RESEARCH BOARD

Special Report 18
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publication 310
 HIGHWAY RESEARCH BOARD
Officers aiid Members of the Executive Committee
1954

OFFICERS

W. H. ROOT, Chairman G. DONALD KENNEDY, Vice Chaiiman

/ FRED BURGGRAF, Director

Executive Committee
FRANCIS V. DU PONT, Commissioner, Bureau of Public Roads -

HAL H. HALE, Executive Secretary, American Association of State High-

way Officials
Louis JORDAN, Executive Secretary, Diviàion of Engineering and Industrial
Research, National Research Council
R. H. BALDOCK, State Highway Engineer, Oregon State Highway Com-
mission
PYKE JOHNSON, Consultant, Automotive Safety Foundation

G. DONALD KENNEDY, Executive Vice President, Portland Cement

Association
0. L. KiP, Assistant Commissioner and Chief Engineer, Minnesota De-
partment of Highways

BURTON W. MARSH, Director, Safety and Traffic Engineering Department,

American Automobile Association

W. H. ROOT, Maintenance Engineer, Iowa State Highway Commission

C. H. SCHOLER, Head, Applied MechanicsDepartrnent, Kansas State Col-

lege
K. B. WooDs, Associate Director, Joint Highway Research Project, Purdue
University

Editorial Staff
FRED BURGGRAF W. J. MILLER
2101 Constitution Avenue, Washington 25, D. C.
 The WASIIO Road Tcst

PART 1: DESIGN, CONSTRUCTION AND

TESTING PROCEDURES
 HIGHWAY RESEARCH BOARD
Special Report 18

-ASHO Road Ttst

The 'W
PART L. DESIGN, CONSTR;UCTION, AND
TESTING PR'OC'EDURES

PRESEED AT THE

Thirty-Second Annual Meeting

January 13-16, 1953

1954'
Washington, D. .C.
 HIGHWAY RESEARCH BOARD
Officers and Members of the Executive Committee
1954.

OFFICERS:
W. H. RooT, Chairman G. DONALD KENNEDY, Vice Chairman
FID BURGGRAF, Director

Executive Committee
FRANCIS V. DU PONT, Commissioner, Bureau of Public Roads

HAL H. HALE, Executive Secretary, American Association of State High-

way Offlcial8
Louis JORDAN, Executive Secretary,Division of Engineering and Industrial
Research, National Research Council .
R. H. BALDOCK, State Highway Engineer, Oregon State Highway Corn-
mission
PYKE JOHNSON, Consultant, Automotive Safety Foundation

G. DONALD KENNEDY, Executive.' Vice President, Portland Cement

Association . .
0. L. Kipp, Assistant Commissioner and Chief Engineer, Minnesota De-
partment of Highways
BURTON W. MARSH, Director, Safety and Traffic Engineering Department,
American Automobile Association
W. H ROOT, Maintenance Engineer, Iowa State Highway Commisswm

C. H. SCHOLER, Head, Applied Mechanics Department, Kansas State Col-

..lege . S

K. B. WOODS, Associate Director, Joint Highway. Research Project, Purdue

University

Editorial Staff
FRED BURGGRAF . . W. J. MILLER
2101 Constitution Avenue, Washington 25, D. C.

iv
 WASHO. Road Test Personnel
Advisory Committee
E. V. MILLER, Chairman; State Highway Engineer,
Idaho Department of Highways. .-
W. N. CAREY, JR., Secretary; Executive Assistant,
Highway Research Board.
RAYMOND ARCHIBALD, Bureau of Publié Roads..
G. B. BENNETT, Idaho Department of Highways
(1952-1953).
F. KENNETH CHACEY, Office of the Chief of Trans-
portation, U. S. Army. . W. C. WILLIAMS, Oregon State Highway Commis-
C. N. CONNER, Department of Design of the High-
way Research Board (195271953).
VERNE DREW, Truck Trailer Manufaèturers' Asso-
.ciation (Alternate for Mr. Hulse).
GEORGE R. EGAN, American Trucking Associations,
Inc. (Alternate for Mr. Flanakin)..
L. F. ERICKSON, Idaho Department of Highways.
H. S. FAIRBANK, Department of Economics, Finance,
and Administration of the Highway Research
Board.
H. A. (MIKE) FLANAKIN, American Trucking Asso-
ciations, Inc.
A. F. GHIGLIONE, Alaska Road Commission.
D. C. GREER, Texas Highway Department.
H. C. HELLAND, Montana State Highway Com-
mission.
R. M. HOWARD, New Mexico State Highway De-
partment (1952).
JOHN B. HULSE, Truck Trailer Manufacturers'
Association.
F. N. HVEEM, California Division of Highways.
E. G. JOHNSON, Utah State Road Commission.
Roy E. JORGENSEN, National Highway Users' Con-
ference.
R. H. KENYON, Washington Department of High-
ways.
JOHN KING, Automobile Manufacturers' Associa-
tion.
JOHN LANGFORD, Utah State Road Commission
(1952).
GAVIN LAURIE, Petroleum Industry.
JOHN V. LAWRENCE, American Trucking Associa-
tions, Inc. (1952)
W. J. LEARY, Montana State Highway Commission
(1952).
R. E. LIVINGSTON, Colorado Department of High-
ways.
J. D. MEACHAM, Nevada Department of Highways.
V
FRED QUINNELL, JR., Montana State Highway
Commission (1953).
I. E. RUSSELL, Wyoming Highway Department.
T. E. SHELBURNE, Department of Design of the
Highway Research Board.
ARVIN S. WELLBORN, Petroleum Industry (Alternate
for 'Mr. Laurie).
T. B. WHITE, New Mexico State Highway Depart-
ment.
sion.
STEWART WILsoN, The Council of State Govern-
ments.
EX OFFICIO
R. H. BALDOCK,' Chairman, Highway Research
Board.
W. H. RooT,2 Chairman, Highway Research Board.
FRED BURGGRAF, Director, Highway Research
Board.
Executive Committee
.E. V. MILLER, Chairman; State Highway Engineer,
Idaho Department of Highways.
W. A. BUGGE, Director of Highways, Washington
Department of Highways.
MARK U. WATROUS, Chief Engineer, Colorado De-
partment of Highways.
W. C. WILLIAMS, Oregon State Highway Commis-
sion.. -
Field Personnel During Construction
Project Engineer: W. N. CAREY, JR.
Resident Engineer, Construction: A. F. RATH.
Research Engineer: H. S. SWEET.
Operations Engineer: THEODORE DEC.
Office Engineer: R. B. DAMON.
Field Engineers: HOWARD H. BOSWELL, DOUGLAS
M. CAMPBELL, REX C. LEATHERS, Louis E. LY-
BECKER, W. L. MERTZ, and CLYDE R. WRIGHT
(all assigned by the Bureau of Public Roads to the
Highway Research Board for this test).
Consultants Spending Time at Project: A. C.
BENKELMAN, E. W. HARRIS, R. C. HOPKINS, F. R.
Term expired January 15, 1954.
2
Term started January 15, 1954.
OLMsTEAD, and FRED J. VERITY; Bureau of Public.
Roads.
Photographers: RAY B. DAME, T. W. KINES, and
CHARLES RITTER; Bureau of Public Roads.
Engineer Aids: DAVID BAGLEY,.MARTELL BF4ATON,
R. REED CALL, TREVOR C. HUGHES, H. WARD
THOMAS, WAYNE THOMAS and WILLIAM E. THOMAS.
Operations Assistants: WILLIAM A. HILL, THOMAS
A. JOHN, CHARLES W. WARD, OWEN D. WARD, and
FARREL WILLIAMS.
Full-Time Observers: J. E. DRISCOLL, The As-
phalt Institute. R. A. LILL, American Trucking
Association. . . .
Cooperating Laboratories
State of California, Division of Highways, Ma-
terials and. Research Department.
Colorado Department of Highways, Materials
Division.-
ivision;
State of Idaho, Department of Highways, Mate-
rials Laboratory. :
State of Nebraska, Department of Roads and
vi
Irrigation, Bureau of Highways.
State of Nevada, Department of Highways, Ma-
terials and Research Laboratory;
New Mexico State Highway Department, Ma-
terials and Test Division.
Oregon State Highway Department, Materials
Division.
Texas Highway Department.
Washington State Highway Commission, Depart-
ment of Highways.
Wyoming Highway Department.
Bureau of Public Roads, Washington, D. C.,
Laboratories,
Corps of Engineers, U. S. Army, Office of Division
Engineer, New England Division.
Institute of Transportation and Traffic Engineer-
ing, Univ. of California, Berkeley, California.
University of Idaho,. Moscow Laboratory, Idaho
Department of Highways.
University of Wyoming, Civil Engineering Labo-
ratory. . .. . .
Law, Barrow, Agee Labs, Inc., Atlanta, Georgia.
Phillips• Petroleum Company, Pocatello Refinery.
 Preface
This report is the first of two final reports on the WASHO Road Test. It includes a compre-
hensive description of the project, methods of test operation, and instrumentation procedures.
It also includes a complete report of the construction of the test road, summarizing all data
taken in construction control and related operations. The purpose of this report is to provide
the basis for a complete and thorough understanding of the test and of the test pavements as
they were actually constructed.. A second report, to be published in 1955, will give the results
of the imposed truck traffic.
The WASHO Road Test is a study of the behavior of certain flexible pavements under
the repeated application of a number' of selected heavy axle.loads. For this test, special pave-
ment sections 'were built in the summer of 1952, and controlled test traffic was begun in Novem-
ber of that year. Traffic was stopped when the subgrade became frozen and was resumed in
the spring of 1953 and again discontinued for the winter late in 1953.
The WASHO Road Test is sponsored by the Western Association of State Highway Offi-
cials. Administration and direction of the project were delegated by that organization to the
Highway Research Board, which operates the test with the counsel of an advisory committee
appointed by the Board and made up primarily of representatives of the cooperating agencies.
This road test, is the second of the full-scale tests of pavement behavior under controlled
heavy truck traffic to be administered by the Highway Research Board. The first such project,
Road Test One-MD, was a test of an existing concrete pavement. A complete report of this
project was published' in 1952 as Special Report 4.
Cooperating with the state highway departments of the Western Association of State
Highway Officials to make the present test possible are the Territory of Alaska, the Bureau of
Public Roads, truck and, trailer manufacturers, and the petroleum industry. A complete
listing of the representatives of the cooperating organizations is given on page v of this report.

vii
 Contents
WASHO ROAD TEST PERSONNEL - v
ADVISORY COMMITTEE, V
EXECUTIVE COMMITTEE, V
FIELD PERSONNEL DURING CONSTRUCTION, V
COOPERATING LABORATORIES, VI
PREFACE ---------------------------------------------------------------------------------------------------------------------------------------------------- Vii
BACKGROUND AND GENERAL DESCRIPTION-----------------------------------------------------------------------------
HISTORICAL INFORMATION, 1
COOPERATING AGENCIES, 2
DESCRIPTION OF PROJECT, 2
CONSTRUCTION AND CONSTRUCTION CONTROL ------------------------------------------------------------------------
SUBGRADE, 9
SUBBASE AND BASE, 16
ASPHALTIC-CONCRETE SURFACING, 17
TEST VEHICLES AND OPERATIONS ------------------------------------------------------------------------------------------------- 19
VEHICLES, 19
- TEST LOADs, 19
OPERATIONS, 19
SPEED PROFILES, 23
TRAFFIC GUIDE LINES, 25 S
TIRE PRINTS, 26
INSTRUMENTATION, PROCEDURES AND GENERAL RESEARCH --------------------------------------------- 27
INSTRUMENTATION AND PROCEDURES, 27
Climate and Allied Measurements, 27
Measurement of Permanent Deformations, 31 .. -
Measurement of Elastic Dëflections, 36
Special Deflectior. Studies, 39
General Studies, 39
ORIGIN AND CHARACTERISTICS OF MATERIALS, 42
APPENDIX A: ANALYSIS OF CONSTRUCTION CONTRACT--------------------------------------------------- - 45
APPENDIX B: SUMMARY OF CONSTRUCTION COSTS ------------------------------------------------------------- 49
SCHEDULE OF ESTIMATES, QUANTITIES AND UNIT BID PRICES, 49
COST SUMMARIES, 50
IDEALIZED SUBGRADE COSTS, 51
IDEALIZED 2-IN. SUBBASE COSTS PER SECTION, 52 .
IDEALIZED S/4-IN. BASE COSTS PER SECTION, 53
IDEALIZED SURFACE COSTS, 54 :
APPROXIMATE CONSTRUCTION QUANTITIES PER MILE OF HIGHWAY, BUILT TO THE
PRINCIPAL CROSS SECTIONS USED IN THE:WASHO TEST RoAD, 55 .. -
APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION ---------------- 55
SUMMARY OF SOIL IDENTIFICATION TESTS, 56 -
CONSTRUCTION AND SOIL BASIC DATA, 57 .
Section A, 57 *Section G, 61 Section N, 65 Section S, 68
Section B, 58 Section H, 62 - Section 0, 66 Section. T, 68
Seëtion C, 59 Section J, 62 Section P, 66 Section U, 69
Section D, 59 . . Section. K, 63 • Section Q, 67 Sections V, & W, 70
Section E, 60 Section L, 64 Section R, 67 Section Z, 70
Section F, 60 Section M, 65 . .
LABORATORY COMPACTION TEST DATA, 71 -.
APPENDIX D: CONTROL -AND INSPECTION OF GRAVEL PLANT AND
SUBBASE AND BASECONSTRUCTION----------------------------------------------------------------------------- 71

ix
 GRAVEL PLANT INSPECTION, 71
SUBBASE AND BASE CONSTRUCTION AND CONTROL, 72
BASIC DATA ON GRADING OF CONTROL SAMPLES FOR HOTMIx STOCK PILE, 72
BASIC DATA ON GRADING OF CONTROL SAMPLES FOR MAINTENANCE
STOCKPILE OF S/4-INCH CRUSHED GRAVEL, 73
BASIC DATA ON GRADING OF 2-INCH SUBBASE GRAVEL, 74, 75, 76
BASIC DATA ON GRADING OF S/4-INCH CRUSHED BASE GRAVEL, 77
BASIC DATA ON GRADING OF S/4-INCH SHOULDER GRAVEL, 78
DENSITY AND MOISTURE CONTENT OF SUBBASE AND BASE, 79
LABORATORY COMPACTION TESTS ON SUBBASE AND BASE GRAVEL, 79
APPENDIX E: CONSTRUCTION AND CONTROL OF BITUMINOUS SURFACING
AND STUDIES OF THE ASPHALTIC CONCRETE--------------------------------------------------------80
ACCEPTANCE TESTS OF LIQUID ASPHALTIC MATERIALS, 80
RECORD OF PAVING OPERATIONS AND ASPHALTIC CONCRETE PRODUCTION -PLANT
MIX WITH 120-150 PENETRATIONASPHALT, 81 .
GRADING OF BIN SAMPLES AT HOT MIX PLANT, 82
AGGREGATE MOISTURE CONTENT AND MIXING PLANT TEMPERATURE DATA, 82, 83
ACCEPTANCE TESTS OF ASPHALT CEMENT, 84
ASPHALT CONCRETE DESIGN TESTS, .85, 86
MARSHALL STABILITY TESTS ON SAMPLES FROM HOT-MIX PLANTS, 87
EXTRACTION TESTS ON ASPHALTIC CONCRETE, 88, 89
TESTS ON ASPHALTIC CONCRETE OUTSIDE OF TEST SECTIONS, 90
TESTS ON ASPHALTIC CONCRETE IN TEST SECTIONS, 91
THICKNESS AND DENSITY OF ASPHALTIC CONCRETE AFTER CONDITIONING TRAFFIC, 92
THICKNESS AND DENSITY OF SPECIAL SECTIONS AFTER CONDITIONING TRAFFIC, 92
MARSHALL TESTS OF CORES - LAB. P, 93
APPENDIX F: SUBGRADE MOISTURE CONTENT STUDIES, 1952----------------------------------------94
SUBGRADE MOISTURE CONTENT STUDIES - BASIC DATA - 1952, 95
Section A, 95 Section E, 97 Section J, 101 Section Q, R, .105
Section B, 95 Section F, 98 Section K, 102 Section 5, 105
Section C, 96 Section G, 99, 100 Sections L, M, N, 0, 103 Section T, U, 106
Section D, 96, 97 Section H,. 100 Section P, 104
AVERAGE SUBGRADE MOISTURE CONTENTS IN TANDEM-AXLE LooP - 1952, 107
AVERAGE SUBGRADE MOISTURE CONTENTS IN SINGLE-AXLE LOOP - 1952, 107, 108
APPENDIX G: IDENTIFICATION AND STABILITY TESTS ON TYPICAL
SUBGRADESOIL ----------------------------------------------------------------------------------------------------------------------109
CLASSIFICATION TEST DATA FROM DIFFERENT LABORATORIES ON TYPICAL
SUBGRADE SOIL, 109
IDENTIFICATION TEST DATA ON TYPICAL SUBGRADE SOIL, 110
MINERALOGICAL AND CHEMICAL ANALYSIS ON TYPICAL SUBGRADE SOIL, 111
TRIAXIAL COMPRESSION AND STABILITY DATA ON TYPICAL SUBGRADE SOIL, 112
TRIAXIAL COMPRESSION TESTS ON TYPICAL SUBGRADE SOIL, LAB. F, 112
STABILOMETER TESTS ON TYPICAL SUBGRADE SOIL, 113
STABILOMETER TESTS :AND DESIGN SURFACING DEPTHS FOR TYPICAL SUBGRADE
SOIL.-LAB. B, 114
CALIFORNIA BEARING RATIO TESTS ON TYPICAL SUBGRADE SOIL AT DIFFERENT
LABORATORIES, 114
CALIFORNIA BEARING RATIO TESTS ON TYPICAL SUBGRADE SOIL AT LAB I, 115
STABILOMETER AND CBR TESTS ON TYPICAL SUBGRADE SOIL - LAB C, 116
CONSOLIDATION TESTS ON TYPICAL SUBGRADE SOIL - LAB. F, 117
DIRECT SHEAR TESTS ON TYPICAL SUBGRADE SOIL - LAB. F, 117, 118
APPENDIX H: TRANSVERSE POSITION OF TEST VEHICLES -------------------- --------------------------- -118

