various pavement materials. Studded truck tire wear was less than expected due to equipment problems.
Authors:
Krukar,M., Cook,J. C.
Keywords:
camera, condition, damage, equipment, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington, Washington state
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| Krukar,M. | WA-RD 009.1A | The Effect Of Studded Tires On Different Pavement And Surface Textures 1010 | 1972 |
Abstract:
This preliminary report presents data obtained from testing at the L A Riedesel Pavement Testing Facility during the period from February 11 t o May 4, 1972. The purpose of this project was four fold: (1) to determine pavement wear caused by studded tires; (2) to evaluate the resistance of different pavement materials and textures used in the states o f Washington and Idaho to wear caused by tire studs; (3) t o test pavement materials and overlays to reduce tire stud damage; and, (4) to study the effect of studded truck tires on pavements.This preliminary report presents data obtained from testing at the G. A. Riedesel Pavement Testing Facility, during the period from February 11 to May 4, 1972.
Authors:
Krukar,M., Cook,J. C.
Keywords:
damage, data, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, project, resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington
This preliminary report presents data obtained from testing at the L A Riedesel Pavement Testing Facility during the period from February 11 t o May 4, 1972. The purpose of this project was four fold: (1) to determine pavement wear caused by studded tires; (2) to evaluate the resistance of different pavement materials and textures used in the states o f Washington and Idaho to wear caused by tire studs; (3) t o test pavement materials and overlays to reduce tire stud damage; and, (4) to study the effect of studded truck tires on pavements.This preliminary report presents data obtained from testing at the G. A. Riedesel Pavement Testing Facility, during the period from February 11 to May 4, 1972.
Authors:
Krukar,M., Cook,J. C.
Keywords:
damage, data, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, project, resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington
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| Krukar,M. | WA-RD 009.2 | Studded Tire Effects Wear Reduction and Repair Phase II - Final Draft 1008 | 1972 |
Abstract:
This report presents results obtained from testing at the A. Riedesel Pavement Testing Facility at Washington State University during the period of November 20, 1972 to May 1973. The purpose of this project was three-fold: (1 to determine pavement wear caused by studded tires; 2) to evaluate the resistance of different pavement overlays used in the states of Washington and Idaho to wear caused by studs; and 3) to test pavement materials and overlays to reduce tire stud damage. Ring and Phase of this project consisted of three concentric tracks on which 16 tires traveled in eight wheel paths. Four types of studs in passenger snow two types of passenger tires, and unstudded truck tires, and 22 sections of various types of pavement overlays and surfacings were tested. Four different stripes were also tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depths using the WSU profilometer and the camera wire shadow box apparatus. Skid resistance values were measured using the California Skid Tester and the English Portable Skid Tester. The results are valid only under WSU testing conditions. The findings indicate that some pavement overlays are resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected skid resistance values. Some of the newer types of studs reduced wear of various pavement overlays. The pavements having the most wear resistance had the skid resistance retention characteristics. Additives to asphalt skid resistance helped wear resistance characteristics but lowered skid resistance on characteristics.
Authors:
Krukar,M., Cook,J. C.
Keywords:
asphalt, California, camera, condition, damage, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, snow, studded tire, studded tires, studs, tire, tires, truck, Washington, Washington state
This report presents results obtained from testing at the A. Riedesel Pavement Testing Facility at Washington State University during the period of November 20, 1972 to May 1973. The purpose of this project was three-fold: (1 to determine pavement wear caused by studded tires; 2) to evaluate the resistance of different pavement overlays used in the states of Washington and Idaho to wear caused by studs; and 3) to test pavement materials and overlays to reduce tire stud damage. Ring and Phase of this project consisted of three concentric tracks on which 16 tires traveled in eight wheel paths. Four types of studs in passenger snow two types of passenger tires, and unstudded truck tires, and 22 sections of various types of pavement overlays and surfacings were tested. Four different stripes were also tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depths using the WSU profilometer and the camera wire shadow box apparatus. Skid resistance values were measured using the California Skid Tester and the English Portable Skid Tester. The results are valid only under WSU testing conditions. The findings indicate that some pavement overlays are resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected skid resistance values. Some of the newer types of studs reduced wear of various pavement overlays. The pavements having the most wear resistance had the skid resistance retention characteristics. Additives to asphalt skid resistance helped wear resistance characteristics but lowered skid resistance on characteristics.