X
 Background and General Description*
HISTORICAL INFORMATION
The Executive Committee of the Western Asso-
ciation 'of State Highway Officials first discussed
the desiraility of conducting a full-scale road test
on flexible pavements with controlled truck traffic
at its meeting in Salt Lake City in March 1950.
The test was further considered in its relation-
ship to, the AASHO road testing program which
was under discussion at the meeting of the
AASHO Standards Committee at Miami in De-
cember 1950. Early proponents of the test in-
cluded the Western Interstate Committee on
Highway Policy Problems of the National Coun-
cil of State Governments and the Western High-
way Institute, in addition to the various western
highway departments and others.
By June 1951, the Western Association of State
Highway Officials had decided that such a pro-
ject should be undertaken and at its meeting in
San Francisco passed the following resolution:
RESOLUTION NO. 3, WESTERN ASSOCIATION OF STATE
HIGHWAY OFFICIALS, JUNE 1951
WHEREAS, the Western Association of State Highway
Officials recognizes the necessity and immediate need of
construction of a test road in order to determine the effect
of various axle loadings on nonrigid-type pavement; and
WHEREAS, the majority of the State membership of the
Western Association of State Highway Officials have ex-
pressed their desire to participate in the construction and
operation of a test road in cooperation with the National
Academy of Sciences; and
WHEREAS, the National Academy of Sciences, through
the Highway Research Board, has signified its willingness
to supervise and administer the construction and operation
of said road; and
WHEREAS, The Highway Research Board will obtain the
cooperation of the Bureau of Public Roads and other
interested agencies in financial participation; and
WHEREAS, such financial participation will be approxi-
mately $95,000.00 and
WHEREAS, the estimated cost of said test road is $180,-
000.00, exclusive of the above mentioned participation;
and
WHEREAS, the participation 'of the respective member
states will be on an equal basis, except that the State of
Nevada, by legislative restrictions, is limited to $15,000.00;
and
WHEREAS, the location of said test road should be in an
area where the climatic and soil conditions are represen-
tative of the greater portion of the Western region, and
to be as centrally located with respect to the participating
States as possible; and
WHEREAS, such location will be in an area consisting of
southeast Idaho, southwest Wyoming or northwest Utah;
and
WHEREAS, the Standards Committee of the Western
Association of State Highway Officials is so constituted
to determine the specific location and prepare the speci-
fications; and
e Prepared by EARL V. MILLER, chairman of the Advisory Committee,
State Highway Engineer, Idaho Department of Highways.
WHEREAS, the Council of State Governments recognizes
the need for a test road in the Western region as a basis
of determination of the equitability of the highway users'
costs.
Now, THEREFORE, BE IT RESOLVED:
That such a test road be undertaken and agreements
entered into with the National Academy of Sciences to
administer the test road.
That each participating State shall share equally in
the cost of said test road with the exception of the State
of Nevada.
That the Standards Committee of the Western Asso-
ciation of State Highway Officials determine the specific
location and. specifications within thirty days.
That' an Advisory Committee be established, con-
sisting of one member from each participating State, to
be appointed by the Chief Administrative Officer, and one
member representing the Council of State Governments.
That the present Subcommittee on Test Road Plan-'
ning, as appointed by President Anderson, be continued
and augmented by one member from the State wherein the
test is located, until such time as the Advisory Board has
been established and is operative.
That, if a specific location is not determined in thirty
days, the States be again polled for an alternate location
that can be expedited to completion.
BE IT FURTHER RESOLVED that time is the essence of
this objective in view of the urgent need for a test road
as a sound basis for' design and determination of per-
.missible axle loadings.
The area specified in the resolution was con-
sidered to be representative of. large areas of
western country with respect to climatic and soil
conditions. The Standards Committee of WASHO
was asked to pick the exact location and to make
plans and specifications for construction.
After visiting four proposed sites, the commit-
tee met in Boise on July. 31, 1951, and selected
the site, which is on US 191, 11 mi. south of
Malad, Idaho, and 2 mi. north of the Idaho-Utah
border. The test track is located about a quarter
of a mile west of US 191 on the right-of-way for
a pending reconstruction of this north-south
route. After completion of the test, the .test road
will be incorporated in the new highway.
On August 22 and 23, 1951, the Standards Com-
mittee met in San Francisco and presented pre-
liminary plans and specifications to the Advisory
Committee for comments. After considerable dis-
cussion and a great deal of compromise, the Ad-
'visory Committee agreed on the primary features
of a physical plan and method of procedure. Dis-
cussions of this group brought out the wide
divergency of design methods and criteria. The
plans presented by the Standards Committee had
proposed a two-lane road with turnarounds at
each end, but after much discussion it was decided
that two oval test tracks would be more efficient.
2 THE WASHO ROAD TEST, PART ONE
The oval test track with two parallel lanes con-
nected at the ends permits test trucks to operate
practically all the time on the test sections, it
permits the traffic to travel in one direction only,
and it shortens the sections, providing better uni-
formity in the subgrade soils, drainage, etc. The
decisions made at this meeting were the basis
upon which the test road was finally designed.
COOPEtATING AGENCIES
Cooperating in the WASHO Road Test are the
highway departments of California, Colorado,
Idaho, Montana, Nevada, New Mexico, Oregon,
Texas, Utah, Washington, Wyoming and the Ter-
ritory of Alaska. The right-of-way was furnished
without charge by the State of Idaho and after
completion of the test the facility will revert to the
state. The eleven highway departments initially
contributed a total of $315,000, which was used to
pay for construction of the test facility and part
of the cost of the test. To cover the additional cost
due to an extension of the test period established
by the Advisory Committee in February 1953, the
committee asked the states to contribute an addi-
tional $100,000.
Other cooperating agencies includç the Bureau
of Public Roads, which is contributing certain
supplies, equipment, and personnel with an esti-
mated value of $70,000; truck manufacturers of
the Automobile Manufacturers' Association, who
furnished the truck tractors; trailer manufactur-
ers of the Truck Trailer Manufacturers' Associa-
tion, who furnished the trailers; and certain com--
panies in the petroleum indtistry, who are fur-
nishing the gasoline, diesel fuel, oil and grease
which will be consumed in the test. The total cost
of the project is estimated at approximately
$650,000.
The Highway Research Board established an
Advisory Committee made up of representatives'
of the above, cooperating agencies, representatives
of the Department of Defense, the National High-
way Users Conference, and the American Truck-
ing Association, representatives of certain perti-
nent departments of the Highway Research
Board, and certain officials of the Board. A small
Executive Committee was also established with
authority to make inteiim decisions on policy
matters in the name of the Advisory Committee.
The Advisory Committee is considered by the
Board as the final authority in all matters con-
cerning construction and maintenance of the road
and operation of the test.
Prior - to April 1952, when the Highway Re-
search Board established its field office and labo-
ratory, preliminary field engineering, laboratory
work, preparation of plans and specifications,
were done by Idaho highway department engi-
neers.
Figure 1-1. Location of the test road.
DESCRIPTION OF PROJECT
The site is in an irrigated farm valley 2 to 5
mi. wide, between two small mountain ranges.
The valley is at an elevation of about 4,400 ft.
The annual precipitation averages about 15 in.,
of which about 4 in. is in the form of 40 in. of
snow. The temperatures in the valley range from
about 1000 F. in the summer to —20° F. in the
winter, with an annual average of 46° F. Nor-
mally, the frost penetrates from 12 to 30 in.,
averaging about 24 in. Additional climatalogical
information is given later in this report.
The soils on the site of the experimental project
are silt barns bordering on silty clay barns classi-
fied as A-4 (8). The origin and engineering char-
acteristics of the soil are described in detail later.
It was decided that construction should be as
near as possible to present-day practice and that
combined thickness of surfacing and base would
be calculated by various design criteria assuming
a traffic volume of 4,000 vehicles per day includ-
ing 1,000 commercial vehicles, 400 of which were
three-axle trucks or heavier. This design thick-
ness was used as a median and base thickness
varied both ways to provide several thicknesses of
base over the subgrade soil.
Several states were sent samples of the soil and
the gravel to be used for subbase and base mate-
rial. Design thickness of bases plus surface for
these conditions averaged about 18 in. The 'Ad-
visory Committee decided that five different
thicknesses of subbase should .J.e provided. These
 41n. A.G. - 21n Boo.- Oto Ieie. Subbase
--------------

T S R_.1
Turnaround . South Loop
V

Turnaround
' B
640
M

BIn. A.G. - 4 In. Bose - 0 to 161n. Subbase

2 in, A. G. - in. Base - 0,0 161,1. Subbase

fV .VV.V
~~.

7~77~-
Turnaround
.0
21.
K J
North Loop
H G F
I"aoodmIn
Turnaround
D

41n.&G.-2In.Bas*-OtoI6tn Subbase

2" Maximum Subbase ." Maximum Base Asphaltic Concrete

LL!
EJ

Figure 1-2. Schematic layout of test loops.

W.
4 THE WASHO ROAD TEST, PART ONE
thicknesses were 0, 4, 8, 12, and 16 in. of pit-run-
gravel subbase (later modified to crush large
boulders to a 2-in, maximum). Two thicknesses
of asphalt plant-mix pavement were provided on
each ioop. A 2-in.-thick asphalt pavement with
4 in. of S/4-in.-maximum crushed gravel as base
was used on one tangent of each loop. The other
tangent was covered with a 4-in.-thick asphalt
pavement with 2 in. of 34-in.-maximum crushed
gravel as base. Schematic diagrams of the two
test loops are shown in Figure 1-2.
The turnarounds were constructed with full
16-in, subbase thickness with 2-in, crushed gravel
base and 4 in. of plant mix and seal. For obser-
vation purposes, three 200-ft.-long special sec-
tions were constructed. One was bituminous
double surface treatment on a 4-in, crushed gravel
base; one 11/2-in. roadmix bituminous surface on
41/2 in. of crushed gravel and the other 21/2-in.
roadmix bituminous surface on 31/2 in. of crushed
gravel. Each of these is on 16 in. of subbase and
is placed at the ends of test tangents,
The geometric design is as follows: Each road-
way consists of two 12-ft. lanes with 6-ft. shoul-
ders, subgraded full width, and all base and sub-
base layers extend for the full width of the cross-
section. Test section side slopes are 6:1, crown
slopes 0.015 ft. per ft., and shoulder slopes 0.04
ft. per ft. Turnarounds are basically 150-f t.-
radius curves with 0.15 ft. per ft. superelevation
- .-
Figure 1-3. Test vehicle on a turnaround.
designed on the basis of speeds of 27 mph. Figure
1-3 shows a tandem-axle vehicle on one of the
turnarounds.
For the purpose of the test, the 24-ft. width of
the tangents is considered as two separate 12-ft.
lanes. The outside lane is being tested under the
heavier vehicles and the inside lane under the
lighter vehicles. Since the two lanes were con-
structed at the same time on identical soils and
under identical conditions, it will be possible to
compare directly the behavior of the outside lane
with that of the inside lane. Differences in the
behavior of one lane as compared with its adja-
cent lane can be attributed directly to the differ-
ences in axle loads.
A construction contract was let by the National
Academy of Sciences to the Carl E. Nelson Com-
pany, contractors of Logan, Utah, in February
1952.
Construction got under way in late April and
was completed September 30, 1952. The entire
construction operation was under supervision of
the Advisory Committee of the Highway Re-
search Board, which met occasionally to discuss
problems and review the progress of construc-
tion. The project was officially accepted by the
Advisory Committee on October 3, 1952.
Thousands of soil tests were made so that each
of the four 6-in, lifts of compacted subgrade
which were placed under each test section was
 BACKGROUND AND GENERAL DESCRIPTION
constructed of material as uniform as reasonably
possible and as nearly at the same moisture con-
tent and density as feasible. Each subgrade lift
was covered immediately after approval to insure
against moisture loss. Yet with humidities often
below 10 and a 30-mph. prevailing wind, it was
necessary to use over 9 million gallons of water
in the subgrade, subbase and base, an overrun
of about 120 percent over the estimated quantity.
Aside from the rigid inspec'tion of every phase
of the work, the construction proceeded in a nor-
mal manner. The area was cleared by scalping
the ground vegetation with a blade into windrows
and picking it up with carryalls. Dikes were
built to protect the area from overflow of irriga-
tion water. Drainage, fences, concrete headwalls,
etc., were installed as usual. To insure uniformity
in the subgrade soil, the top 2 ft. was placed in
four compacted layers, even in cuts, where it was
sometimes necessary to remove acceptable mate-
rial, rework it, and recompact it. Compaction
methods were conventional. After each layer was
placed, it was scarified to break up hard spots
caused by the wheels of earthmoving equipment.
The layer was then brought to optimum moisture
content, rolled with. sheepsfoot rollers and finished
with a pneumatic-type roller. Density and mois-
ture were then checked and approved before the
lift was covered.
The variable-thickness 2 - in. - maximum - size
gravel subbase material was placed in windrows,
spread, watered, and'compacted (to 100 percent of
the density obtainable in the laboratory) by means-
of tandem-type steel-wheeled rollers. Here again
each lift was covered immediately after approval
to insure against moisture loss. The S/4-in.-maxi-
mum-sized base material was placed in windrows
and finished in the same way as was the subbase
and then primed with about 0.29 gal. of RC-1 per
square yard. Asphalt, concrete, 3/4-in.. maximum
aggregate with 120-150-penetration asphalt , ce-
ment, was mixed in a Cedar Rapids plant and
spread with an Adnun finishing machine. The
mix contained approximately 5.3 percent of
asphalt cement. It appears very stable and uni-
form in place. Marshall stability tests show high
stability values. It should be emphasized how-
ever, that throughout all phases of construction
the efforts of the engineers were directed' toward
5
uniformity of the components to simulate the re-
sults of normal construction practices rather than
extra-high densities or superconstruction of any
type.
Upon completion of construction, the engineers
concentrated upon the completion of instrumenta-
tion installations and the test vehicles were made
ready for controlled traffic tests over the test
pavements. Prior to starting the regular tests,
conditioning traffic (consisting of about 17,500
axle loads of 8,000 lb. and 2,500 axle loads of
5,000 lbs.) was run in a uniform pattern over the
full width of the test pavements and certain pre-
liminary studies of deflections in the pavements
under various axle loads were made. In these
tests the. effect of speed as a variable was also
studied. The findings in these studies will be
reported after completion of test traffic.
In the' regular test, the test vehicles are truck-
tractor semitrailer combinations. On the north
loop, 3-axle combinations are used, with 18,000-
lb. axle loads running on the inside lane and
22,400-lb. axle loads running on the outside lane.
On the south loop, 5-axle combinations are used
with 32,000-lb. tandem-axle loads on the inside
lane and 40,000-lb. tandem-a,le loads on the out-
side lane. Two vehicles operate in each lane;
thus, the. test requires eight tractor-trailer com-
binations.
On November 6, limited operations were started
and on November 10, full-scale, traffic on a two-,
shift basis was begun. The trucks applied about
17,000 axle loads to each of the test sections in
the next three weeks, and on November 27, 1952,
were stopped for the winter due to the fact that
the subgrade was frozen.
During the winter months one vehicle was
operated in a uniform pattern over all sections in
each test loop and snow was kept off the pavement
and shoulders. The winter test vehicle' was loaded
to a 10,000-lb. single axle load.
During the test, the pavements are constantly
maintained to a uniform standard based upon
common highway-department maintenance-divi-
sion practice. Careful records of the materials,
personnel, and equipment used in maintaining
each test section are kept for use in comparing
the relative behavior of the various pavements
under the different loads.
6

Construction and Construction Control*

This section covers the construction methods, Associations, and J. E. Driscoll, representative
control procedures, and summaries of the results of the Asphalt Institute, gave much assistance,
of control tests of materials placed on the test particularly in installation of instrumentation and
road. Construction was started on April 28, 1952,
and subgrade preparation and earthwork opera-
tions were essentially completed by July 25. Plac-
ing and compacting of gravel subbase and base
followed immediately and the asphaltic concrete
.1

- - - -!
g1 4
was placed between September 2 and 17. The
=
primary objective in construction was to make
all of the test sections as uniform as possible in
subgrade soil properties, density, moisture con-
tent, granular-base grading and density, and in
asphaltic-concrete properties. Reasonable uni-
formity was considered essential in order to make
it possible to ascribe differences in performance
under the test loads to the primary variables— Figure 2-1. Field office and laboratory.
axle loading and pavement thickness.
Close inspection was maintained throughout
construction and many thousands of tests (such
as density,. moisture content, and mechanical
analysis) were made. A field laboratory with
facilities somewhat exceptional compared to those
usually found in the field was operated at capacity.
The scope of testing is shown by the following
approximate count of some of the tests con-
ducted: 14
Over 1,200 determinations of in-place density go—
of subgrade, subbase, base and surface.
Over 800 mechanical analyses of subgrade and
gravel.
Over 400 soil samples tested for liquid limit and
plastic limit.
More than 5,000 moisture-content determina-
Figure 2-2. Corner of laboratory interior.
I
tions.
An electric oven thermostatically controlled at
105 C. to 110 C. was used to dry samples for all in special tests. The force was augmented as
moisture determinations. necessary with college students and others from
The backbone of the organization for engineer- nearby Malad. Close liaison was maintained with
ing and control during construction was composed the Highway Research Board office in Washing-
of six engineers assigned by the Bureau of Public ton and with the Idaho Highway Department.
Roads, all of whom had either just completed or The Idaho Department of Highways laboratory
were about to complete their course of training by performed the preliminary survey testing and
that bureau. These men, Howard H. Boswell, conducted many other tests for which the field
Douglas M. Campbell, Rex C. Leathers, Louis E. laboratory was not equipped. The highway de-
Lybecker, W. L. Mertz, and C. R. Wright, showed partment laboratories of Colorado and \Vyom-
extraordinary initiative and competence in tak- ing also performed some special tests on short
ing charge of different phases of the work. Rich- notice. The participating states and the Bureau
ard A. Lill, observer for the American Trucking of Public Roads furnished research data on the
stability and other properties of the subgrade
Prepared by H. S. Swr, research enganeer. and A. F. RAn!, soil, base, and paving material.
resident engineer. WASHO Road Test.
 CONSTRUCTION AND CONSTRUCTION CONTROL 7

--

I [I[)
HIGHWAY P{SE ARCH BOARD

le

s' Yk 14.

Figure 2-3. Engineering crew during c&nstruction.

- ---. ---..— . -- —.

--i~ "• --'i-9* . - --- -. - - -. -.. ____

IL

or
F'igure 2- . Vi&-w south from cvntr of project during construction.
8 THE WASHO ROAD TEST, PART ONE

4-

--
__

now

Af

Figure 2-5. Excavation on turnaround.

-._

lop

_., ,4m:. - -• .• -# •:
4.. ••..
- .
Ak
- - .-. ; '4--..
(I
- ' • 1
:
4.. '-4. -
,-•-1
Figure 2-8. Shcepafoot roller on subgrade.
Figure 2-6. Scarifying subgrade.

_•_9 _-'-• .9.

-.

Figure 2-7. Watering subgrade. Figure 2-9. Pneumatic roller.

 CONSTRUCTION AND CONSTRUCTION CONTROL 9

50a'09 tot TonO.nt: LiOcid Lilttil -35.0

Detailed tabulations of test data and descrip- Plasticity Ind.. -9.4
tions of control procedures, as well as an analysis LI. f'' I 34.6 353 566 34.0
P1 L._. 8.4 04 11.4 0.1 9.4
of the contract and a study of construction costs, LI. I 33.4 35.6 59.9 36.1 35.6
P4 L ,. 8.3 0.9 9.2 9.6 9.0
have been compiled in appendices. Brief sum-
3.01400 U 1 5 0 0
maries of construction procedure and test data
are presented here, covering, in order, subgrade, 4-Inch AjOtoltic Catcoota _ flosts
I. L P1
subbase and base, and asphaltic concrete surfac- 52.3
355
7.8

ing. 36.9 11.6 ___________

P1

Following the staking of the project by con-

335
506
82
64 34 8 99
3 65
369 ___________ 35.6
367 I0.i'
36.1 34.3 i _ - 9.9
6.5
32 57. 7 34.9 8.4
ventional procedures, the right-of-way was ILLP .. 36.2 9.6

fenced, and the area was cleared of all vegetation, Figure 2-13. Summary of LL and P1 tests for 4-in.-AC-
which consisted mainly of wheat stubble and al- tangent tandem-axle loop.

808,096 for Toogeol: Liquid LitOit - 363 Aoetogo lop tongant SoIbQt000- 89.20 pan colt.
Ploslicity Inden-10.1 Sobb0s -131.415.981 cc IL
Asd#oltic C101CletS-134.2 lb per coIl.
A C 0 V A 8 C 0 I V
LL 330 358 36.8 0 36.8 31
P4 96 96 9.4 II ID.? 56.] 133.5 136.0
LL 36.6 37.0 37.0 37.2 36.2 35.61 133.4. 133.1
P1 9.9 10.2 0.9 11.6 90 e.9

4 Inch AspIlollic COoc,6l.-,, 4-4001 Aspholtic Concpete

ZZ

_
_________ __________.-'LLP4 - LI. P1 LI. P1 I1296 ..- 1332 •- 33.3 ..-' 07.8 33.2
Sob88e 36.19.2 5.486009 ___________
I3l.2.I34. ___________
.- MV I 127.0 I

______IL_L3.87.2.20_JI
-LLP1-35_ 8.1 432.2 28.9 93.0 t13116 1

.--'
86.7
LI.P1___ -"38.58.5_-
35.58.5 35.69.3
37.9 112 _- 364 ii 0 _- 3 ___ - '
37.312.2 34.9 10.3
36.8Il.0_,.-_38.111.6 LL3 _ I 87.3 92.0 97.2
92 9
84.9
89.0
s Scbgnnde
35.1 10.1 33 !8_..- P1 9.4
36.8 89_-
-' 360 103
P185
92,4
899 - 82.6

Figure 2-10. Summary of LL and P1 tests for 4-in.-AC- Figure 2.14. Summary of density tests for 4-in.-AC-
tangent single-axle loop. tangent single-axle loop.
0..toq. for TosOant LOcid L.tt.it- 35.3 Aeenoq. to. lang.M. 50Dr00.-88.6 lOpan colt
PIOOtiCitf 114.. -9.5 Sobbow - 130.4 lb pen an. II.
- A9.hottic Conc.ee- 134.118 pp coIl.
LL 35.5
P1 8,6
LI. 35.0
34.5
8.7
35.2
34.1
8.5
33.6
36.3
1.0
36.2
36.9
10.3
37.1
32.4
10.0
34 11"]
8.91 1T ICI
L 133.5
a C IF
432.9
W 'l
33.4 33.9 1387 1342
P4 8.9 8.6 T. . 10.9 10.? 9.8 9J
5001100 Z 6 J H 0 F W

2-1004 AspHollic C00600t. 7

3'5 LL l 2-inch AopIIcItic Cancaett-7
1.
1-134.7 8.6 '-....LL
34.6
Fl
7.7 P4 .. 9
___ 4397 124.4 '-. 433.0 344 T
r_LWU33.
es
I 7.2
__________
32.9 7.7.
361 I2
P1
8jLL
__________
P1 I LL P11
Subb-
203
870
842 1 R0.5
ilL!2 543 6.9
u_2_I
341 8.1
35.8 101 369 9.1
_
_0.435.495 _ 135.5
87.0
94.5
- __92.0
902 -6
-
3
834j
347 781
37.611.0-..!!_ Iii'-
9.2
11.6
927
88.8
931 922
878 - 923
853 91.4
"
93.8J50

Figure 2-11. Summary of LL and P1 tests for 2-in.-AC-

904
66.2
662
-. , 854 85.0

tangent single-axle loop. Figure 2.15. Summary of density tests for 2-in.-AC-
tangent single-axle loop.
A00raqe for ItOcqent: LiHoid Litnit -35.4
Plosakity Indea-101

LI. I
P1
34.2
8.7
37.4
12.6
345
8.3
56.8,
11.4
34.7
10.1
falfa. The refuse was bladed into windrows,
LI. I
P1
3s. 34.7
9.6
334
7.9
375
12.4
35.6
10.6
picked up by carryalls, and deposited in the form
of a dike along the right-of-way fence line. This
Se0ioo L U N 0 P 18
dike served to protect the project from flooding
2-s.d. Asphaltic C000.te
LI.
by irrigation water. Excavation of all subgrade
I
Subtle"__________ __________- LI.
PU .-
LLE5_._' 35.7 10.9 material was accomplished by carryall scrapers.
38.0 3.3 _- 353 11.3
__________..-
LI. LI. P1
35.4 11.3
8.2_376 2.7 _
35.7 1021__._.4
Figure 2-4 is a view along, the right-of-way dur-
32.8 7.2 36.5 10 0
348 89345 107..336 7.636Ol02_..-
9.I 95 343 9.0 ing this period. The turnarounds were con-
Sob8POdeI 351 36.6 11.3 _.-
32.9 362 l0.7- structed by normal procedures, with control over
35.0 9.0_
compaction (see Fig. 2-5).
Figure 2-12. Summary of LL and P1 tests for 2-in-AC- It had been specified that the upper 2 ft. of the
tangent tandem-axle loop. subgrade for the test sections should be controlled
10 THE WASHO ROAD TEST, PART ONE

b ang..t- SobQr041 - 88 2 lb p., c,o ft fu. WWI S-MI- 89 Sb b' Co II

Subbot.- 127 BIb p Cu ft 1-
SubbO,. -1319 lb p Co II
Mpl,ullC Co..C,I.l34 2 lb p.CCu ft
809. -1329 lb p., cu It
AIphOIIlC Cc.,c,.f. -13301b P.0 Cu. ft
]u
1335
lESI_i: I
[1± fl

2- ,nch MphoIhC CO
ff Z7Z
-Az
5:j r;'-
885 874 lOA
25
- 91 - -
- 859
873- - 917 883 921
890 _- -. -- 89.2 L I 909 .
862
SubgIOdI 951 864___ - -- 912
900
666

Figure 2-16. Summary of density tests for 2-in.-AC- Figure 2-17. Summary of density tests for 4-in.-AC-
tangent tandem-axle loop. tangent tandem-axle loop.

as to soil properties and density within narrow struction section, and if satisfactory, the "scarify"
limits. 1-lence in all areas the subgrade prepara- lift was immediately covered by soil for the next
tion started out as an excavation operation in lift. Sufficient material was brought in by carry-
order to process the lower 6 in. of the uppei 2 ft. all to form a 6-in, compacted lift. In order to
of subgrade. This necessitated the excavation of eliminate uneven compaction that might have
trenches up to 4 or 5 ft. deep. After preliminary been caused by the hauling equipment and to mix
study it was determined that the most-convenient in water, this cover material was scarified after
operation procedure was to establish construction being placed, then compacted with sheepsfoot and
sections 400 ft. long and 36 ft. wide, these sec- pneumatic rollers. The process was repeated
tions beginning and ending at the centers of the until the total 2 ft. of compacted subgrade was
transitions between test sections. Construction in place. The immediate covering of a lift after
was begun at the north end of the single-axle compaction and testing was found to be neces-
(north) loop and material was excavated to a sary to avoid excessive drying out and the forma-
level 1.4 ft. below the subgrade profile. Below tion of shrinkage cracks. Drying conditions were
this level the material was scarified, watered, and very severe, the relative humidity being below 30
rolled with a sheepsfoot roller followed by a percent most of the time, frequently below 10, ac-
pneumatic roller. The subgrade density was de- companied by high temperatures and much wind.
termined at a minimum of six places in this con- The source of subgrade material for successive

t, 'l, • - -. -. o.-_- -
- - r,___._ - __ - _j
. 4€ ---
-- - •"
- -

Figure 2-18. View of gravel pit.