Authors:
Krukar,M., Cook,J. C.
Keywords:
asphalt, California, camera, condition, damage, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, snow, studded tire, studded tires, studs, tire, tires, truck, Washington, Washington state
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| Foss,Rene N. | WA-RD 005.2 | Tire Noise Properties And Two Resurfacing Materials Used By Highway Bridges For Repair Of Wear 1014 | 1972 |
Abstract:
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.
Authors:
Foss,Rene N.
Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.
Authors:
Foss,Rene N.
Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise
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| Krukar,M. | WA-RD 015.5 | Pavement Research At WSU Volume No. 5 - Evaluation and Analysis of Results From Experimental Rings No. 1-4 1020 | 1971 |
Abstract:
The purpose of this study was threefold: (1) Develop empirical equivalencies from all four rings, (2) develop a design method for overlays based on field deflections; and (3) evaluate the validity of data obtained from instrumentations in terms of n-layer elastic theory and then develop theoretical equivalencies.This was done. Field equivalencies were developed and they indicated that superiority of the treated base materials over the untreated. A design method was developed which could be used for predicting when an overlay was needed and what thickness was needed to withstand certain equivalent wheel loads and deflections.Using computer programs for n-layer elastic theory developed by Chevron Research Company, deflection stresses and strains were computed and compared with field data. Assumptions about the material behavior and condition were made based on laboratory data obtained from The Asphalt Institute and field knowledge, and were used to help predict the behavior of pavements. The results were encouraging and indicate that field measurements generally were comparable with elastic layer theory predictions. This will help to develop and modify existing design limits for stresses, strains and deflection for future work.Equivalencies based on theoretical deflections, stresses and strains indicate the difficulty of assigning precise values. These values also indicate the superiority of treated materials over the untreated materials.
Authors:
Krukar,M., Cook,J. C.
Keywords:
analysis, asphalt, base, base materials, behavior, computer, computer program, condition, data, design, equivalencies, evaluation, experimental, loads, materials, overlay, overlays, pavement, pavements, prediction, program, research, strains, stresses, volume, wheel load
The purpose of this study was threefold: (1) Develop empirical equivalencies from all four rings, (2) develop a design method for overlays based on field deflections; and (3) evaluate the validity of data obtained from instrumentations in terms of n-layer elastic theory and then develop theoretical equivalencies.This was done. Field equivalencies were developed and they indicated that superiority of the treated base materials over the untreated. A design method was developed which could be used for predicting when an overlay was needed and what thickness was needed to withstand certain equivalent wheel loads and deflections.Using computer programs for n-layer elastic theory developed by Chevron Research Company, deflection stresses and strains were computed and compared with field data. Assumptions about the material behavior and condition were made based on laboratory data obtained from The Asphalt Institute and field knowledge, and were used to help predict the behavior of pavements. The results were encouraging and indicate that field measurements generally were comparable with elastic layer theory predictions. This will help to develop and modify existing design limits for stresses, strains and deflection for future work.Equivalencies based on theoretical deflections, stresses and strains indicate the difficulty of assigning precise values. These values also indicate the superiority of treated materials over the untreated materials.
Authors:
Krukar,M., Cook,J. C.
Keywords:
analysis, asphalt, base, base materials, behavior, computer, computer program, condition, data, design, equivalencies, evaluation, experimental, loads, materials, overlay, overlays, pavement, pavements, prediction, program, research, strains, stresses, volume, wheel load
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| Krukar,M. | WA-RD 015.4 | Pavement Research at the WSU Test Track - Volume No. 4 Experimental Ring No 4 A Study of Untreated, Sand Asphalt, and As... | 1970 |
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
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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| Krukar,M. | WA-RD 015.3 | Pavement Research at the WSU Test Track, Volume No. 3 Experimental Ring No. 3: Study of Untreated Emulsion Treated and A... | 1969 |
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
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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| Krukar,M. | WA-RD 015.2 | Pavement Research at WSU Track Volume No. 2 Experimental Ring No. 2: A Study of Untreated Emulsion Treated and Asphlatic... | 1968 |
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
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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