 CONSTRUCTION AND CONSTRUCTION CONTROL 11

TABLE 2-1
SUMMARY OF SUBGRADE IDENTIFICATION TEST DATAn

All Sections Single-Axle Loop Tandem-Axle Loop

Range Including 4-Inch A.C. 2-Inch A.C. 2-Inch A.C. 4-Inch A.C.
Mean 90% of Texts Tangent Mean Tangent Mean Tangent Mean Tangent Mean

Liquid limit ........... 35.6 31.9to38.9 36.3 35.5 35.4 35.0

Plasticity index ........ 9.7 6.1 to 12.9 10.1 9.5 10.1 9.4
Percentage passing No.
200 sieve ............ 87 80to95 87 86 90 85

WASHO Lab, only.

'. '•"-c
-1 i- -
. :- :

''2

.::-
Figure 2-19. ('rushing planl -

TABLE 2-2
SUMMARY OF CONSTRUCTION COMPACTION DATA

All Sections Single-Axle Loop Tandem-Axle Loop

Percentage of
Mean S.
Mean ±
Values Within
S
4-Inch A.C.
Tangent-Mean
2-Inch A.C.
Tangent-Mean
2-Inch A.C.
Tangent-Mean
4-Inch A.C.
Tangent-Mean

Dry Density: lb./cu. ft.:

Subgrade .......................88.9 4.3 66.7 89.2 88.6 88.3 89.6
Subbase ....................... 131.2 4.6 69.0 131.4 130.4
Baset 132.8 . 2.8 _t, - - 132.8h -
Asphaltic Concrete ..... ......... 133.9 . 1.5 72.8 134.2 134.1 133.0 134.2
Subgrade Marimum Dry Weight,
Standard Compaction-Ib./cu.ft.. . 954 - - 94,3 93,7 97.5 97.2
Subgrade:
Percentage Compaction .......... . 93.2 - - 95.0 95.4 90.9 91.9
Subgrade Optimum M.0.........
Subgrade Construction M.C.e
.. 23.6 - - 24.6 24.7 22.8 22.9
22.8 3.24 67.2 24.1 23.1 21.4 22.1

Note: SStandard deviation. (Note: II test values vary according to a normal distribution curve, approximately 68 percent of them will fall between the mean ±S).
1 Density tests in granular material were confined primarily to nubbase nince half the h-in. lase is only 2 in. thick.
The mean value presented lie-re represents only 5 tests taken in 4-in.
thick base. Includes only tests taken in conjunction with nubgrade density tents.
12 THE WASHO ROAD TEST, PART ONE

too
.
p veLe subbOse 91n9-173ompIes - I'

'4.

GO

4.?

20

Figure 2-22. Placing subbase gravel. Note typical dust

in background.
0 No 200 NoBO 5040 SolO 504 . I 2
Sevs a range of 6.1 to 12.9 covering 90 percent of the
Figure 2-20. Gradation of subbase material. test values. Similarly, the average percentage
passing the No. 200 sieve was 87 percent with 90
lifts was the material which had to be excavated percent of the individual values falling between 80
from adjacent test sections, plus side and median and 95. These figures are based on test results
borrow. Exceptions occurred when the material
excavated was outside the limits specified for soil -.
characteristics, in which case the unsuitable ma- f14 Jr
•-
...j:....
._1 . ...
terial down to the bottom of the scarify level was 4••
- •. - . ..
used for turnaround embankment or in shoulders
outside the 36-ft. width of controlled material in '-.--:. •..-.•.
test sections.
The detailed results of individual tests on sub-
grade samples taken from the completed sections
are given in Appendix C (see also Appendix G).
The averages of liquid-limit and plasticity-index
determinations for individual lifts are shown in
diagrams in Figures 2-10 through 2-13. The
figures given on the plan view in these diagrams
represent the average LL or P1 for the four lifts ..' .• ..gp . .. .. f.. . •. •.: -
of subgrade for the particular lane in a test sec- '-

tion. On the profile view figures are given for I

individual lifts extending through both lanes. ' • . '- * -' .•:- ,...
Table 2-1 summarizes the identification test data Figure 2.23. Surface texture of completed subbase.
showing the overall average liquid limit as 35.6
with 90 percent of the test values between 31.9
and 38.9. The plasticity index averaged 9.7 with

TE I
A.Pq. b. 9P9 51 aP'PJ*s
= C = L.nls within whKh 90 8.C.n' 04 $popI$ 544
80 = CC:: SppoI po,,.000 p.p,lIC0I.oO Ip,pt - - - .
-

60

20

o No 200 No 80 No40 No30 NolO No4 N05

5—
Figure 2.24. Base material in windows (Parsons
Figure 2-21. Gradation of base material. windrow device).
 CONSTRUCTION AND CONSTRUCTION CONTROL 13

Figure 2-25. Tandem roller used on subbase and base.

from 253 samples of completed subgrade in place.

The soil properties indicate a classification of A-4
with a Group Index of 8.
The detailed results of 631 final density tests
on the subgrade are also given in Appendix C.
Approximately 300 other density tests were made,
but since they showed the need for additional com-
paction or manipulation of the subgrade prior to
acceptance, they are not reported. The diagrams
in Figures 2-14 through 2-17 show the dry densi-
ties of individual lifts of subgrade on the profile Figure 2-27. Texture of completed base.
views. Also shown on these diagrams are gravel
and asphaltic-concrete densities (discussed later). lb. per Cu. ft. The average density of 88.9 lb. per
The overall mean final dry density of subgrade was Cu. ft. represents 93.2-percent compaction.
88.9 lb. per cu. ft., as shown in Table 2-2. This This amount of compaction was obtained in the
table also shows that 66.7 percent of the test field, when the moisture content was optimum, by
values fell between 84.6 and 93.2 (mean plus or four passes of the sheepsfoot roller (two cover-
minus the standard deviation). Approximately ages with two drums in tandem) and two passes
ninety percent of the density values fell between with the pneumatic roller. Additional compac-
83 and 95 lb. per cu. ft. tion, up to as many as six coverages of the double
Table 2-2 also shows that the maximum dry sheepsfoot plus four passes of the pneumatic, was
density by standard compaction ranged from 93.7 necessary when the moisture content varied only
to 97.5 for the different tangents, averaging 95.4 slightly from optimum. In each case the entire
section was covered uniformly by compaction

8,0 sa m ples —
S ly 01 00? 9I0
59.0.01 provIsIons 1900I?ICOIIoflI,m,rs

80----- -

—
40— _

-
- WASHO Lob Tnt
20
- - - - -

No 200 No 80 NO 40 No 20 000 004 - - ~

Figure 2-26. Base density test, oil method. Figure 2.28. Asphaltic-concrete gradation.
14 THE WASHO ROAD TEST, PART ONE

W..
/.

Figure 2-29. Prime on base course, west tangent south loop.

Figure 2-30. Asphalt plant. Figure 2-I . prt•a(lilIg asi,hal(ic culicrett

!.;
E.

...... '

Figure 2-32. Final texture of surface.

 CONSTRUCTION AND CONSTRUCTION CONTROL 15

TABLE 2-3
IDENTIFICATION TESTS OF AGGREGATE

Age9ate Bulk Appar. Percentage

A. Test on —40 I
Smple Sp. Cr. Sp. Cr. Aorption
LAB Percetge LithologicaL Analysis
L.L. P.1.

P G-300:3/8"-3%" 2.58 2.70 1.8

G-300:No. 8—/8" 2.54 2.72 2.5
G 3%" Max ........ 2.61 2.1 23.4 NV NP "Limestone, Quartzite, Quartz, Basalt.
C 2" Max. G-233 ..Hveem Stabilometer NV NP "Coarse particles are mainly composed
"R" Value = 82 of limestone, hard siltstone, and a small
percentage of chert. Much of the aggre-
gate is coated with secondary deposits of
Sand Equivalent:' 57 calcite firmly bonded to the aggregate.
Most of the limestone is firm and hard;
however, a small amount of the lime-
stone is only moderately hard and liable
to wear easily. The limestone particles
are fairly porous. The fines are com-
posed mostly of fine limestone, quartz
and a little chert. There is also a small
percentage of hard quartzite."
I 3%" Max., G-300 2.65 21.0 NP "Crushed basalt and Limestone gravel."
J 3%"
34"
Max 2.68
D Max., G-300 2.60 23.8 NP
2" Max., G-155 2.62 23.0 NP
WASHO 3%" Max ........ .2.61 NV NP

G R.M.E.": 13.0; Lin. Shrink: 0.4.

I Hydrometer Analysis of minus 10 material—Sand 621"
Silt 32%
I Cementing Value-113 psi Clay 6%
C Hydrometer analysis of minus 10 material—No. 10 to 0.05 mm........76%
0.05 to 0.005 mm.........17%
Finer than 0.005 mm ...... 7%

California Sand Equivalent Test—California Test Method No. 9-52. b Roue Moisture Equivalent.

equipment; variations in density from place to water from the loose soil.
place in a lift were caused primarily by variations Final watering, scarifying, and compaction of
in moisture content, which occurred in spite of the top lift of subgrade were scheduled imme-
mixing operations by the scarifier and in spite of diately prior to covering with gravel in an at-
uniform operation of the water truck over the tempt to minimize this evaporation and prevent
section. Watering of the soil before it was exca-
vated and transported was tried and proved to
be of little benefit. Evaporation rates were equiv-
alent to an hourly loss of from 2 to 4 percent

ifl. X
IT i_ __
!

"1

Figure 2-33. Sampling asphaltic-concrete aggregate. Figure 2-34. Field check of aggregate gradation.
16 THE WASHO ROAD TEST, PART ONE
formation of a crust. In the 1 to 2 days between
these construction phases, density tests were con-
ducted, and thermistors, moisture cells, and per-
forated plates for deformation and deflection
devices were installed in or on the subgrade.
Figure 2-35. Weighing trucks at plant.
SUBBASE AND BASE
A detailed description of the production and
placing of gravel and inspection of operations for
subbase and base is given in Appendix D.
The source of the granular material was a low
hill approximately 1 mi. north of the test-road
site. It probably originated as an offshore bar
in Lake Bonneville. The gravel consisted of lime-
stone, quartz, quartzite, siltstone, chert, and ba-
salt, with limestone predominating in the coarser
sizes. A summary of identification tests by differ-
ent laboratories is given in Table 2-3, showing
a relatively low Los Angeles abrasion loss and
nonplastic fines.
A stabilometer "R" 1 value of 82 was obtained
for the 2-in, gravel. A note was appended to the
state laboratory report of this test to the effect
that the secondary calcite coatings and angular
surface texture of the fines were responsible for
appreciable additional stability. All of this ma-
terial was passed through the crushing plant as
a production expedient, although it was only nec-
essary to crush approximately 5 percent of the
particles in order that 100 percent of the mate-
rial would pass the 2-in, screen, as specified.
Resistance value determined by the expression (1
I
Where P = Vertical Pressure
and ph = Horizontal Pressure
indicated by the Hveem Stabilometer reading in psi on a specimen 4 in.
in diameter and 21/. in. in heght.
Control of the grading in production of the
2-in.-maximum-size subbase gravel was accom-
plished by selective operation of. the bulldozer
feeding the crushing and screening plant. Little
difficulty was experienced in keeping the grading
well within the limits of the special provisions, as
sliowxi in Figure 2-20. In the case of the -in.-
maximum-size base gravel, more difficulty was
encountered in producing material within the
rather narrow limits set up in the special pro-
71
0000,
Figure 2-36. Marshall stability test.
visions. Considerable modification of the crusher
was required to eliminate excess material between
the %-in. and No. 10 sieves. The percentage of
crushed particles in the 3/1 -in, material was 42.4,
as finally produced, considering only those par-
titles between 3/1-in. and the No. 4 sieve. The
grading of the base material and the special pro-
visions limits are shown in Figure 2-21.
The subbase gravel was placed in windrows for
4-in, lifts. It was laid out with a patrol grader,
watered, mixed with the patrol, and finally spread
in place. After compaction with a 9-ton flat-wheel
roller, densities were determined using oil to
determine the volume of the hole. Figure 2-23
shows the final surface texture of this material.
A summary of the density tests is given in Figures
2-14 to 2-17 and in Table 2-2. The average density
obtained in the subbase was 131.2 lb. per cu. ft.,
X too
corresponding to a void content of 19.4 percent.
The base course gravel was placed in 2-in, lifts
and processed in a manner similar to the subbase
material. In locations where the base was 4 in.
 CONSTRUCTION AND CONSTRUCTION CONTROL
thick, densities were determined (Fig. 2-26), and
results are shown in Figure 2-16 and Table 2-2.
The average density of 132.8 lb. per cu. ft. corre-
sponds to a void content of 18.5 percent. These
densities in subbase and base would give a satura-
tion moisture content of 9 percent. The average
construction moisture content was 4.4 percent, or
well below saturation.
After the first lift of subbase had been placed,
plate-bearing tests were made on the subgrade by
clearing an area large enough for the test. Addi-
tional plate-bearing tests were conducted on the
top of successive lifts of subbase and base gravel.
Approximately 600 perforated plates were in-
stalled on top of the subbase for later determi-
nation of permanent deformation at this level.
F,
Figure 2-37. Bitumen extraction test.
ASPHALTIC-CONCRETE SURFACING
A detailed description of the construction and
control of -the bituminous surfacing and tables
showing the data taken in all tests on the mate-
rials and mixture are given in AppI1dix E.
Essentially the bituminous surfacing consists
of either 2 or 4 in. of hot-plant-mixed asphaltic
concrete made up of 120-150-penetration asphalt
cement with 3%-in.-maximum-size crushed gravel
from the same source and practically identical in
gradation to the 3/,-in. granular base material
(Fig. 2-28). As described earlier, one tangent of
each test loop was l)aved with the 2-in. asphaltic
concrete laid in one lift and the other tangent was
paved with 4-in. asphaltic concrete, which was
17
Figure 2-38. Specimen of asphaltic concrete for density
and bitumen-content study.
laid in two 2-in, lifts. The turnarounds were con-
structed with 4-in. asphaltic concrete surface and
covered with a seal coat. No seal was placed on
the test tangent surfaces, and no tack was used
between the two 2-in, lifts of asphalt concrete.
The compacted base was primed for a width of
26 ft. (1 ft. wider on each side than the asphalt
surface) with 0.29 gal. per sq. yd. of RC-1 at.
between 100 F. and 125 F. Figure 2-29 shows the
west tangent, south ioop, after priming. This
work was clone between August 26 and Septem-
ber 5.
Between September 2 and September 17, hot-
mix asphalt concrete was produced in a Cedar
Rapids plant located at the gravel pit. Later
about 1,000 tons each of %iI...do'n and ½-in.-
down cold-mix maintenance materials were mixed
using SC 3. The materials for road-mix Sections
W and Z were also mixed in the plant. However
these sections were laid with a blade according to
Idaho stafldard road-mix procedures.
The hot-mix asphaltic concrete was mixed for
an average of 50.5 sec. (90% of the times checked
between 42 and 58 sec.) Specifications called for
a minimum of 30 sec. It was then hauled to the
test sections and spread with an Adnun paver.
Within 5 mm. it was given its initial rolling with
a 7-ton tandem roller. About 3 hr. later it was
W. THE WASHO ROAD TEST, FART ONE
given its final rolling with a 9-ton tandem roller.
Figure 2-32 is a closeup of the surface after final
rolling.
The asphalt content for the mixture was estab-
lished by the Idaho State Highway Laboratory
at 5.3 percent. Field checks made during turn-
around construction by means of Marshall sta-
bility apparatus verified the Idaho design. The
actual overall asphalt content for the entire proj-
ect was 5.27 percent. At this value, field Marshall
stability tests showed averages of about 4.8 per-
cent voids, 975 lb. stability, and 0.07-in, flow, indi-
cating asphaltic concrete of high quality.
Control testing during the paving period is
described in detail in Appendix E and consisted
of numerous measurements of temperature, thick-
ness, aggregate gradation, bitumen content, etc.
Figures 2-34 and 2-35 are interior views of the
scale house and field laboratory located at the site
of the plant. Acceptance testing of the asphalt
materials was done by the Idaho State Labora-
tory.
Following completion of the hot-mix surfacing,
special cold-mix Sections W and Z were laid and
double-surface-treatment Section V was also corn-
pleted. It was difficult for the contractor to set
up his operation for Section V, due to its short
length (200 ft.) ; consequently, it was not pos-
sible to obtain the degree of uniformity in the
surface materials found elsewhere throughout the
project. Section V was built according to Idaho
specifications for "Type C Surface Treatment"
which consisted in this case of 0.35 gals. per sq.
yd. of MC-2 covered by 35 lb. per sq. yd. of Idaho
Class 6 crushed gravel (%-in. down, 0-30 percent
passing No. 10 sieve) followed after 5 days of
curing by 0.30 gals. per sq. yd. of MC-4 with 30
lb. per sq. yd. of Idaho Class 2 crushed gravel
( 5/8-1n. down, 0-6 percent passing No. 10 sieve).
The turnarounds were then sealed with 0.28 gals.
per sq. yd. of MC-5 covered with 30 lb. per sq. yd.
of Class 2 crushed gravel. After the contractor
finished the usual final details, the job was finally
inspected and accepted by the Advisory Commit-
tee on October 3, 1952.
Throughout the construction period the finest
cooperation was shown by the contractor, Carl E.
Nelson of Logan, Utah, and his personnel in
charge of the work, William E. Hanserd and Nor-
man Jones.

Test Vehicles and Operations*
The primary objective of the test-vehicle opera-
tions on the WASHO Road Test was to provide test
traffic in which the axle weights, the number and
frequency of load applications, the vehicle speed,
and the transverse placements of the vehicles were
controlled.
VEHICLES
The test vehicles consist of three-axle and five-
axle truck-tractor semitrailers. Herein the three-
axle combinations are generally referred to as sin-
gle-axle units and the five-axle combinations are
referred to as tandem-axle units or vehicles.
Truck manufacturers of the Automobile Manu-
facturers' Association provided test vehicles for
the project. Truck tractors for the single-axle
units were furnished by the Chrysler Corporation
(Dodge); Diamond T Motor Car Company; White
Motor Company; and the General Motors Corpora-
tion. Semitrailers for these units were supplied by
Dorsey Trailers, Incorporated; Humes Truck and
Trailer Manufacturing Company; Trailmobile, In-
corporated; and the' Steel Products Company. Tan-
dem-axle tractor-semitrailer combinations were
furnished by the Kenworth Motor Truck Corpora-
tion and Peerless Trailer and Truck Service, Incor-
porated; Mack Trucks, Incorporated, and Frue-
hauf Trailer Company; International Harvester
Company (two tractors) with the Pike Trailer
Company and Utility Trailer Manufacturing Com-
pany. Figures 3-1 and 3-2 show the single- and
tandem-axle units being used.
An axle spacing of approximately 21 ft. was
specified between the rear tractor and semitrailer
axles on single-axle units or between bogie mid-
points on tandem-axle vehicles. The selection of
tire size was based on an overload ratio of ap-
proximately 15 percent over the maximum recom-
mended tire load with inflation pressures of 75
psi. The single-axle vehicles, as well as one of the
tandem-axle units, are gasoline powered, while
the remaining three tandem tractors have diesel
engines. Table 3-1 gives a more-detailed descrip-
tion of the test vehicles.
TEST LOADS
In order to obtain the 18,000-lb. and. 22,400-lb.
single-axle and the 32,000-lb. and 40,000-lb. tan-
dem-axle loads, the semitrailers were lOaded with
'Prepared by THEODORE DEC. operations engineer. WASHO Road
Test. Assigned to WASHO Road Test by the Bureau of Public Roads.
19
concrete blocks, which were cast by the contractor
using steel forms previously employed at Hybla
Valley (Virginia) and on Road Test One-MD.
These blocks are 16 by 24 in. by 30 in. high, and
average approximately 945 lb. each. An embedded
eye hook was provided for ease of handling.
Before loading, the unladen axle weights of the
tractor-semitrailer combinations were determined
with loadometers, and the center point of the
additional load for the required axle loads was
computed by the moment method, taking into con-
sideration the fifth-wheel position. This method
proved to be highly successful in obtaining a load
which would be compact and require only minor
adjustment for the. correct weights. Loads were
centered transversely on the semitrailers in order
to obtain equal wheel loads. Axle weights are
given in Table 3-2. To prevent movement or shift-
ing of the blocks, shoring was bolted to the bed
of the trailer at the bottom edge of the load and the
entire load was bound together with a chain at
.about the two-thirds point of the height. The truck
number and position were marked on top of each
block, as indicated in Figure 3-3, so that the loads
could be replaced after pretest conditioning and
deflection traffic. All final test axle loads were
weighed at the Idaho Port of Entry weighing sta-
tion, shown in Figure 3-4, located at McCammon,
Idaho. Special loads as required for special de-
flection studies, etc., were checked with loadom-
eters in pits located in the refueling and servic-
ing area on the project. As tandem-axle spacings
were uniform, it was possible to use four loadome-
ters and weigh all four wheels of a bogie at the
same time, as shown in Figure 3-5, thereby insur-
ing accuracy.
OPERATIONS
After completing the construction of the test
road and concurrently with the installation of the
instrumentation, one single-axle and one tandem-
axle vehicle were operated over each loop for con-
ditioning of the pavement. . Since there was
variation in the empty axle weights of the various
trucks, the vehicles were loaded to approximately
8,000-lb. single- and 16,000-lb. tandem-axle loads.
The pattern followed by the drivers was to make
about nine passes for each coverage of the 24-ft.
pavement, moving from one edge to the other and
back. Table 3-3 summarizes the conditioning
20 THE WASHO ROAD TEST, PART ONE

VEHICLE I DODGE WITH DORSEY TRAILER ; 8,000-LB. SINGLE VEHICLE 2: DIAMOND T WITH HUMES TRAILER;I8,000-LB. SINGLE

VEHICLE 5: WHITE WITH TRAILMOBILE TRAILER; 22,400-LB. SINGLE VEHICLE 4. G.M.C. WITH GREAT DANE TRAILER;22,400.LB. SINGLE

Figure 3-1. Single-axle vehicles.

VEHICLE 5: KENWORTN WITH PEERLESS TRAILER; 32,000-LB. TANDEM VEHICLE 6: MACK WITH PREUHAUF TRAILER; 32,000-LB. TANDEM

1'.
10 1
~ 8

- .-,--. - .-.--..-- . -. -.-

Sim
-.'=,•
- -

VEHICLE 7: INIERNATIONAL WITH PIKE TRAILER; 40,000-LB. TANDEM VEHICLE 8: INTERNATIONAL WITH UTILITY TRAILER; 40,000-LB. TANDEM

Figure 3-2. Tandem-axle vehicles.

 TEST VEHICLES AND OPERATIONS 21

I I' '
EE.IIIIá/

Figure 3-3. Load on test vehicle.

Figure 3-5. Checking weights at project.

ule. Operating time is automatically controlled by

a clock and a signal light centrally located on a
pole and visible from both loops. During full-
scale operations in 1952, about 80 percent of the
available running time was utilized. Considering
the two combination vehicles in each lane, an
average of 510 truck-trailer applications daily
were made during the operating period in 1952.
Since the average round-trip time, including
starting and stopping, has been 2.75 mm., a total
approaching 650 trips per day in each lane is
possible under ideal conditions.
Figure 3-4. State weighing station at McCammon, Though the hours of operations in 1952 were
Idaho. limited to the period between 2:40 P.M. to 9:10
A.M., the operating period was subsequently ro-
traffic on each loop which totaled 2,500 single- and tated in order that traffic might be distributed
2,500 tandem-axle truck trips. As the vehicles are throughout all hours of the day at some time dur-
three- and five-axle units, this amounts to a total ing the test. During the remaining 51/2 hr. of each
of 20,000 single-axle applications on each loop, operating day, vehicles are refueled (Fig. 3-7) and
17,500 classed as 8,000 lb. and 2,500 front-axle any necessary servicing or repairs to the vehicles
applications of the single-axle vehicles considered or roadway are made. Where practicable, special
to be 5,000 lb. tests which would interfere with operations are
Loads were then adjusted for the pretest deflec- also made during this period.
tion tests. Table 3-4 includes axle weights and Test drivers are hired locally and paid from
other deflection traffic data. project funds. No appreciable difficulties in ob-
Limited operations were started on November
Mdnght
6, and full-scale traffic operations began on No- I t 9,111 -___________ - 2d Sm II
vember 10, 1952. The regular test traffic is sched-
uled on the basis of two 9-hr. 10-mm. shifts per
3
iULJL
4 5 6
II 1liUflh1flflL
9 0 IIPU AMI Z 3 4
It JEJLJ
S 7 9
day, six days a week. Each shift consists of nine
50-mm. driving periods, seven 10-mm. rest
periods and one 30-mm. meal period. The total
available running time is therefore 15 hi-. daily.
Ia,c. *1
Al Pd
24 I.. pIrld sId f lsmcIe
ond ,p.ciaI liMo.
aand,00d n,o,nt.,.c.

Figure 3-6 presents graphically this shift sched- Figure 3-6. Schedule for two-shift operation.
 22 THE WASHO ROAD TEST, PART ONE

TABLE 3-1
DEscRIPTIoN OF TEST VEHICLES

Series I Series 2 Series 3 Series 4

Unit No. Unit No. Unit No. Unit No.
1 2 3 4 5 6 - 7 8

Type of vehicle (') ..............2-Si 2-Si 2-Si 2-Si 3-S2 3-S2 3-S2 3-S2
Truck tractor:
Make .......................Dodge D'md T White GMC Kenworth Mack Int'l Int'l
Model ..................... ..YAi3O AH625 WC26T HCR742 CC523C LHSW LFCD405 LFCD405
Number of axles driven i 1 i 1 2 2 2 2
Engine:
Make. ............ ..... Dodge Cont'l White GMC Cummins Th'dyne Cummins Cummins
Model ..................... ..YA K6330 150A- 503 NHB600 EN707A NHB600 NHB600
Fuel ............... ........ ..Gas Gas Gas Gas Diesel Gas Diesel Diesel
Max. Grosshorsep'w'r C& RPM 154 Cw 141 @ 135 @200 200 210 @• 200 á. 200 @
3000 3000 3000 3000 2100 2500 2100 2100
Semitrailer:
Make .......................Dorsey Humes Trail- Steel Peerless Fruehauf Pike Utility
mobile Prod.
Model ..................... ..D-S18 RHS-128 FP PT34FS T5531 D330 SWX12
Gross weights in pounds:
.
1st axle .................... .5,300 4,900 5,150 7,100 7,725 9,075 8,825 10,375
2nd axle ................... ..18,000 18,000 22,400 22,400 16,000 16,000 20,000 20,000
3rd axle .....................18,000 18,000 22,400 22,400 16,000 16,000 20,000 20,000
4th axle ................... .......... 16,000 16,000 20,000 20,000
5th axle ................... .......... 16,000 16,000 20,000 20,000
Total .............. .... ..41,300 40,900 49,950 51,900 71,725 73,075 88,825 90,375
Spacing in inches between:
Axles I & 2 ......................130 154 141 153 175 141 119 119
Axles 2 & 3 ......................252 254 259 257 51 48 50 50
Axles 3 & 4 ...................................................201 202 200 202
Axles 4 & 5 ..................................................48 48 50 50
Tires:
Size .........................10:00 10:00 11:00 11:00 9:00 9:00 10:00 10:00
-20 -20 -22 -22 -20 -20 -22 -22
Ply ...........................12 12 12 12 10 10 12 12
Pressures ......................75 75 75 75 75 75 75 75
Load-pounds.. ............ . 4,500 4,500 5.600 5,600 4,000 4,000 5,000 5,000
Overload ratio (b) .............1.13 1.13 1.18 1.18 1.16 1.16 1.17 1.17
Outside body dimensions tractor:
Length,ft .................. .17.6 18.5 17.2 18.9 23.1 21.7 18.4 18.4
Width, ft ................... .7.9 7.9 7.9 79 7.9 7.9 7.9 7.9
Overall vehicle dimensions:
Length,ft.................. . . 0.0 41.2 41.9 42.3 45.9 45.9 40.1 40.9
Width, ft ................... .8.0 7.9 7.9 7.9 8.0 8.0 8.0 8.0

2-SI 2-axle truck tractor with I-axle semitrailer; 3-S2 3-axle truck tractor with 2-axle semitrailer. h Based on recommended traetice of Tire and Rim Asnociation, Inc.

+ till.
F 4 I
'I

Figure 3-7 l4-fIu'l1I1g tc..l vehicle.

 TEST VEHICLES AND OPERATIONS 23

taming reliable drivers have been encountered. tcr-clockwise direction. When resuming opera-
Vehicles on the test loops are operated in coun- tion at the beginning of shifts, after rest breaks
or service stops, test trucks enter the loop and
accelerate on the tangents with 4-in, bituminous
surface. Therefore, approximately 1 out of every
18 or 19 trips made on the sections with the
thicker A.C. are applied at accelerating speeds.
The large turnarounds make it possible to main-
tain fairly uniform speeds on the test sections
and reduce to a minimum the necessity for the
use of the clutches and brakes.
Preliminary speed profiles were made after sus-
pension of traffic for the winter with the speed-
meter shown in Figure 3-8. This apparatus is
geared to record a dot for approximately every
fifth-wheel revolution on an oscillograph tape
operated at a known speed so that variations in
speed can be determined. Power is supplied by a
portable generator. Typical speed profiles for two
trucks are shown in Figure 3-9. Further speed
checks with all vehicles will be made in 1953. Note
the accelerating run from the stop position, the
reduction of speed on turnarounds, in order to
reduce the tire wear and the effect of the +1.18-
percent grade on the speed of the tandem vehicle.
The transverse positioning of test vehicles was
scheduled to approximate the pattern of lateral
placements of general truck traffic for an 11-ft.
lane as determined from studies conducted by the
Bureau of Public Roads. Lines have been painted
Figure 3-8. Speed meter. longitudinally along the pavement as guides for
TABLE 3-2
TEST VEHICLE WEIGHT DATA
3 Axle Tractor Semitroiters (Single) 5 Axle Tractor Semitrailers (Tandem)

1. Truck number. . . 1 2 3 4 5 6 7 8
2. Empty weights:
Front axle 4,690 4,500 4,765 5,870 7,220 7,350 8,045 8,195
Rear axle 7,200 6,270 8,215 7,310 10,340 10,730 11,120 9,880
Semi axle 5,140 4,730 4,810 4,910 7,410 7,980 7,900 7,390
d. Total ...........17,030 15,500 17,790 18,090 24,970 26,060 27,065 25,465
3. Loaded weights:
Front axle. 5,300 4,900 5,150 6,300 7,725 9,075 8,825 10,375
Rear axle ..... ..17,975 17,975 22,225 22,350 31,950 32,125 40,025 40,050
Semi axle ..... ..18,000 17,950 22,350 22,425 32,000 32,175 40,125 40,050
G.C.W........ ..41,275 40,825 49,725 51,075 71,675 73,375 88,975 90,475
4. Payload ......... ..24,245 25,325 31,935 32,985 -_46,705 47,315 61,910 65,010
5. Net Brake HP. . . 140©2800 (125) 117y2@2800 181 @2800 (188) 179@2000 188®2100 188@.2100
(gov.)
6. Weight-Power
Ratio lbs. per net
HP .............. 295 (327) 423 282 (381) 410 473 481
Note: Figurex in parentheses estimated. Net HP data not available at this time.
 24 THE WASHO ROAD TEST, PART ONE

TABLE 3-3
SUMMARY OF CONDITIONING OPERATIONS ON WASHO ROAD TEST

Item 3 Axle Tractor Semitrailers (single) 5 Axle Tractor Semitrailers (tandem)

Grand
Truck Number .......... ..
1 2 3 4 Total 5 5 7 8 Total Totals

1. Axle weights:
a. Front ...... ..4,810 4,550 4,705 5,930 7,260 7,605 8,315 8,885
Rear ........7,935 7,995 7,975 7,915 15,950 15 1 940 16,210 15,230°
c. Semi ........8,045 8,085 8,160 7,890 16,070 16,060 16,100 16,180
2. Traffic data:
a. Loop .......North South North South North South North South North South North South North South
b. Operating
9/29/10/8 9/29-10/24 9/29-10/25
Days opr.. 13 .
Period ........10/9-10/25
13
9/30-10/8
8 8
9/30-10/25
21 21
10/9-10/24
12 12 .
9 9 21
d Mileage.... 2005.42021.2 1226.0 1123.9 3231.4 3145.1 1715.01824.1 1308.01293.1 3023.0
21 21 21
3117.2 6254.4 6262.3
e. Trips........1592 ' 1611 908 889 2500 2500 1426 1429 1074 1071 2500 2500 5000 5000
Corrected 6250
Mileageb... 1990 2013.8 1135.0 1111.3 3125.0 3125.0 1782.5 1786.2 1342.5 1338.7 3125.0 3125.0 6250
Hourso.... 69.91069.16238.44939.410108.359108.57261.39761.39644.75046.467b06.147hb0.863 214 .506219.435
Average 28.4
Speed(mph) 28.5 29.1 29.5 28.5 28.8 28.8 29.0 29.0 30.0 28.8 29.4 28.2 29.1

° Left light as additional weight would also increase heavy front axle load.
b Number of trips multiplied by 1.25 miles or loop distance.
° Includes turnaround, starting and stopping.

• -. . • VON

• .-!_._______________
___.__
_I_I_i_II_
-----
. -•rrIIr . II
• _I_ _II_I_
IIlIIU1IUI IIIUIU_____ 1U111 U
• OEM --_ -- ___._

•• __ -omrnr II1I ___________ _____

-.-
-- • . ________________'•o° a•________________ .•x.I•5-
-• _.___=•_-
a R S

Figure 3-9. Preliminary speed profiles.

TABLE 3-4
SUMMARY OF PRETEST DEFLECTION TRAFFIC OPERATIONS ON WASHO ROAD TEST 1952

Item 3 Axle Tractor Semitrailers . 5 Axle Tractor Semitrailers

Truck Number ................ . 1 2 3 4 5 6 . 7 8

1. Axle weights:
Front...........4,835 4,605 5,000 6,060 6,300 7,150 7,965 9,075 8,285 9,175 10,375
Rear ......... . 10,045 13,995 17,910 8,120 22,350 14,000 17,820 32,125 22,330 21,880 40,050
Semi ............ 9,925 14,015 18,090 :8,0
00 22,425 13,950 18,000 32,175 22,440 22,440 40,050

2. North Loop
Outside Lane
a. Pretest: 10/30- (10/24- (10/24- 510/30- 510/30- 10/30- 510/31-
Oper't'g period (10/30-
11/1 5 11/1 11/1 11/1 11/1 11/1 10/31 1 11/1
Mileage ......77.4
Trips ........ .. 61
77.8
62
119
87
103.7
84
73
61
75.2
59 - 44.5
36
23.0
18

3. South Loop
Outside Lane
a. Pretest: 510/29- 510/30-
Oper't'g period (11/3-
1 1/3- (11/3- (11/3- 10/29 10/29 511/3-
11/4 11/4 11/4
11/4 11/4 11/4 1114
Mileage ....... 110.2
Trips ......... 88
110.3
88
. 120.0
89
112.2
89
15.0
12
24.4
19
117.1
91
126.3
103
144.2
117
 TEST VEHICLES AND OPERATIONS 25

• .
•.-

.;... '-- . .. • . -.,

- .. .........................- .
Figure 3-10. Test pavement showing guide lines
drivers to set their wheels at certain distances driver must follow the white line one trip out of
from the edge of the pavement, as shown in Fig- ten, the yellow line two trips in ten, and operate
ure 3-10. The centerline of a white stripe is lo- between the two lines during the remaining seven
cated 4 in. from each pavement edge while the out of ten trips. Mounted in the cab of each truck
centerline of a yellow stripe is 2 ft. 4 in. from the is a box with colored lights which change each
edge. In order to simulate normal operations, the time the driver is to change his transverse posi-
tion (see Fig. H-3). The devices that control the
7011ow
Edge of
Line Line
lights are described in detail in Appendix H.
Poveme,!,.J
Measurements of actual placement indicate that
801 the programmed placement can be fairly well du-
75
-- . plicated; however, further studies will be made in
70
2400Aes Single 1954. Figure 3-11 is an example of a preliminary
65 - ...- NorthTestLooP 1]
placement study.
60 — -- -
'•- Plocement for 2Sbifts All fuel and lubricants for test vehicles are
55 ---- .- - -- --- of OP.ratiOn
— being contributed by certain companies of the
50 — Aps

J petroleum industry. These products are delivered

45 rogromme - f to the project through one distributor to a refuel-
Placement
40
----- Actual - ing and service area between the two test loops.
35 r -- - -- Placement
Figure 3-12 is a general layout of the area show-
30 - • - - ing the connecting road, surfaced parking and
25 servicing area, location of fuel pumps and road
20
maintenance material stockpiles. Servicing and
' . - - minor repairs are done by project personnel.
I - -• - --------
- . -- - - --
10 -P-. Truck manufacturers' service representatives
- - - ;---- -- assist where major problems are encountered.
0 -- - -•'-' -- Tires for the test trucks are purchased with
I,onve,se Position (feet from edge of pavement) project funds. Worn tires are recapped with
Inside of Dual Tire
standard highway treads. Tire wear initially
Figure 3-11. Plot of preliminary transverse- placement caused some concern, especially on the front wheels
study. of the tandem vehicles; however, reduction in
26 THE WASHO ROAD TEST PART ONE

Turnoroud •8'

Too

__dC

.--
R/W F.rR.

SERVICE AREA. WASHO ROAD TEST

F..,

Scat.

e 3-12. Plan view of service area.

TEST VEHICLE NO.3

OCT 8.,952

FRONT OF VEHICLE

'1'

I
411
LEFT FRONT TIRE
FRONT TRACTOR AXLE-5,150 LBS
RIGHT FRONT TIRE

ALL TIRE
PRESSURES

Figure 3-13. Taking tire print.

speed on turnarounds to 25 mph. improved this

condition.
1llI ' flu
Tire prints under the special deflection test
LEFT OUTSIDE LEFT INSIDE
loads as well as one complete set of regular load LEFT DUAL TIRES OF
REAR TRACTOR AXLE
prints were taken. Figure 3-13 shows the methods
used in measuring tire contact areas. Each wheel REAR TRACTOR AXLE-22.225 LBS (TOTAL)

is jacked up, a piece of cross-section paper (held
between a steel plate and multigraph ribbon) is
inserted under the tires, and the load on the jack
is released slowly. An example of the print thus
obtained is shown in Figure 3-14.
During the suspension of full-scale operations
for the winter, two trucks were operated on the
project and the remainder were stored. The two
units were single-axle vehicles with loads reduced
to 10,000 lb. per axle. With these trucks each loop
was subjected to the same traffic intermittently
following a special transverse placement pattern.
Figure 3-I4. Typical tire print.
Three trips were made alternately in each lane be-
ginning at the outside edge and progressing in-
vardly approximately the width of a dual-tired
wheel after each pass. In this manner the outside
wheel coverage did not overlap the inner wheel
path and a uniform, overall coverage was secured.
In addition, a snow-plow blade was attached to
one of these test vehicles. The pavement surface
and shoulders were cleared of snow durthg the
winter.

Instrumentation, Procedures and General Research*
The preceding sections of this report have de-
scribed the planning and construction of the
WASHO test road and the means of applying
controlled traffic to the test sections. Construc-
tion was meticulOusly controlled so that the test
sections have built-in variables that are known in
advance, and positive control is provided over the
size, frequency of application, and transverse po-
sition of the test loads. All that remains, then, is
to evaluate the relative effects of the various test
loads on the different pavement sections consider-
ing, as well, the influence of variables other than
load, such as weather, maintenance procedures,
speed.
The Highway Research Board has been coop-
erating for many years with the Bureau of Public
Roads and the Asphalt Institute in the flexible-
pavement research project at Hybla Valley, Vir-
ginia. In this project, certain behavior character-
istics had stood out as having more significance
than others, and two or three years had been
spent developing means to measure them. This
experience proved invaluable and probably, short-
ened the developmental time for the WASHO test
by several months and saved many thousands of
dollars. At this point the authors wish to ac-
knowledge the work done by the engineers, de-
signers, and mechanics of the Bureau of Public
Roads, Shops, and Highway Transport Equip-
ment Development Unit, and their coOperation
in the development and construction of special
instruments and equipment for this project.
In the first part of this section of the report
are described the instrumentation and procedures
finally selected to measure the behavior of the
pavement under load and to keep account of the
climatological and other variables. In the second
part of this section, information is presented con-
cerning the origin of the soil and data are given
primarily dealing with the engineering charac-
teristics of the materials used, as determinçd from
tests made at the project and from studies made
at other laboratories.
INSTRUMENTATION AND PROCEDURES
Climate and Allied Measurements
Perhaps the phenomena that most obviously
must be recorded in a test of this kind are those
* Prepared by W. N. CAREY, JR., project engineer, and H. S. SWEET,
re8earch engineer. Highway Research Board, WASHO Road Test.
27
dealing with weather, since temperature and
moisture content have such profound effects on
the load-supporting abilities of the pavement com-
ponents. There is a CAA weather station 11 mi.
up the valley at Malad. Pertinent long term cli-
matological data are shown in Figures 4-1 and
4-2. Starting in 1952, simple weather informa-
tion has been recorded at the project site. The
observations include daily maximum and mini-
mum air temperature, precipitation, humidity,
and general conditions. These data for the con-
struction period and the 1952 test period are
shown in Figure 4-3. These records agree reason-,
ably well with the official Malad data. Note, how-
ever that the late summer and fall of 1952 were
extremely dry as compared with the 38-yr. aver-
age shown in Figure 4-1.
Of far greater importance than these routine
records are the temperature and moisture con-
tents in the pavement components as influenced
by the weather. To, simplify the, problem of ob-
taining information of this type, thermisters and
moisture cells were placed during construction in
certain test sections at various depths ranging
down to 72 in. The thermisters used consist of
simple metallic oxide discs (approximately 0.2 in.
in diameter by 0.025 in. thick) with short leads
soldered to the opposing faces. The, nature of
the oxide used is such that the electrical resist-
ánce through the thermister varies markedly as
its temperature changes. In order to use them
underground, it is only necessary to solder on long
leads, waterproof the thermisters and connections
(by dipping in GE Glyptol or equivalent), bury
them, and bring the leads out to the edge' of the
pavement to any convenient terminal board.
Figure 4-4 shows a thermister with its leads after
waterproofing. The temperature of the thermister.
—and thus of the material'surrounding it—may
be obtained at any time by reading its resistance
with a simple A.C. ohmmeter 'across the leads at
the terminal board. The resistance is applied to
a calibration curve in order to obtain the tem-
p'erature. It has been our experience that one
calibration curve will serve for a number of ther-
misters with a possible error of 2 deg. F. If
greater accuracy is desired, each thermister must
be checked at one temperature (say 70 deg.) and
a correction factor (which remains constant at
all temperatures) determined to correct its read-
ings to the standard calibration curve.
 28
As an example of the type of information ob-
tained with the Figure 4-5 shows the
temperature 17 in. below the surface at the edge
of the pavement in sections with 8 in. of sub-
base. Points plotted are averages taken from
readings of six thermisters. Thermisters were
read daily during test traffic operation and often
1.7
6 soils studies, unless they are calibrated at known
.5
1.4
1.3
.2
i.
l0
uS
= .8
'a 7
tyr Average Monthly Precipitation
.6 Malud, Idaho
0,
(Anerage annual total 15.01in.)
Jon, Feb Mar. Apr. May June July Aug. Sept. Oct. No,. Dec.
Figure 4-1.
enough to observe trends prior to this time. Max-
imum and minimum daily air temperatures are
also plotted in Figure 4-5. In spite of wide dif-
ferences between maximum and minimum air
temperature during a 24-hr. period, ther& is very,
little daily fluctuation at the 17-in, depth. Ther-
misters buried near the surface, however, must be
read several times a day when peak temperatures
are desired. Figure 4-6 shows engineers reading
thermisters. The portahle ohmmeter rests con-
veniently on top of the terminal board, and . its
leads are clipped to the leads of the thermister
being read. Two men with an automobile can
read the 84 thermisters and 46 moisture cells in
the project in about half an hour.
The terminal board is extremely simple, since
the leads require no particular protection from
the weather. It consists of a 6-by-8-in. board,
Screwed to a 2-by-4-in. post. The leads are
brought underground to the base of the post, up
the post, and soldered to the heads of brass
machine screws, which are used as terminal
points. The ohmmeter leads clip to the protruding
ends of the screws.
Buried alongside most of the thermisters
throughout the project are moisture cells. These
are also of the electrical-resistance type (predomi-
nantly Bouyoucos cells) consisting of a sandwich
of two electrodes sparated by fiberglas (or ny-
lon). The resistance between the electrodes
THE WASHO ROAD TEST, PART ONE
changes as the moisture content in the filler
changes. They are read in the, same manner as
the thermisters, using the A.C. ohmmeter. How-
ever, they are not as direët or simple to use. Their
calibration is extremely important and rather
complicated.' Suffice to say here that our experi-
ence has been that they will not perform with
the degree of reliability required for engineering
densities. The Physical Research Branch of the
Bureau of Public Roads has devised a system
whereby they are calibrated in completely en
closed chambers at fixed densities and, of course,
at known moisture contents. It is not necessary
to calibrate each cell, but each soil requires a
separate set of curves (covering the range of
density expected). This calibration process is
tedious, requiring about a month for each soil, but
reliable results cannot be expected by any other
means advanced to date.
The method of installation of the cell in the soil
is also important, if reliable results are desired in
a reasonably short time. The aim here is to dis-
turb as little of the soil arou,nd the cell as possible.
A method used at the WASHO test with good re-
sults requires that a hole large enough to work in
be dug alongside the spot where the cell is to be
placed (see Fig. 4-8). A thin horizontal slot for
the cell is then cut w.ith a spatula into the wall of
'the hole. The cell is then covered with a thin
slurry of the soil, the slot filled with slurry, and
the cell forced into the slot. Leads are brought up
the hole and the hole backfilled to the density
of the surrounding soil. Using this method, the
moisture cells came to equilibrium within about
2 months.
Given proper calibration and installation, it is
only necessary to read the resistance, correct for
temperature (taken at a nearby thermister) and
read the moisture content from the calibration
curve corresponding to the density of the soil in
place.
Preliminary data taken from the cells at
the WASHO test indicate' that reasonable re-
liability may be expected. They are particularly
useful to indicate trends of moisture content
change. Of course, they cannot be used when
frozen, and there is some question as to the abso-
lute values of moisture content indicated after
they thaw out in the spring.
In additiOn to the routine checks of moisture
content taken by means of the moisture cells, de-
tailed studies of moisture content in the base and
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH 29

subgrades are made whenever the pavement sur-
face is opened for any reason and, of course,
whenever pavement failures occur.
A word about the use of the ohmmeter for field
measurement of resistance may be desirable at
this time. Standard laboratory technique general-
wide range in values of resistance is encountered
in reading several different moisture cells and
thermisters, so a, good bit of searching for null is
involved. This takes time; consequently, after
trying several bridges, a direct-reading A.C.

___ rIr
h,
ohmmeter rather than a bridge was selected for

tIIL
.••4. -.
pfca!fr1
MW

ic
A
$'!' IN

AVERAGE ANNUAL SNOWFALL (INCHES)

PCHOD OAR•1930

Figure 4-2. Climatological data from "Climate and Man", U. S. Dept. of Agric.
ly specifies one. or another type of bridge for ac- this project. The instrument chosen permits ex-
curate measurement of resistance. Since alter- tremely rapid readings and, in repeated calibra-
nating current is used' with the moisture cells' to tion against a good bridge; shows reproduceable
reduce the formation of sulphates and erosion of accuracy of better than 1/2 percent, regardless of
the electrodes by electrolysis, an A.C. bridge battery age. The instrument is shown in Figure
utilizing a null-detecting device must be used. A 4-9.
30 THE WASHO ROAD TEST, PART ONE

Doily Maximum and Minimum Temperature

109

90

e0

TO

60

50

40

30

20

10

-IC
to 20 30 10 20 31 tO 20 31 tO 20 30 IV rV 31 IV eu .5I. IV

July August September October November December January

June
952 1953

Relative Humidity
Morning and afternoon shown if token. Humidity not read during freezing weather
00

uIuuU1NN11N__ I•I'
NllUflNRUIIRSRlUUII•lU1

'.
RI
LmI'-a"'
iiiiuiriiirniiimi•uuuuI
wIlIllIIllIIfluhl•llIlIIIIlIl •

I IC) 20 30 10 20 31 tO 20 31 10 20 30 10 20 31 10 20 30 10 20 31 10 20 31
June July August September October November December JOflUOFY
. - 1952 , ' 1953

Precipitation .
.'..... ....n., i,n nf aiusw .0.1 in water.
1.1

1.0
III IIIIIIII._'...i. iiiI
as
Ge

0.7

C
--- t --- -----.-.--------
£ 05

0.4

0.3

0.2

0.1

f1 _I
10 20 30 to 20 31 10 20 31 IV 20 30
August September
IV CV 11 IV
October November
20
December
31
January
June July,
1952 - ' , 1953

Figure 4-3. Weather data taken at project.

 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH 31

Measurement of Permanent Deformations

One of the first indications of structural distress
in a flexible pavement is the appearance of longi-
tudinal rutting in the wheel tracks. This is often

Figure 4-4. Thermister with leads after waterproofing. Figure 4-6. Engineers reading thermisters and moisture
cells.
or shoving or compression of the wearing surface.
Recognizing this, means were sought to detect such
8C
deformations early and to pin them down to a
definite part of the pavement structure. Beyond
70 this, it was considered desirable to be able to
measure the magnitude of these deformations as
GC an index of the relative behavior of the various
sections under the various loads.
so
It soon became apparent that, as a first step,
innumerable transverse surface profiles had to
, 40
5
a
30
I-

20 Ground terminal,
common teach pair
lot of ®I 0
1° o
JO
10 0 0
0 0 ..0 0

Leads
-to;-- It
tO 20 341 0 20 30 10 20 oc Front view
Oct05., Now.mb.,
ross machine
Figure 4-5. Air temperatures versus temperatures at w, nut, and
17-in, depth. hers

of small magnitude and hardly noticeable; yet if

it progresses, serious damage eventually develops.
Longitudinal rutting may be due to shifting or
consolidation of the subgrade, subbase, or base Figure 4-7. Schematic detail of terminal board.
32 THE WASHO ROAD TEST, PART ONE
Figure 1-8 Installing moisture cells and thermisters.
be taken and that special equipment capable of
simplifying the procedure must be provided in
order to keep up with what might be rapid pro-
gression of deformation. To fill this bill, a ma-
chine now called the Profilometer was developed.
in its final form it was detailed and built by the
Bureau of Public Roads Shops.
The Profilometer, shown in Figure 4-10, is a
(lOuble truss which spans the entire pavement
supported at the ends by pins driven 7 ft. into the
shoulder and steadied at the center by means of
an adjustable third leg which rests on the pave-
ment. Its bottom chords follow the pavement
crown about a foot above the surface. A motor-
-:7;4
Figure 1-10. Profilometer in po.ition on pavement.
Figure 4-9. A. C. ohineter.
driven carriage (Fig. 4-12) hangs by three wheels
from the truss chords and, in operation, moves
across the pavement in about 30 sec. Suspended
from the carriage by a pantagraph linkage is a
small steel wheel which rides on the pavement
surface and, as the carriage moves along the
truss, follows the transverse profile of the sur-
face. The vertical movement of the wheel is
stepped down mechanically to move the core of a
variable differential transformer. Since the trans-
former body is fixed to the carriage and thus
moves on a reference line parallel to the truss,
the position of the core with respect to the body
at any point during the trip is a positive mdi-
—I----- - ' -
p.-
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH
cator of the elevation of the pavement at that
point. The nature of the variable differential
transformer is such that, when the primary is en-
ergized, the output voltage from the secondary
windings varies with the mechanical position of
the core. Thus, to obtain a transverse profile of the
pavement surface, the primary is energized and
Figure 4-11. l'rofilometer support pin in protecting can.
Figure 4-12. Detail of profilometer carriage.
33
the secondary voltage is fed to an amplifier driv-
ing a recording oscillograph. Since the Profilom-
eter support pins do not change elevation, the
truss remains a reference plane throughout the
test, and any difference between the oscillograph
trace taken before the test and one taken during
or after traffic operation represents a change in
surface profile. Figure 4-13 is part of a simulated
surface profile tape showing the formation of a
rut in an outer wheel track. It is included only
as an illustration of the type of record obtained
and does not represent any actual condition at the
WASHO test. The upper line represents a zero
line or profile taken prior to starting traffic. The
lower line simulates a profile taken after traffic
has been operating. The difference then rep-
resents the magnitude of deformation at this
point.
Profiles can be taken wherever support pins are
provided. For the WASHO test, five sets per 300-
ft. test section (or one set every 60 ft.) were pro-
vided. When it is desired to move the truss, the
operators lift it up to a special outrigger built onto
the carryall truck, which also houses the oscillo-
 34 THE WASHO ROAD TEST, PART ONE

Figure 4-13. Simulated profilometer record for outer wheel path.

graph equipment. The entire operation (includ-

ing taking one profile, moving to the next loca-
tion, and setting up to take the next profile) re-
qUires about 3 mm. for a three-man crew. Thus,
a complete set of profiles can be taken easily in
one day.
Surface profiles taken in this way provide a
rapid means of determining changes in the eleva-
tion of the pavement surface at any point on the
five lines in each test section, whether the changes
are caused by traffic, frost heave, or other factors.
In order to determine where these changes occur
(that is, whether the subgrade, subbase or sur-
face has deformed), an auxiliary system was de-
vised. This system (made up of devices called
permanent-deformation, or settlement, assem-
blies) makes it possible to draw two transverse
profiles of the surface of the subgrade and two
profiles of the surface of the subbase in each 300-
ft. test section. Figure 4-15. Installing perforated plates on subbase for
A settlement assembly, Figure 4-14, consists of settlement-measuring devices.
a perforated steel plate about 5 in. square, a rod about 11/2 in. shorter than the thickness of the
Profilometer wheel pavement structure with a self-tapping screw
welded to one end, a riser rod, and miscellaneous
collars, etc. The perforated plates were placed
Riser rod
during construction (see Fig. 4-15) on the sur-
Pavement surface / OtviC. to, U,00u,I.,,tn? 01
Sf,p., on
Pavement SwIoce
/ 1.014,01 DisDi001nonI of Bog. GrAvel

Guide
tube

mmEdg
(1-volShAvd

/nr AC

44
0C P0onntflf
fact Wooden 6Oct01
•hOgWor ,,eoC.
R.fRod
0000* of G,onl a..* As OO
Sand
V

Rod
"Rod fogfee.d to

Subgrade (or subbase) surface

PL '-Perforated plate
5
Self-tapping screw

Figure 4-14. Schematic view of assembly for measuring Figure 4-16. Schematic diagram of device for measur-
permanent deformation. ing transverse movement of base gravel.
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH 35

Plot. (oMrnmim) - Trooforuw, HOfd.r Plot. ,Top of A.C.S.oloc. - D.toils Otullt.d

come to I A$l,l.ttt$
Top of Boss CowiO

Imnofottait Hold.,
(Ø.sllc)
Flhfs Hsct.r 140..
(lDla..6.)

L..i
Dlff.rotttIal Trorisfortast
Transform., Car.

COr• Holds,
II ..7Lr1n1
Top of Subbase
_ _-i
Cot. 5*990.1 Rod
I

: Sand 1,. R.f.,.nc. Rod

2!j a. O,orotz.d Ito?.

aD Stool Tubing C Drillad 1. Ssbgrnd.
2! 01 Approo 31? 8910.
Top of Rod and
C Rod Greosid to
Sand 1 *1.0*915

-
-a-
Anchor Plot.
j(Pfo.'ot.d Stool) (Top of Sobgrod.

Typicol Installation of Osok, for

Moosuring Elastic L.*4l.clIon of
PanmSnl Stractora Alan.

Typical *tstollalton of D.nic. for

M501utinQ Eloslit D.11•cTion of
Pon.a..nt Strucluts Plus Subgt005

Figure 4-17. Detail installation for measuring dynamic deflection.

-.

..-
. .' ...t.•; .
..-
;.

Figure 4-19. Detail of differential trans-

_______ former in holder for deflection device.

:1 •" . . face of the sugrade (or subbase). After construc-

- •..
Figure 4-18. Deflection plates in asphaltic-concrete
surface prior to final rolling. Steel rods formed
grooves for test leads,
Lion was completed, a 1/2 -in. hole was made
. ... through the pavement to each plate and the rod
screwed into one of the holes in the plate. The
hole around the rod was then filled with sand to
within a few inches of the surface and a short
 THE WASHO ROAD TEST, PART ONE
36
½-in.-diameter steel tube inserted to prevent the
top of the hole from collapsing. When not in use,
a rubber stopper pressed into the steel tube com-
pletes the installation. When readings are to be
made, the stopper is removed, a steel bushing or
collar inserted around the rod, and a riser rod in-
serted (as shown in Figure 4-14). Readings are
made by rolling the profilometer wheel over the
top of the riser rod. The high point on the oscil-
lograph tape is, then, an indication of the ele-
vation of the subgrade (or subbase) with respect
to the Profilometer truss.
At two locations in each test section, lines of
these assemblies were installed to the subgrade
and also to the top of the subbase. Each line
across the pavement contains 18 assemblies, so
two transverse profiles can be drawn between the
18 points at the subgrade level and two at the
subbase level in each test section. These are
not true profiles but actually show changes in
the elevations of the points with respect to their
elevations as determined before the test was
started.
By comparing changes in surface profile with
changes in subgrade and subbase profile, it is
possible to determine the magnitude of permanent
deformations in each principal layer of the pave-
ment structure.
Certain precautions were taken to insure that
the Profilometer truss provides a reliable ref-
erence plane. A reinforced-éoncrete beam about
1 ft. wide by 2 ft. deep by 28 ft. long was cast
in the service area. The surface was struck off in
the shape of the pavement crown, and steel sup-
port pins were provided at the ends. From time
to time the Profilometer is put in place on this
beam and used to measure its surface profile.
Comparison of the various profiles of the beam
taken in this way provides a means of insuring
that no change has taken place in the Profilometer
truss or carriage linkage. In addition, provision
is made here to calibrate the instruments used
with the Profilometer. Steel blocks 0.1 in. and 0.5
in. ±0.001 in. in thickness are stacked in various
combinations and the Profilometer wheel placed
on the stacks. The amplifier gain is set to provide
the desired throw of the oscillograph pen for
the combination of calibrating blocks used.
Since the clear span of the truss is 26 ft. 5 in.,
some concern was expressed as to the possible
effect of air-temperature variations on the sta-
bility of the reference plane provided by the bot-
tom chords of the truss. A rather complete study
was made using steel rods driven alongside the
truss at the ends, center, and quarter points as
reference points. The vertical and longitudinal
movements of the truss with respect to these rods
were measured with Ames dials over a 24-hr.
period when the air temperature varied over a
wide range. Movements noted were so small as
to be considered of no consequence for the ranges
of sensitivity used in measurements made with the
Profilometer.
From the time traffic was started, all tests
and observations indicated significant differences
between the behavior of the pavement under the
inner wheel path and under the wheel path
nearer the pavement edge. Early moisture and
density determinations failed to explain com-
pletely these differences, so some means was
sought to determine if there was loss of support
through displacement of base material outwardly
toward the shoulder. Devices to measure lateral
movement of the base material, if any, were de-
veloped and installed in the spring of 1953
(see schematic drawing, Figure 4-16). As pres-
ently conceived, using Athes dials to measure
changes in position of the perforated plate, only
the permanent deformation of the base can be
measured. If it is found to be desirable, electronic
devices can be developed to indicate dynamic de-
formations as the wheel passes the installation.
Measurement of Elastic Deflections
Some of the work at Hybla Valley and else-
where indicated that elastic deflection under load
of flexible pavement structure or that of its sub-
grade is of considerable significance, and infor-
mation about it may be useful in predicting pave-
ment failures. At the WASHO test it was de-
cided, therefore, to measure elastic deflections
both within the pavement structure and at the
surface of the pavement. Differences between sur-
face and structure deflections, of course, are de-
flections of the subgrade itself.
An ideal device for measuring elastic deflec-
tions under moving load would be one that oc-
cupies no space in the pavement, so as not to in-
fluence the pavement •behavior, and one that
doesn't present any obstacle above the pavement
to the free movement of traffic over it. Here
again the "proving ground" at Hybla Valley was
used to develop instruments filling the above re-
quirements as nearly as possible. At the begin-
fling of the test the basic element or transducer
used to convert mechanical movement to changes
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH 37

W
i

40
Figure .1-20. Engineers preparing to take deflection
readings.
in electrical potential to permit recording was the placed during construction and the surface discs
linear variable differential transformer (LVDT) were rolled into the asphaltic concrete when the
as used in the Profilometer. The greatest prob- top was laid. The balance of the installations
lem here was to find satisfactory means of anchor- was completed after construction was finished.
ing the transformer body to one element in the When not in use, a dummy top plate replaces the
pavement and the core to another. The assemblies plate containing the transformer holder. When
finally developed are shown in Figure 4-17. The it is desired to take readings, the dummy plate
one on the left is used to measure deflections in is removed and the transformer holder complete
the pavement structure (i. e. from top of subgrade with LVDT (Fig. 4-19) is inserted in its place.
to top of asphaltic surface) and the one on the Figure 4-20 shows engineers preparing deflection
right to measure total deflection of the surface assemblies prior to taking readings.
with respect to the fixed reference rod. Provision is made in each test section (300 ft.
The perforated plates on the subgrade were long by 12 ft. wide) for one total-deflection and

CHART NO. BL 909 THE

Figure 4-21.
 THE WASHO ROAD TEST, PART ONE
38
one structure-deflection installation in each wheel
path and one total-deflection installation midway
between wheel paths.
The sensitivity desired for some of these de-
flection measurements (1 mm. change on the oscil-
lograph paper equals 0.001 in. deflection) and
the fact that the LVDT must be operated near
and through its null position made it necessary
for the manufacturer to provide specially made
LVDT's with very-low output voltage at null in
order to permit their use as linear instruments.
During the developmental period, several methods
of energizing the LVDT primaries and amplify-
ing the output from the secondaries were tried.
An oscillator-amplifier (designed and built at the
Board), which was used to drive a GE galvano-
meter oscillograph, was quite successful. This
'.9
OF
0'oO,
/P
Figure 4-22. Benkelman lever-arm deflection indicator.
equipment was also used at Hybla Valley. In
an attempt to simplify the equipment for field use
at the WASHO test by reducing its size and by
eliminating the need for processing photographic
film records, direct-inking oscillographic equip-
ment was chosen. By applying the oscillator volt-
age directly to the LVDT primary and feeding the
differential secondary output voltage to the first
stage of the amplifier through a simple, adjustable
attenuator network, standard equipment can be
used with fair results. As an example, Figure
4-21 shows a typical oscillograph tape showing
deflections caused by a tandem-axle vehicle. De-
flections indicated at the bottom are total move-
ment of the pavement surface and those at the top
are within the structure.
Because of the tediois process involved in in-
stalling the differential transformers each time
they are used and because of difficulties en-
countered in maintaining them in linear calibra-
tion in this application, it was decided to change
the deflection devices in the summer of 1953 so
that in place of the differential transformers,
linear potentiometers were used. The potentiome-
ters selected have a linear range of 1 in. and a
resolution of better than 0.001 in. Only slight
modifications of the mechanical installation shown
in Figure 4-17 were necessary, and they were used
in a special external bridge circuit with the analy-
zers and oscillographs.
The electrpnic deflection-measuring devices de-
scribed are invaluable but have two serious in-
herent weaknesses: (1) The mechanical installa-
tion necessary in the pavement is complicated and
expensive, so the number of places in a test section
at which deflections can be measured is limited.
(2) There is no positive assurance that the
presence in the pavement structure of these de-
vices has no effect upon the behavior of that
pavement near the device. Therefore an auxil-
iary deflection-measuring device was developed
early in 1953 by A. C. Benkleman, of the Bureau
of t'ublic Roads, while he was on temporary as
signment to the project. This instrument is shown
schematically in Figure 4-22. A narrow beam with
a foot that rests on the pavement several feet
ahead of the tires is slipped between the dual
tires of a rear axle of any loaded trailer. This
probe ,beam is pivoted at the end of a 2-in.-by-4-in.-
by-12 ft. reference beam which rests on the pave-
ment well back of the influence of the loaded
wheels. Movement of the probe beam with respect
to the reference beam is measured with an Ames
dial. In operation the loaded vehicle moves ahead
at creep speed, and the total pavement deflection
between the dual tires as they pass the probe
foot may be read from the dial. Although use
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH
Figure 4-23. Roughometer, University of California.
of this device is limited to the measurement of
total surface deflections at creep speed, it has the
following significant advantages: deflections may
be measured at any point in the test section, the
device is simple and inexpensive, and there is
no disturbance of the pavement which might in-
fluence the test. It has been used to check the
electronic devices and to extend the coverage of
deflection measurements.
To operate the various electronic gear along the
test sections, it was necessary to build an electri-
cal distribution system the full length of the proj-
ect providing 110-volt, 60-cycle A.C. outlets on
both sides of the road in each test section. Com-
plete flexibility is provided by mounting the elec-
tronic equipment in carryall trucks, which of
course can drive to any point on the project to
make tests on a moments notice.
Special Deflection Studies
Routine deflection tests under the regular test
traffic are made from time to time in all test sec-
tions with special attention to those sections show-
ing any distress. In order to obtain a more-com-
plete picture of the deflections caused in the dif-
ferent pavements by test loads other than the
standard loads, a special series of deflection tests
was made before starting the regular tests. The
loads used were not greater than the standard
loads scheduled for the regular test in order that
they would not affect the ultimate behavior of the
pavements. In the single-axle test ioop, single-axle
loads of 10,000, 14,000, 18,000 and 22,400 lb. and
tandem-axle loads of 14,000, 18,000 and 22,400
lb. were used. In the tandem-axle loop, the loads
were 8,000, 10,000, 14,000 and 18,000 lb. on single
axles and 22,400, 32,000 and 40,000 lb. on tandem-
axles. Deflections under these loads were taken in
39
practically every type of test section. The study
included speed as a variable—the test vehicles
running at creep speed and at 15, 30, and about
40 mph.
General Studies
A project of this type offers opportunities for
innumerable corollary studies which would be of
significance and of interest. The controlled con-
struction of the road and controlled traffic make
possible many studies of a type that would be
prohibitively expensive if test road and traffic
were to be provided for them alone. All those who
have worked on the planning and conduct of the
test, as well as a great many others in the high-
way research field, have suggested studies of an
incidental nature that could help answer some of
the questions facing them. Many commercial in-
terests have asked to have their products tested.
Practically any one of these bits of research could
be undertaken with little increase in the magni-
tude of the main study. However, it was realized
at the outset that obviously all of them could not
be included. The policy was then established that
only such tests would be undertaken as would
be of direct assistance in interpreting the results
of the main test and could be made with little or
no increase in cost, personnel, or time. It was
felt that only under these conditions could the
staff give full, attention to the principal study at
Ii and.
General studies included or contemplated from
which it is hoped to gain information related to
the behavior of this particular pavement are: the
many soils and paving materials tests made dur-
ing construction and previously described, the
study of geological origin and characteristics of
the materials in the area and those used in the
road, studies of speed and lateral placement of the
.T .
aim
/L
•- - .-.,
Figure 4-24. Profilograph, California Division of
Highways.
40 THE WASHO ROAD TEST, PART ONE
Figure 4-25. Core drill, Colorado State Highway
1)epartment.
test vehicles, field CBR tests, shear tests, field
plate-bearing tests, roughometer and profilograph
checks of surface smoothness, frost action and
temperature studies, construction- and mainte-
nance-cost analyses, studies of vibrations in pave-
ment and in vehicles, studies of load shift in
vehicles, and studies of special instruments in-
tended to obtain information relating to pavement
behavior, etc. (which might be of considerable
importance to future tests).
As is the case in respect to the deflection, settle-
ment, and other data taken thus far, none of the
Figure 4-26. Beams sawed from asphaltic-conerete surface.
results of these corollary studies can be released
until they have been thoroughly analyzed by the
project staff and the \VASHO Road Test Advisory
Committee. The tests will be described in detail
at that time; however, brief descriptions of sone
of them are given in this general report.
The plate-bearing tests were conventional field
tests, most of which were made by procedures de-
veloped at Hybla Valley. Deflections under static
loads, applied to the surface through various sizes
of rigid plates, were measured at the surface and
ubgrade levels after construction was completed.
During construction, tests were made on the sub-
grade, subbase, and base and simultaneous deflec-
tions at the lower layers recorded. All pavement
combinations in the project were tested.
Roughometer and Profilograph equipment and
operators were made available by the University
of California and the California Division of High-
ways. Several runs were made with both types of
equipment at various transverse positions on both
test loops. The first runs were made prior to
starting test traffic and they disclosed, at that
time, that the longitudinal surface condition of
the tent pavements were slightly better or
smoother than an average, new asphaltic-concrete
surface. For example roughometer counts for the
centerlines of the four lanes were as follows on
October 16, 1952:
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH 41

Al to El and Fl to Kl-93 units per mile cores were checked for surface thickness and den-
A2 to E2 and F2 to K2-103.5 units per mile sity (results tabulated in Appendix E, Table
LI to P1 and Qi to Ul-92 units per mile E-12), and soil samples for moisture checks were
L2 to P2 and Q2 to U2-100 units per mile taken from the subgrade beneath the core hole.
Two miles of US 191 just east of the project Observations made when the surfacing material
averaged 213 units per mile. It is planned to make was frozen indicated that the asphaltic concrete
further roughness checks as the test progresses. has a high degree of elasticity when cold. Labora-
tory beams of this material have been made and
beams have been cut from the pavement in place
to check its modulus of elasticity and other char-
acteristics at various temperatures.
40

311I I r- Dry density to. 81 5 _______

\ —a Dry density 875-905 _______

31
36 -6 Dry density Obone 908
3 • - — Figsr.s beside symbol indicat.
molding mc It hp.clm.n •05 socked
31 b.ter. 1.11103
30
26
26 — .i.... ,Tc.nds tar hook ed spec Sn
iijiiiii
24
—- —-----------
22

20

16

I'

II
Figure 4-27. Portable generator setup for speed
10
measurement.
---- '----------
—v--
ODry density 84 5-87 4 6 26823 °
QOry density 61.5-90.4

: 026
*Dry density 90.5-93.4 111111 2
>
24 —
24

60 — - ,4Limitsolscctt.c — 0 . 04 05 26 30 3 34
80 - 26 26 -' ' Lobs B,C,E,H T.st Noistw. CeMent. Pit9.

24 21
2
U,
40
-' 26
2.
__________ Figure 4-29. Variation in CBR with moisture content
C
/ 280'Q24 (Lab. I tests on typical subgrade soil).
,..
I ••'•<28 6 1021,
28
Points plotted time Lob. H data.
20
— F4,r.s indicot, moldIng mc.
4 02
Vibration in the pavement sections under var-
ious vehicles at different speeds may be studied,
0 utilizing crystal pickups with oscillograph or os-
10 ZU 22 24 26 28 30 32
Tent Nolitur. Content -pctg.
cilloscope recording. The effect of simulated
bumps in. the surface on vibration in the pave-
Figure 4-28. Variation in stabilometer "R" value with
moisture content for a typical subgrade soil (special test ment may have some significance. Vibration in
procedure). the various vehicles will be considered in much
the same way. A portable generator is used to
A core-drilling rig with operator was made operate the electronic equipment in these and
available by the Colorado Highway Department other mobile tests. Load shift from axle to axle
and fourteen rows of cores were cut from the and from wheel to wheel is being studied by means
asphaltic-concrete surface in transition sections of SR-4 strain gages mounted on the vehicle
near the ends of several of the test sections. These springs.
 THE WASHO ROAD TEST, PART ONE
42

24.0
Represents compaction moisture content
points, a series of permanent bench marks were
installed in the median strip (five in each loop).
4Depth below lop of subgrode
Their elevations were determined by semi-precise
22.0 --.f1 leveling methods and frequent checks of the refer-
tj
a. 2- ence points and certain other points on the pave-
ment are made. The. bench marks consist of 7-ft.
20.0
(1
steel rods driven to a depth of 30 in. below the sur-
face and protected by 4-in.-diameter composition
18.0
drain pipes with covers.
Another corollary study, which is being under
taken for the Board's Committee on Highway
24.0 Costs by Bureau of Public . Roads engineers, is
C
that dealing with maintenance costs. Since all
'so
sections will be maintained throughout the test,
cnl 22.0 careful records of the maintenance personnel,
equipment, and materials necessary in each test
a.
au section are being compiled. These data may prove
20.0
useful as a means of comparing the relative effects
/ of the different loads on the various pavements.

8.0 June July August October November

M
Asphalt
gl
Subqrode
Covered Poving
with Grovel 6541
No estimate 3950
Figure 4-30. Trends in subgrade moisture content dur- 60%
ing 1952 for tandem-axle loop. Data from Table F-16.
6364
The Bureau of Public Roads, as part of its con- 00
tribution, is making available still and motion pic- 624
5%
8%

tures photographers to record practically all phases 3770 9800

3100
376
of the test. 32%

In order to maintain correct elevation of the 51% No dshImatJ__

1000
Profilpmeter support pins and other reference too
1%
Represents compaction moisture content
3960°
--
400 / .
No estimate
Ic%C I No entimote

S.---.

No estimate

-1 4 ° blot otote highoop mileage

Total mileage on 0011$ similar to WASHO ml
C Perc.ntage ottotol mileage simIlar to WASHO soil
North Dakota estimate includes $ell, with Pt. of 16
Total Total
Reporting Stoles Reporting States
1.5, No. Dakota
Depth below top of 74730 68189
" 26.0 17770 13850
23.8% 20.3%
C
o.o
U •• Figure 4-32. Estimate of extent of roads in West built
24.1 ...0.-
oi soils generally similar to WASHO test soil.
is
4 .;. _.o.. -- .
cJ
-.. b-
ORIGIN AND ChARACTERISTICS OF MATERIALS
22.1 7-I2

June July August OCloDer Novemoer As has been mentioned in previous sections of
Subgrade Asphalt this report, the site of the test road is an irrigated
Covered Paving
with Grovel farm valley, 2 to 5 mi. wide, between two small
Figure 4.31. Trends in subgrade moisture content dur- mountain ranges. The valley is at an elevation of
ing 1952 for single-axle loop. Data from Table F-17. about 4,400 ft. The valley floor is quite smooth,
 INSTRUMENTATION, PROCEDURES, AND GENERAL RESEARCH
except for occasional knolls and projections from
the hills on either side, and has a general slope of
2 to 3 percent from the Malad River up to the
foothills. The origin of the surface material is
considered to be the Lake Bonneville sediments,
since the valley opens upon the Salt Lake Basin
and is at an elevation of approximately 200 ft.
above the Great Salt Lake. In this region it has
been established that the elevation of the surface
of Lake Bonneville was approximately 5,200 it.;
hence, the area of the test road was covered with
800 ft. of water as recently as 20,000 yr. ago.
Characteristic of the Lake Bonneville region
are deep deposits of predominantly silty material
throughout the central parts of the valleys and
remarkable granular terraces flanking the moun-
tain ranges which show clearly the ancient shore
lines of the Lake. The sediments in the central
portion are typically light in color and are con-
sidered to be approximately equally derived from
wind-transported material and water-transported
sediments, both deposited in the water. A con-
siderable portion of the water-deposited material
was precipitated from solution and consists pri-
marily of carbonates.
The mineral content of the soil substantiates
these hypotheses, it being composed of quartz,
volcanic ash, and calcite in the coarser sizes, and
a considerable portion of montmorillonite in the
clay sizes. The mineral character results in a
material with low specific gravity (2.54) and con-
siderable cementing action. The cementing action
is also evidenced in the granular base material,
which contains limestone, quartz, basalt, and
chert. Secondary deposits of calcite coat much of
the aggregate. High stability values are achieved
from this material, due to a large extent to the
bonding and cementing action of the calcite.
The valley soils in the general area of which
the test site is a part are classified in Soils and
Men, U. S. Department of Agriculture, 1938, p.
1081 as follows: "Hyrum-Bingham-Avon Areas.
"Parent Materials - Alluvial outwash from
mountains, consisting of limestone, quartzite,
sandstone, shale, and granite materials.
"Soils—The Hyrum and Bingham soils, devel-
oped on alluvial fans, have brown to dark brown
or clark grayish-brown, mellow, granular, gravelly
loam topsoils, over very gravelly stibsoils and sub-
strata. The gravel is more or less cemented with
lime at depths between 1½ and 3 feet, but is loose
and porous below
"The alluvial soils (Jordan, Logan, Onyx) are
43
brown to dark gray in color, have little profile
development, and are typically mellow and per-
vious throughout. Salts are concentrated in some
of the lower lying, more poorly drained areas."
C. F. Marbut in'Atlas of American Agriculture,
Part III, Soils of the United States, U. S. Depart-
ment of Agriculture, 1935, p. 81, classifies the
soil as a Pedocal. Northern Grey Desert Soil and
states: "The Jordan and McCammon series have
not been definitely established, and on the soil map
in this publication they 'represent areas of soils,
the details of whose characteristics are almost
entirely unknown."
As reported in the second section of this report,
the subgrade soil shows the following identifica-
tion test characteristics: liquid limit, 36; P1, 10;
87 percent passing the No. 200 sieve. Hydrometer
analyses show that typically 22 percent of the
material is larger than 0.05 mm. (sand size), 56
percent in the silt size, and 22 percent smaller
than 0.005 mm. The permeability of the soil as
measured by the cooperating laboratories at 75 F.
and at 90 lb. per cu. ft. dry density averages about
5x10-4 ft. per day. Many other characteristics of
this material including those determined from
practically all standard identification and stability
tests were stullied at the WASHO field laboratory
or one or more of the other laboratories which
cooperated in testing typical materials from the
test site. Tabulations of the results of these
studies are included in Appendix G.
As may be seen in Appendix G, a wide variation
in stability occurs with changes in moisture con-
tent, according to California Bearing Ratio or
Hveem Stabilometer tests. At the densities to
which the subgrade was compacted, the "R" value
for the soil varies from approximately 80 at a
20-percent-moisture content to 20 at 30-percent-
moisture content (Fig. 428).1 Similarly the CBR
varies from over 20 for moisture contents of 23
percent down to below 3 for moisture contents on
the order of 28 percent (Fig. 4-29). The moisture
contexit in the subgrade in the late fall of 1952
was very close to its value when the road was
constructed, generally varying from 20 to 24 per-
cent. Extensive sampling for determination of
changes in moisture content was conducted and
is being conducted. Summaries of the 1952 tests
are given in Figures 4-30 and 4-31. Detailed tab-
ulations of the 1952 moisture studies may be
The stabilometer values reported here were determined in one of the
cooperating laboratories as part of a special study. Since the standard
procedure as developedhy the California Division of Highways was not
used, the 'R" values are given only to show the susceptibility of the
soil to moisture content change. They do not represent the values
obtained in the standard test.
44 . . THE WASHO ROAD TEST, .PART ONE

found in Appendix F. These determinations of
changes in moisture content are considered a
vitally important phase of the test program.
In an attempt to determine the mileage of roads
in the West built on soils similar to the. WASHO
Test subgrades, 'the western states were circular-
ized and asked to give, an estimate of the mileage
in their. state. The reports of the states are sum-
marized in Figure 4-32. Almost 14,000 miles of
the 68,000 miles of highways in the eleven western
states reporting. (excluding N. D.) are on soils
similar to the WASHO subgrade..
 45

Appendix A
ANALYSIS OF CONSTRUCTION CONTRACT*

The following is a brief résumé of the construc- the usual complement of small tools comprised the bulk
of the equipment outlay.
tion of the 'WASHO Test Road as conducted by 207-A StrUctural excavation
Carl E. NelsOn, the contractor. Plans quantity 1,700.0 cyds
At no time during the entire construction period that As-built quantity 807.6 "
began April 28, 1952 and ended September 30, 1952, was
this job without competent engineering inspection and I Difference 892.4 cyds
feel that the construction was achieved as intended by An underrun of 52.49%
the designers. Due to flat terrain all structures were'located at their
Prior to the start of the excavation the area was first highest elevation to develop the best possible outlet. This
cleared of all vegetation consisting mainly of wheat stubble was done with adequate backfill over tops of pipe to pro-.
and alfalfa. The ground was .scalped clean and the refuse tect them from traffic damage. This may account for the
bladed into windrows. It was then picked up by carryalls underrun since no structure was eliminated.
and deposited in the form of a dyke along the right-of-way 208 Borrow
fence line. This dyke protected the project from small Plans quantity 6,000.0 cyds
nuisance floods caused by waste irrigation water. About As-built quantity 25,553.2
eight days were required to clear the area of vegetation.
Of the 72,405 cyds of material required to complete the Difference 19,553.2 cyds
roadway embankment 64.7 percent is classified as excava- An overrun of 325.89%.
tion. All efforts to meet the subgrade soil specifications The combined total of both roadway excavation and
were firmly exercised and to insure embankment uniform- borrow according to plans is 72,000 cyds while the as-
ity each layer after 'being placed was scarified to 'break built combination totals 72,405.5 cyds, a difference of
up hard spots caused by wheel tracks. Following this 405.4 cyds.
precaution the layer was compacted with a sheepsfoot 210.A Haul
tamper and then leveled off with a pneumatic tired flatiron Plans quantity 19,500.0 yard mile
type roller. Before a lift was approved and another one As-built quantity 5,039.2
started tests were run to determine moisture content and
density and if found satisfactory the lift was approved; Difference' '14,460.8 yard mile'
if not it was ripped up and corrected. An underrun of 74.16%
Quite frequently material was found to be outside the Reduction in roadway excavation quantities would re-
soil specifications and in such cases it was deposited in flect in overhaul. Borrow pits were located with short
non-test areas such as shoulders and slopes. hauls in mind and also to expedite the work.
Only one major change in design was made. This 212-A Watering embankment
occurred at the turnarounds after the Contractor declared Plans quantity 2,750.0 M gals
that he could not construct the fills to . .'. Idaho Highway As-built quantity 5,474.25
Specifications. For this reason the superelevations were
changed from 0.25 to 0.15 per foot. Difference 2,724.25 M gals
Item 206-A' Unclassified Excavation. An , overrun of' 99.06%
Plans quantity 66,000.0 cyds Plans figures show an estimated quantity of 38.19 gals
As-built quantity 46,852.2 " of water for each cyd of excavation and borrow. Actually
75:61 gals were used. Proper moisture content and density,
Difference 19447.8 cyds of materials governed the use of water. Had the project
An underrun of 29.01% been subjected to moisture from' such sources as sub-
The term "plans quantity" refers to the bidding schedule irrigation, or rainfall this item would have been greatly
tabulation. The tabulation ,found on sheet number 2 of reduced.
the plans is in conflict with the' former; however, I have 212-B Watering base and surface course
used the term."plans" for brevity. Plans qUantity 1,500.00 M gals
Roadway excavation and borrow began May 5 and con- As-built quantity 3,715.25 "
tinued with minor weather interruption until July 25.
It was during this period that all excavation and borrow Difference 2,215.25 M gals
was placed. The additional work of shaping backslopes An overrun of 147.68%
and borrow areas was done infrequently until A.ugust 11. Plans figures set up 26.95 'gals per ton of material.
A total of 60 working, days was required to do this work, This figure may hold had it not been necessary to keep
19 days each inMay, June.and July and 3 days in August. the surface area in' a moist condition to retain the moisture
Combining the borrow yardage with excavation an aver- in the embankment. Dry winds and weather were very
age of 1,206.76 cyds of material was exèavated, hauled, detrimental to this project during the interval between
placed, watered and compacted each of the 60 working base construction and the RC-1 prime coat. An average of
68.89, gals were used per ton of base placed.
days.
The equipment employed by the Contractor were D-7 213-A Rolling power roller
and D-8 caterpillar tractors for power, carryalls to exca- Plans quantity 73.0000 days
vate and haul material, sheepsfoot tampers and pneumatic As-built quantity 62.9375 "
tired rollers to compact it, tank trucks to supply water
and a blade to scarify and level each lift. This along with Difference 10.0625 days
An underrun of 13.78%
Embankment density goverued the amount of rolling
. Prepared by A. F. RAm, reeident engineer of construction. used. This was achieved in less time than estimated.
46 THE WASHO ROAD TEST, PART ONE

213-B Rolling tamping roller 129, cross over roads near turnarounds "B" and "C",
Plans quantity 102.0000 days difterent swell factors etc. all cortribute to this overage.
As-built quantity 68.1875 Before the county road crossing was undertaken the
Project had obtained Oneida County Supervisory concur-
Difference 33.8125 days rence in the project. (See Resolution passed by the Board
An underrun of 33.15% at their special meeting held May 26, 1952.) This action
The cause for this difference was the same as noted in was encouraged by the writer.
Item 213-A. 401-E Crushed gravel in windrow % inch maximum.
214 Mechanical tamping Plans quantity 370.00 tons
Plans quantity 1,050.00 cyds As-built quantity 135.73
As-built quantity 313.59 "
Difference 234.27 tons
Difference 736.41 cyds An underrun of 63.32%
An underrun of 70.13% The paving of access roads was changed from road
Tamping around pipe culverts was carried to "top of mix to plant mix. This eliminated most of the. dry aggre-
pipe" elevation only. Above this level other means,, such gate and transferred it into Item 407-B.
as 'equipment rolling over the embankment, compaction 401-H Crushed gravel in stockpile inch maximum.
during const.ruction, all contributed to this underrun. Plans quantity 12,000.00 tons
217 Small ditches As-built quantity 5,505.20 "
Plans quantity 450 lin ft
As-built quantity 4,682 " Difference 6,494.80 tons
An underrun of 54.12%
Difference 4,232 lin ft. The as-built quantity noted here was stockpiled near the
An overrun of 940.44% field office area and the balance, amounting to 6,996.215,
Aitho it was the intent to construct the project without was stockpiled at ,the materials pit site. The reason for
change it was discovered soon after work began that, the split is as follows. At one time it was decided to
thru an oversight, certain right-of-way commitments had eliminate 7,000 tons of the original amount set up in the
been omitted from' the plans. This omission was pointed bidding schedule due mainly to an additional haul cost of
out by adjacent property owners. A study of the situation 50 per ton claimed by the contractor. Later this idea
disclosed that many of the irrigation needs pending de- was changed, and the full amount processed. To reduce
cision were omitted from the plans. Among the items cost however only that portion of 5,505.20 tons were
involved were many small ditches needed to piece together hauled. See Contractors letter tinder date of October 15,
a badly ruptured irrigation network. These ditches ac- 1951 to the Highway Research Board and resubmitted
count for the overrun noted. May 15, 1952.
301 Select base course, 3 inch maximum. The revised price is: 5,005.2 tons 920 and 6,996.2 15
Plans quantity 43,150.000 tons tons @ 72
As-built quantity 39,492.105 403-A RC-1 Asphalt road material for prime.
Plans quantity 250.000 bbls
Difference 3,657.895 tons As-built quantity 972.095 "
An underrun of 8.84%
This item 'ifltroducednew, equipment to the job. Located Difference 22.095 bbls
at the materials pit were one 'Cedar Rapids Master Tan- An overrun of 8.84%
dem Crusher 10 inch x 36 inch, caterpjllar power plant, According to the plans quantity the rate per square
dump trucks, dozers, spreaderbox for windrowing base yard was set up at 0.2641 gals. The as-built figures 0.2874
materials, patrol graders and other small equipnent. The gals. The latter amount was needed for best results.
grading of this material was changed from a max of 3 403-B Blotter material inch maximum. No change.
inches to a max of 2 inches and the change agreed to by This material was allocated to the prime coat but none
the Contractor on June '12, at a slight increase in cost per was required. The surface absorbed the oil without pud-
ton. The change was brought about when it'was decided dling.
that the coarser grading would cause, more trouble than 405-C-1 MC-2 Asphalt road material for Type "C" sur-
the 2 inches when the instrument installation began. face treatment.
The cause for the underrun cannot be accounted for Plans quantity 6.000 bbls
except ,to mention a slight difference in what the rock As-built quantity 6.762
should weigh would contribute to the different as-built
tonnage and the estimators figures. Difference 0.762 bbls
At the close of pit operations all stripping material was An overrun of 13010
obliterated and dangerous cut banks within the pit area Overrun normal.
flattened or rounded with a dozer. 405-C-2 MC-4 Asphalt road material for Type "C" sur-
302-B Crushed gravel base course 2 inches ' maximum face treatment.
Plans quantity 2,500.00 tons Plans quantity 5.000 bbls
As-built quantity 2,400.80 " As-built quantity 5.476

Difference 99.20 tons Difference 0.476 bbls

An underrun of 3.97% An overrun of. 9.52%
Underrun seems normal for this type of material as Overrun normal.
mentioned in Item 301. 405-H-1 Cover coat material Class 2 for type "C" surface
401-B Crushed gravel surface course % inch maximum treatment. '
Plans quantity , 10,000.00 tons Plans quantity 10.000 tons
As-built quantity 121037.82 As-built quantity 10.345

Difference 2,037.82 tons Difference 0.345 tons

An overrun of 20.38% An overrun of 3.45%
Construction of a County road crossing near station Overrun normal.
 APPENDIX A: ANALYSIS OF CONSTRUCTION CONTRACT 47

405-H-2 Cover coat material Class 6 for Type "C" sur- Plans quantity 0.000
face treatment. As-built quantity 1,038.87 tons
Plans quantity 11.00 tons
As-built quantity 12.70 Difference 1,038.87 tons
The % inch max material noted in Item 407-C was
Difference 1.70 tons considered too coarse for some maintenance purposes
An overrun of 15.45% especially when its use is needed on the pavement. This
Overrun normal required a new designed mix as noted in change order
406-B Mixing, finishing and rolling. under date of June 25, 1952.
As built 0.07576 " 408-A MC-5 Asphalt road material for seal..coat.
Plans quantity 0.32200 miles Plans quantity 125.000 bbls
As-built quantity 104.405
Difference • 0.24624 miles
An underrun of 76.47% Difference 20.595 bbls
As noted in Item 401-E, changing the pavement type An underrun of 16.48%
from road to plant mix reduced the quantities in this This material was used to seal all turnaround surfaces.
item. The remnant of 406-B is allocated to the special Plans had setup 0.3369 gals per square yard, the job
test sections. completed with 0.2814 gals. This was ample for the sec-
406-0 SC-3 Asphalt road material for Road mix. tions covered.
Plans quantity 88.000 bbls 408-B Cover coat material Class 2
As-built quantity 45.905 Plans quantity 260.000 tons
As-built quantity 236.575
Difference 42.095 bbls
An underrun of 47.841/o Difference 23.425 tons
Underrun caused by change noted in Items 401-E and An underrun of 9.01%
406-B. This material used on turnaround surfaces. Plans al-
407-A-1 120-150 Pen asphalt road material for plant mix. lowed 33.36 lbs. per square yard, as-built figured 30.36 lbs.
Plans quantity 1,800.000 bbls which is ample for the job.
As-built quantity 1,931.143 410-A Crushed gravel surface % inch max for shoulders.
Plans quantity 3,700.000 tons
Difference 131.143 bbls As-built quantity 3,104.035
An overrun of 7.29%
Plans set a mix of 5.016 percent of oil while the as-built Difference 595.965 tons
figures 5.2 percent. These are averages only. Should An underrun of 16.11010
greater detail be desired see the lab reports. The quantity used was sufficient to shoulder-up the job.
At this point it should be noted that additional equip- 506-A Concrete Class "A" .
ment was added. One Cedar Rapids asphalt plant, 3,000 Plans quantity 10.0 cyds
lb. batch, 1 caterpillar power plant, 1 Adnun paver, oil As-built quantity 3.0
transports and incidental small equipment.
407-A-2 SC-3 Asphalt road material for plant mix. Difference 7.0 cyds
Plans quantity 1,440.000 bbls An underrun of 70.0%
As-built quantity 642.738 " Concrete for the three headwalls located at the intake
end of the semi-siphon2 at stations 104+50, 140+80 and
Difference 797.262 bbls 141+00. was the only concrete necessary. The headwall
An underrun of 55.37% designed for the.pipe culvert at station 122+10 waselim-
The original plan was to stockpile 6,000 tons of Class mated because of its infrequent use. The main supply of
"B" mix with inch max rock. Later this was changed irrigation system the principal water flow is thru the pipe
to 1,000 tons of inch and 1,000 tons of /2 inch rock. routed thu the pipe at station 129+38.
Both grades have been stockpiled at the field office area. The two drop boxes designed for the siphons at stations
For details of the change see letters under date of June 140+80 and 141+00 were eliminated after the pipe were
25, 1952. located to function without them. Under the revamped
407-B Plant mix bituminous surface class "B" irrigation system the 'principal water flow is thru the pipe
Plans quantity, 6,670.00 tons located at stations 129+38, 129+90, 136+10 and 160+80.
As-built quantity 6,981.47 " Perhaps in the future these pipe culverts will be "head-
walled."
Difference 311.47 tons 507 Metal reinforcement
An overrun of 4.6010 Plans quantity 250 lbs
Except for the special test sections this material paved As-built quantity 250 lbs
the project. The overrun can be traced to changes noted No change
in items 401-E and 406-B and normal differences between The steel allocated to the one headwall and two drop
an estimated quantity and field perfection. boxes was delivered to the job well in advance of location
407-C• Plant mix bituminous surface Class "B"—in stock- and construction and before any structural changes could
pile, % inch max. be contemplated. This steel was used as dowels in the
Plans quantity 6,000.000 tons three headwalls built but the bulk of it was incorporated
As-built 997.425 in the profilometer base as temperature steel. There was
no waste.
Difference 5,002.575 tons• 513-A-1 18 inch pipe culvert
An underrun of 83.4%, Plans quantity 190 lin ft
This item covers the 3 inch max material mentioned in As-built quantity 173 "
Items 407-A-2 and stockpiled near the field office.
Difference 17 lin ft
407 Plant mix bituminous surface—'/2 inch max. An underrun of 8.95%
 48 THE WASHO ROAD TEST, PART ONE.

The underrun is unaccounted for since the lengths in- 517 continued . . . Owing to the different unit prices
stalled were located according to plans which fit the fills the additional lengths made up of coated pipe do not
very well. appear in the 24 inch pipe tabulation.
515-A-2 24 inch pipe culverts 608 Wire fence Type 2
Plans quantity 1,560 lin ft
As-built quantity 1,554 . "
Plans quantity . 15,100 lin ft
Difference 6 lin ft As-built quantity 15,019.9 "
Underrun nil Difference 80.1
The table is included to show at a glance the plans and An underrun of 0.05010
as-built locations and final lengths. The spaces occupied by the two 30 ft. wire gates and
the one 20 ft. wood gate account for this underrun.
Plans As-built SP-1 3 inch galvanized iron pipe
Station length Station lengths. Plans quantity 920.0 lin it
104+50 228. 104+50 228 As-built quantity 918.0 "
109+00 . 204 109+10 180
122+00 194 122+10 194 Difference , 2.0 lin ft
8 ft
8 SP-2 Standard wood gates
129+00 90 129+38 96 Plans quantity 3
129+50 130 129+50 98
44 —pipe under farm in- Difference 2
let both up and An overrun of 66.66%
downstream The right-of-way difficulty noted in item 217 included
129+85 86 129+90 92 gates also. On both fence lines opposite state's 136+00
130+15 90 moved from sta were constructed the two gates not shown on the plans.
136+00 SP-3 Wire gates
133+00 90 133+00 90 Plans quantity 2
136+00 . 90 . 136+00 relocated at sta As-built quantity 2
130+15 No change.
152+50 178 152+38 178 This concludes the reason for over or underruns of all
161+14 200 160-82 200 items 'entering the construction of the project.
vp
56 " 56 —pipe at ditch inside As time goes on and wet weather makes itself noticeable a
farmers field near few low spots may collect water that will not drain. Among
R/W fence, one 28 these are turnaround "A" and "B", especially "B." No
ft length each side pipe was set up for this drain due. I presume, to the
of project. long length required. Turnaround "A" may or may not
Total 1,554 lin ft 1,554 lin ft collect water. Much of the low ground is found in a
Note: added to the downstream ends of pipe located at gravel formation which may be porous enough to drain.
stations 129+50 and 129+90 are one, length, at each The median strip between X-1 and X-2 will drain thru an
pipe of 22 ft bituminous coated pipe taken from the opening cut into the 'pipe at station 122+10. Other loca-
siphons at sta 140+80 and 141+00. The county road' tions with doubtful drains were minimized with the aid
crossing full slope made this installation necessary. The of cut ditches. This will be noted at turnaround "U" on
siphon pipe was surplus. the east'side opposite stations 10+17 where ponding was
Note that the pipe at plans station 136+00 has been rather bad. This ditch will lower the water if kept open
relocated at station 130+15. 'This was done at the request by maintenance.
of the property owner who pointed out that part of the Except for the fact' that this assignment had more
irrigation water to the field to the west was delivered at thorough inspection than normally found on highway con-
this location prior to construction. struction the equipment used was common to all small
Other station changes noted in the tabulation were made projects. Matters could be made easier if more ground
to better locate the pipe. testing was done prior to the designing. If the material
515-A-3 30 inch pipe culvert was known, it could be classified and blocked out in such
Plans quantity ' 90 ft a way that borrow pits could be located in advance and
As-built quantity 90 ft substandard materials placed in non critical locations.
No change One of the difficult items to compute on this project
Continuing with right-of-way problems mentioned in was overhaul. Overhaul is a non-expensive 'item ,on any
item 217 and others. A pipe culvert was promised up- short length of road but its computation requires too
stream from station 136+10 and was to be located in the much office time and field recording. I would recommend
farmers field but was omitted from the plans. A 22 ft that this item' be eliminated on similar jobs. The appli-
length of culvert planned for the structure at station cation of curvature corrections for excavations on short
136+10 was transferred to the ditch crossing site. radius curves, such as found on our turnarounds, should
517 24 inch Bituminous coated corrugated metal, pipe be applied on future projects. The Idaho specifications
siphon. governing this item, see specification 206.12, will preclude
Plans quantity 460 lin ft the use of curvature corrections and permits only the
As-built quantity 440 " use of average end area methods for earthwork volume.
On this account the roadway excavation at turnarounds
Difference 20 lin ft is overpaid approximately 16 percent. Nothing can be
An underrun of 4.35% done ,about it. '
As previously mentioned in item 515-A-2, 22 ft. of pipe —A.' F. RATH, resident engineer
from each siphon was transferred from the downstream Malad, Idaho
ends and placed at stations 129+50' and 129+90. October 16, 1952
 49

Appendix B
SUMMARY OF CONSTRUCTION COSTS *

Table B-i gives the engineers' estimated quantities along TABLE B-i
with the bid prices upon which the contract was based. SCHEDULE OF ESTIMATES, QUANTITIES AND UNIT BID PRICES
Table B-2 shows summaries of the total costs to construct
each of the test sections and each of the transitions and W.A.S.H.O. Project No. TS 1031
turnarounds. Total actual costs and idealized costs are Oneida County State of Idaho
both given. However, the cost of right-of-way is not
included and the costs of drainage structures, fences, Sts. 97+00 to 168+00
service roads, and similar items are not distributed among Quan- Unit
the individual sections. These items, except right-of-way, Item
No. Item tity Unit Price Amount
the cost of which is not included in this report, are shown
206-A Unclassified excavation .................. .66000 C.Y. .36 23,760.00
under "Other Costs" in Table B-2. 207-A Excavation for structures ................ 1,700 C.Y. 2.00 3,400.00
The actual costs were determined insofar as possible 208 Borrow ............................... 6,000. C.Y. .40 2,400.00
from the actual quantities involved in each element of the 210-A Haul .................................. . 19,500 Y.M. .20 3,900.00
212-A Watering embankments .................. 2,750 M.G. 2.00 5,500.00
project. However, since it was not feasible to separate 212-B Watering base and surface ccurses......... 1,500 M.G. 2.00 3,000.00
many of the items into the quantities used in each of the 213-A Rolling power roller ..... .............. .73 Day 48.00 3,504.00
213-B Rolling tamping roller ................... 102 Day 48.00 4,896.00
short test sections, these figures are approximations only. 214 Mechanical tamping ..................... 1,050 C.Y. 1.75 1,837.50
For example, the amount of water used to maintain 217 Small ditchen ...........................450 L.F. .20 80.00
301 Select base course, 3" max................43,150 Ton .77 33,225.50
moisture content for the complete job was divided equally 302-B Cr. gravel base course, 2" max.............2,500 Ton .77 1,925.00
among all of the test sections and other elements. For 401-B Cr. gravel surface course n%" max..........10,000 Ton .92 9,200.00
401-H Cr. gravel in windrow '%".max............370 Ton .92 340.40
this reason, a detailed breakdown of actual costs is not 401-H Cr. gravel is stockpile 5%" max............12))00 Ton .72 8,640.00
given. It is on file at the Highway Research Board how- 403-A Re-I auph. road mat, for prime............250 Bbl. 5.50 1,375.00
403-B Blotter material 5%" man.................100 Ton 2.00 200.00
ever, should anyone wish to examine it. 405-C-1 MC-2 asph. road materiaL for type "C"
The so-called idealized cost information is included in surface treatment .....................6 Bbl. 6.50 39.00
405-C-2 MC-4 auph. road material for type "C"
order to permit comparison of the relative costs of sec- surface treatment .....................5 Bbl. 6.50 32.50
tions of the different cross-sections included in the project. 405-H-1 Cover coat material Cl. 2 for type "C"
surface treatment ......................10 Ton 5.00 50.00
The idealized costs are based on the assumption that all 405-H-2 Cover coat material Cl. 6 for type "C"
of the sections with identical cross-sections would cost the surface treatment .......................11 Ton 5.00 55.00
406-B Mixing, finishing and rolling ..............0.322 Miles 2,000 644.00
same. 406-C SC-3 auph. road material for road mix 88 Bbl. 5.00 440.00
As can be seen in Tables B-3 through B-6, the total 407-A-1 120-150 pen. auph. road material for plant
mix ..................................1,800 Bbl. 6.00 10,800.00
cost of subgrade preparation, for example, was evenly 407-A-2 SC-3 asph. road material for plant mix 1,440 Bbl. 5.00 7,200.00
distributed among all test sections regardless of the 407-B Plant mix bituminous surface Cl. "B.. ......6,670 Ton 3.30 22,011.00
407-C Plant mix bituminous surface Cl. "B" in
amount of excavation or fill due to differences in terrain, stockpile .............................6,000 Ton 2.50 15,000.00
etc., actually required in any particular section. Further- 408-A MC-5 asphaltic road material for seal coat 325 Bbl. 5.50 687.50
408-B Cover coat material, Cl. 2 ................260 Ton 5.00 1,300.00
more, the costs of base, subbase, and surface materials, 410-A Cr. gravel surface 8%" max. for shoulders 3,700 Ton .90 3,330.00
water, rolling, power, etc., were divided among sections in 506-A Concrete Cl. "A.. ........................10 C.Y. 100.00 1,000.00
507 Metal reinforcement......................250 Lb. .20 50.00
proportion to the thicknesses and amounts of work inher- 515-A-1 18" pipe culverts ........ ................380 L.F. 4.00 760.00
ent in the cross-section designs. 515-A-2 24" pipe culverts........................1,560 L.F. 5.75 8,970.00
720.00
Tables B-3, B-4, B-5 and B-6 show the detailed break- 515-A-3 30" pipe culverts........................90 L.F. 8.00
517 24" Bituminous coated corrugated
down upon which the total idealized costs were based for metal pipe siphon.....................460 L.F. 7.50 3,450.00
the subgrade items, the subbase items, the base items, and 608 Wire fence Type 2.......................15,100 L.F. .26 3,926.00
SP-1 3" galvanized iron pipe...................920 L.F. 2.00 1,840.00
the surface items respectively. In constructing the test SP-2 Standard wood gate.....................3 Each 40.00 120.00
SP-3 Wire gate..............................2 Each 20.00 40.00
pavement, the contractor was required to pay unusually
close attention to detail, and his wOrk was frequently
interrupted to permit the installation of test equipment, Total ...............8189,658.40
etc. Therefore, it is appreciated that these costs for con-
structing short test sections under rigid control cannot Length of roadway 1.155 miles. No structure over 20'.
be expanded by any simple formula to represent the Revised December 26, 1951
probable cost of constructing any mileage of actual pave-
ment. However, it is believed that the relative cost per B-2. Furthermore, the unit quantities given in Tables
mile may be useful in a study which includes the relative B-3 through B-6 for the various test sections and other
effectiveness of the pavement cross-sections. The idealized elements of the job could be used with any other set of
relative cost per mile is shown in the last column of Table unit prices and expanded to represent possible conditions
for a regular highway in similar terrain,
Table B-I was included to show the quantities per mile
* Prepared by R. C. LEATHERS, field engineer; W. L. MERTz, field of the principle components of the pavement structure.
engineer. and W. N. CAREY, JR., project engineer.
50 THE WASHO ROAD TEST, PART ONE

TABLE B-2
CosT SUMMARIES
Average
2-in. 8/4 -in. A.C. Total Average Idealiz'd
See- Subbase Base Surf Dpth A1 cOOt Idealised Costa
tion Depth Depth Depth in. Cost Actual Costs per mile
in. in. in. 2-lane
pvmt.

TEST SEC'FIONS-300 ft. long

A 16 2 4 22 $4,771.24 $3,756.80
4,039.28 $66,120
Q 16 2 4 22 3,307.31 3716.79
F v16 4 2 22 3,792.43 3,444.49
3,769.98 60,620
L 16 4 2 22 3,747.52 3,444.48
B 12 2 4 18 3,982.34 3,450.98
3,477.13 60,740
K 12 2 4 (8 2,971.92 3,450.97
G 12 4 2 18 3,740.41 3,138.67
3,462.20 55,240
M 12 4 2 18 3,183.99 3,138.66
C 8 2 4 14 3,638.74 3,134.88
3:107.45 55,170
5 8 2 4 14 2,576.16 3,134.87
H 8 4 2 14 2,924.33 2,822.57
2,936.37 49,680
N 8 4 2 14 2,948:40 2,822.56
D 4 2 4 10 3,682.51 2,830.32
2,980.55 49,810
T 4 2 4 10 2,278.58 2,830.31
J 4 4 2 10 2,533.62 2,518.01
2,476.69 44,320
0 4 4 2 10 2,419.76 2,518.00
H 0 2 4 6 2,679.85 2,511.03
2,329.79 44,190
U 0 2 4 6 1,979.73 2,511.02
K 0 4 2 6 2,00100 2,198.72
2,022.80 38,700
P 0 4 2 '6 2,044.60 2,198.73
Sub Total Test 8ections $61,204.44 $59,812.86

SPECIAL TEST SECTIONS-200 ft. long -

TypeC
V 16 4± Ti. 22 $1,946.32 . $1,848.31 $48,800
W 16 434 134 22 1,88144 1,882.67 48,950
5 16 334 234 22 1,734.58 1,93097 50,200
Subtotal...pecial Sections 5,562.34 5,66195

TRANSITIONS-100 ft. long

A-B 16-12 2 '4 22-18 $1,280.45 111,078.45. $1,102.42 $58,210

876.45 1,102.41
B-C 12-8 2 4 18-14 1,163.02 959.45 1,011.82 53,420
Ft-S 755.88 1011.82
C-D 8-4 2 4 14-10 1,099.42 881.33 921.22 48,640
S-T 663.24 921.22
D-E 4-0 2 4 10-6 960.64 768.14 830.61 43,860
1'-U 575.64 830.60
F-G 16-12 4 2 22-18 1,089.35 1,058.79 999.54 52,780
L-M 1,028.22 99953
G.E 12-8 4 2 18-14 989.42 935.58 908.85 47,990
M-N . 881.75 - 908.85
H-J 8-4 4 2 1440 799.00 795.20 818.25 43.200
N-O 791.40 818.24
3-K 4-0 4 2 10-6 718.65 657.75 727 73 38,420
0-P . 596.85 727.73
Subtotal-Transitions $14,269.38 $14,640.84

Turnarounda

length
ft.
A 16 2 41,350 $14,346.72 $14,573.95 $57,000
B 16 2 4 1,350 13,990.25 14,573.95 57,000
C 16 2 4 1,150 12,607.15 12,45426 57,180
D 16 2 4 950 10,104.89 10,274.05 57,100
Subtotal Turnarounda $51,049.01 $51,876.21 $57,060
Average al sections.... 53.530
(YI'HER COSTS
Connecting road, Acces roads,
Service area, Countyroad interchange $9,922.62 $10,215.93
Miscellaneous separate items, force
sect, work, equip., rental, etc .......... ..51943.32 51,943.32
Total Contract ................ .$193,951.11 $193,951.11
 TABLE B-3
IDEALIZED SUBGRADE Costs
Rdwy. Sub. Extra Power Tamp Maintain
Exc. Cost Exc. Cost Borrow Cost Haul Cost Water Cost BI. & Cost Rolling Cost Roll Cost Water
Cu.Ycln @0.36 Cu.Ydo. Cu.Yds. Cost Test Trans. and
@0.36 @0.40 Y.M. @0.20 M.G. @2.00 Scar. @12.00 Hr. @6.00 Hr. @6.00 Content @2.00 Area Others

A-K ........... ..2,960.8 81,065.82 2,388.3 $859.79 3,948.4 $1,579.36 507.4 $101.48 550.875 $1,101.75 '49.80 8597.60 29.1 $174.60 60.8 $364.80
TE ............ ....793.9 285.80 672.8 242.21 1,092.6 621.90 $1,243.80 $7,089.00 .......
437.04 186.5 37.30 147.000 294.00............7.8 46.80.................185.84 331.68 ............
.....$1,874.83b
F-K .............2,960.6 1,085,82 2,388.2 859.79 3,948.4 1,579.36 507.4 101.48 550.875 1,101.75 49.80 597.60 29.1 174.60
TR ................793.9 285.80, 672.8 60.8 364.80 621.90 1,243.80 7,089.00k ..........
242.21 1,092.6 437.04 186.5 37.30 147.000 294.00..............7.8 46.80..................165.84
L-P .............2,960.6 1,085.82 2,388.3 859Th 3,948.3 1,579.32 331.68 ......... 1,674.83b
507.3 101.46 550.875 1,101.75 49.80 597.60 29.1 174.60 60.8 364.80 621.90 1,243.80 7,088.94 ..........
TR ............ ....793.9 285.80 672.8 242.21 1,092.6 437.04 186.5 37.30 147.000 294.00 ..............7.8 46.80..................185.84
Q-U.............2,960.7 1,085.82 2,388.3 859.79 3,948.3 1,579.32 331.68 ...........1,674.83b
507.4 101.48 550.875 1,101.75 49.80 .597.60 29.1 174.60 60.8 364.80 621.90 1,243.80 7,088.96 .........
TR ............ ....793.9 285.80 672.7 242.21 1,092.5 437.00 186.5 37.30 147.000 294.00 .............c 7.8 46.80.....................165.84 . 331.88
- 1,674.7gb
Turn.
A ............. ..4,974.7 1,790.89......................98.9 39.56 444.3 88.86 337.500 675.00...................................74.2 445.20 ..............................3,039.51
B .............. 4,974.7 1,790.89 ............... 98.9
....... 39.56 444.3 88.86 337.500 675.00 ....................................74.2 445.20................................3,039,51
C ............. 4,237.7 1,525.58 .....................84.2 33.68 378.4 75.68 287.500 575.00....................................63.2 379.20................................2,589.14
D ............. .. 3,500.6 , 1,260.23.......................69.6 27.84 312.6 62.52 237.500 475.00....................................52.2 313.20...................
................2,138.79
V..................205.8 74.09 173.5 62.43 120.0 48.00 10.6 2.12 95.420 190.84 6.60 70.20 3.8 22.80 1.9 11.40 $3.01 168.02 656.90
W..................205.8 74.09 173.4 62.43 120.1 48.04 10.6 2.12 95.420 190.84 8.60 79.20 3.8 22.80 1.9 11.40 83.01 186.02 656.94
Z...................205.7 74.06 173.5 62.43 120.1 48.04 10.6 2.12 95.410 190.82 6.60 79.20 3.8 22.80 '2.0
, 12.00 83.02 166.04 657.51
Other........
Conn. Rd.. . .
Access Rd.... 571.3 205.67 ..... ................4,677.7 1,871.08 652.3 130.46 111.750 223.50........................................32.7
County &.... 196.20 ...........
..........................2,628.91
Service.......
33,894.3 $12,201.98 12,764.7 84,595.2925,563.2810,221.28 5,039.2 81,007.84 4,389.500 68,779.00 217.0 $2,628.00 159.0 $954.00 545.5 $3,273.00 .. 3,400.00 $6,800.00. $30,327.25 $20,133.14

t.U5bper a section tangent.

Cost per 4 transitions in one tangent.
The entire cost of moisture content maintenance is included under subgrade costa.
52 THE WASHO ROAD TEST, PART ONE

TABLE B-4
IDEALIZED 2-IN. SUBBASE COSTS PER SECTION

Section
2" Minus Subbase
Ton
Cost
© 0.82 and 0.77
Water
M.G. © 'Cost
2.00
Power Rolling
Hr. © 6.00 '
Cost
Total

A ................. ....1,375.060 $1,127.55 32.750 $65.50 8.784, $52.70 $1,245.Yi

350.000, 287.00 8.335 16.67 2.236 18.42 317.09
B ................ ....1,037.495 850.75 24.710 49.42 6.627 39.76 939.93
250.000 205.00 5.955 11.91 .1.597 9.58 226.49
C ....................688.585 564.64 16.400 32.80 4.399 26.39 623.83
150.000 123.00 3.570 . 7.14 0.958 5.75 135.89
D ....................352.415 288.98 '8390
1.190
16.78
2.38
2.251
0.319
13.51
1.91
319:27
45.29
50.000 41.00
E ..................... - - - -
F ................ ...1,375.060 1,127.55 32.750 65.50 8.784 52.70 1,245.75
350.000 287.00 8.335 16.67 2.236 13.42 317.09
G ..................1,037.495 850.75 24.710 49.42 6.627 39.76 939.93
250.000 . 205.00 5.955 11.91. 1.597 ' 9.58 226.49
H ....................688.585 564.64 16.400 32.80 4.399 26.39 623.83
150.000 123.00 3.570 ' 7.14. 0.958 5.75
13.51
135.89
319.27
J.....................352.415 288.98 8.390 16.78 2.251
50.000 41.00 1.190 2.38 0.319 1.91 45.29
K ..................... -
L ................ ...1,375.060 1,127.55 32.750 65.60 8.784 52.70 1,245.75
350.000 287.00 8.335 . 16.67 2.236 , 13.42
39.76
317.09
939.93
M ..................1,037.495 850.75 24.710 49.42 6.627
250.000 205.00. 5.955
16.400
' 11.91
32.80
1.597
'4.399
9.58
26.39
226.49
623.83
N ....................688.585 564.64
150.000 123.00
288.98
., 3.570
'8.390
7.14
16.78
0.958
2.251
'5.75
13.51
135.89
319.27
0 ....................352.410
50.000 ' 4100 1.190 2.38 0.319 , 1.91 45.29
P ...................... - - - - - - -
Q ............... ....1,875.060 1,127.55 32.750 65.50 8.784 52.70 1,245.75
350.000 287.00 8.335 16.67 2.236 13.42 317.09
R ... . ........... ....1,037.500 850.75 ' 24.710 49.42 6.627 39.76 939.93
250.000 205.00 5.955 '11.91 1.597 9.58 226.49
S .....................688.580 564.64 16.400 ' 32.80 ., 4.399 26.39 ' 623.83
150.000 123.00 3.570 7.14 0.958 5.75 135.89
T ....................352.410 288.98 8.390 16.78 2.251 13.51 319.27
50.000 41.00 ' 1.190
19.705
2.38
39.41 '
0319
5.285 ' 1.91
31.71'
45.29
749.55
V....................827.350 678.43
W.....................827.350 678.43 19.705 39.41 5.285 31.71 749.55
Z ................. 827.350 678.43 19.705 39.41 5.285 ' 31.71 749.55
Turn
A ..... . .......... ....5,472.335 ' 4,487.31
.4,487.31'
130.330 260.66
260.66 , 34956
34.95,6
209.74
209.74
4,957.71
4,957.71
B ..................5,472.335 130.330
C ..................4,660.620 ' 3,821.71 '110.995 221.99 29.771 178.63 4,222.33
D ...................3,850.905 3,157.74 ,, '91.710 . 183.42
140.07
24.599
18784
141.59
112.72
3,488.75
2,588.67
Other ............. ...2,940.450 2,335.88 70035
41,892.905 ' .34,276.92 997.715 1,995.43 . 267.605 1,605.63 37,877.98

"Figures between those for lettered sections apply to transition sections.' . .

ri
 APPENDIX B: SUMMARY OF CONSTRUCTION COSTS 53

TABLE B-S
IDEALIZED 3d-IN. BASE COSTS PER SECTION
Section 8%' Minus Base Cost Water Cost Power Rolling Cost Total
Ton © 0.92 MG © 2.00 Hr. © 6.00

A.............. . 142.690 $131.27 4.770 $9.54 0.911 $5.47 $146.28

48.700 44.80 1.630 3.26 0.311 1.87 49.93
B ..............142.690 131.27 4.770 9.54 0.911 5.47 146.28
48.710 44.81 1.630 3.26 0.311 1.87 49.94
C ................142.690 131.27 4.770 9.54 0.911 5.47 146.28
48.710 . 44.81 1.630 3.26 0.311 1.87 49.94
D ............ ...142.690 131.27 4.770 9.54 0.911 5.47 146.28
48.710 4 .81 1.620 3.24 0.311 1.87 49.92
E................142.690 131.27 4.760 9.52 0.911 5.47 146.26
F: ..............285.380 262.55 9.540 19.08 .1.823 . 10.94 292.57
97.420 89..63 3.255 6.51 0.622 3.73 99.87
G................285.380 262.55 9.540 19.08 1.823 10.94 292.57
97.420 89.63 3.255 6.51 0.622 3.73 . 99.87
H...............285.380 262.55 9.540 19.08 1.823 10.94 292.57
97.420 . 89.63 3.255 6.51 0.622 3:73 99.87
J..............285.385 262.. 55 9.540 19.08 1.823 . 10.94 . 292.57
97.410 89.62 3.255 6.51 0.622 . 3.73 . 99.86
K..............285.385 262.55 9.530 19.06 1.823 10.94 292.55
L..............285.380 262.55 9.540 19.08 1.823 10.94 . 292.57
97.420 89.63 3.255 6.51 . 0.622 3.73 99.87
M ...............285.380 262.55 9.540 19.08 1.823 10.94 292.57
97.420 . 89.63 3.255 6.51 0.622 3.73 99.87
N.............. 285.380 262.55 9.540 19.08 1.823 10.94 292.57
97.420 89.63 3.255 6.51 0.622 3.73 99.87
0..................285.385 262.55 9.540 19.08 1.823 10.94 292.57
97.410 89.62 3,255 6.51 0.622 3.73 99.86
P....................285.385 262.55 9.540 19.08 1.823 .10.94 292.57
Q..................142.690 131.27 4.770 9.54 0.911 5.47 146.28
48.700 44.80 1.630 . 3.26 0.311 1.87 49.93
R..................142.690 131.27 4.770 . 9.54 0.911 5:47 146.28
48.710 44.81 1.630 . 3.26 0.311 1.87 49.94
S ..................142.690 . 131.27 4.770 9.54 0.911 5.47 146.28
48.710 44.81 1.630 3.26 0.311 1.87 49.94
T. ...............142.690 131.27 4.770 9.54 0.911 5.47 146.28
48.710 . 44.81 1.620 3.24 0.311 1.87 49;92
U................142.690 131.27 4.760 9.52 0.911 5.47 146.26
V.................175.565 161.52 5.865 11.73 1.121 6.73 179.98
197.511 181.71 6.598 13.20 1.261 7.57 202.48
Z.............153.619 . 141.33 5.132 10.26 0.981 5.89 157.48
Turn
A.............1,071.010 985.33 35.790 71.58 6.841 41.05 1,097.96
B..............1,071.010 985.33 35.790 71.58 6.841 41.05 1,097.96
C..............912.340 839.35 30.490 60.98 5.828 34.97 935.30
D..............753.670 693.38 25.185 50.37 4.814 28.84 772.59
Other .............2,253.375 2,073.16 75.305 150.61 . 14.404 86.37 2,310.14
12,037.820 $11,074.79 402.285 $804.57 76.895 $461.37 $12,340.78
54 THE WASHO ROAD TEST, PART ONE

TABLE B-6
IDEALIZED SURFACE COSTS
5%' Minus Total
Section
Prime
RC-1, ©Cost
5.50
120-150
Asphalt Mix.
Cost
© 3.30
120-150
Pen AC,
bbl.
©Cost
6.00 Shoulders
tons ©Cost
0.90
Surface Cost
bbl. ton,

$558.95 46.85 $281.10 85.8 $77.22 $946.97

A ........5.4 $29.70 169.380 186.32 15.62 93.72 28.5 25.65 316.69
2.0 11.00 56.460 85.8 77.22 946.97
B .........5.4 29.70 169.380 558.95 46.85 281.10
2.0 11.00 56.460 -186.32 15.62 93.72 28.5 25.65 316.69
29.70 169.380 558.95 46.85 281.10 85.8 77.22 946.97
C .........5.4 93.72 28.5 25.65 316.69
2.0 . 1LOO 56.460 186.32 15.62
46.85 281.10 85.8 77.22 946.97
5.4 29.70 169.380 558.95
D.
2.0 11.00 56.460 186.32 15.62 93.72 28.5 25.65 . 316.69
E .........5.4 2970 169.380 558.95 46.85 281.. 10 85.8 77.22 946.97
29.70 '- 84.690 279.48 23.43 140.58 42.9 38:61 488.37
F .........5.4 93.16 .7.81 46.84 14.3 12.87 163.87
2.0 11.00 28.230 42.9 38.61 488.37
G ........54 29.70 .. 84.690 279.48 23.43 140.58
2.0 11.00 28.230 93.16 7.81 46.84 14.2 12.78 163.78
H ........5.4 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 11.00 28.230 93.16 .7.81 46.84 14.2 12.78 163.78
J .........5.4 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 11.00 .28.230 93.16 7.81 46.84 14.3 12.87 163.87
K ........5.4 29.70 84.690 279.48 23.43 140.58 42.9 . 38.61 488.37
-I-
L ....... 5.4 29.70 .84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 11.00 28.230 93.16 7.81 46.84 14.3 12.87 163.87
M ........5.4. 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 11.00 28.230 93.16 7.81 46.84 14.2 12.78 163.78.
N ........5.4 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 11.00 28.230 93.16 7.81 46.84 14.2 12.78 163.78
O ........5.4 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
2.0 1LOO 28.230 93.16 7.81 46.84 14.3 12.87 163.87
P.........5.4 29.70 84.690 279.48 23.43 140.58 42.9 38.61 488.37
29.70 169.380 558.95 46.85 281.10 85.8 77.22 946.97
Q .........5.4 56.460 186.32 15.62 93.72 28.5 25.65 316.69
2.0 11.00 281.10 85.8 77.22 946.97
R ........5.4 29.70 169.380 558.95 46.85
2.0 11.00 . 56.460 186.32 15:62 93.72 28.5 25.65 316.69
S.........5.4 29.70 169.280 558.95 46.85 281.10 85.8 77.22 946.97
2.0 11.00 56.460 186.32 15.62 93.72 28.5 25.65 316.69
T ........5.4 29.70 169.380 558.95 46.85 281.10 85.8 77.22 946.97
2.0 11.00 56.460 186.32 15.62 93.72 28.5 25.65 316.69
U........5.4 29.70 169.380 558.95 46.85 281.10 85.8 . 77.22 946.97
Turn

A ........26.1 143.55 921.710 3,041.64 .254.95 1,529.70 293.165 263.85

B .........26.1 143.55 921.710 3,041.64 254.95 1,529.70 293.165 263.85 Continued
C .........22.3 1.22.65 790.440 2,608.45 218.64 1,311.84 249.730. 224.76 Below
D ........18.5 101.75 659.170 2,175.26 182.33 1,093.98 206.300 185.67
Other. .. 27.7 152.35 470.220 1,551.72 . 130.06 780.36 278.640 205.78 2,690.21
Turn Cover Coat
ton ©Cost5.00
MC.5 Seal
bbl. ©Cost5.50
A .........67.665 338.33 29..4 161.70 - - - - 5,478.77
B ........67.665 338.33 29.4 161.70 .- - - - 5,478.77
C ........60.460 302.29- 25.0 . 137.50 - - - - 4,707.49
D ........40.785 203.93 20.6 113.33 - - - - 3,873.92
Cost
Section . Prime
RC-1, ©Cost
5.50
8/4' Minus
Shoulders,
Coat
-© 0.90
Road Mix
SC-3,
bbl.
Cost
@ 5.00
Y. Gravel
Windrowo,
ton
. @0.92
bbl. tons

V ........ 3.8 20.90 51.345 46.21 - - - - Continued

..3.8
W ........ 20.90 51.345 46.21 17.200 86.00 50.900 46.83 Below
Z.........3.8 .20.90 51.345 46.21 28.705 143.52 84.830 78.04
Cost
MC-2
Type C,
Cost
© 6.50
MC-4
Type C,
bbl.
Cost
© .6.50
Cover Coat,
ton ®Cost
5.00
Cover Coat
Class B,
ton
@5.00
bbl.
V ....... 6.762 43.95 5.476 35.59 10.345 51.73 12.700 63.50 261.88
Mix, Finish
Mi.
& Roll, Cost
© 2,000.00
W . .......- - - - - - 0.03788 75.76 275.70
z......... - - - - -. . -- 0.03788 . 75.76 364.43
I Total ........ $41,328.69
 APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 55

TABLE B-7
APPROXIMATE CONSTRUCTION QUANTITIES PER MILE OF
HIGHWAY BUILT TO THE PRINCIPAL CRossSEcTIoNs
USED IN THE WASHO TEST ROAD

Section 2-in. Max. Subbase 34-in. Max. Base AC Surface

Thickness Thickness Thickness

In. Tons In. Tons In. Tons
A 16 24,000 2 2,500 4 2,980
B 12 18,000 2 2,500 4 2,980
C 8 12,000 2 2,500 4 2,980
D 4 6,000 2 2,500 4 2,980
E 0 2 2,500 4 2,980
F 16 24,000 4 5,000 2 1,490
G 12 18,000 4 5,000 2 1,490
H 8 12,000 4 5,000 2 1,490
J 4 6,000 4 5,000 2 1,490
K 0 4 5,000 2 1,490
L 16 24,000 4 5,000 2 1,490
M 12 18,000 4 5,000 2 1,490
N 8 12,000 4 5,000 2 1,490
0 4 6,000 '4 5,000 2 1,490
P 0 .......... 4 ,000 2 1,490
Q 16 24,000 2 2,500 4 2,980
R 12 18,000 2 2,500 4 2,980
'S 8 12,000 2 2,500 4 2,980
T 4 6,000 2 .2,500 4 2,980
U 0 2 2,500. 4 . 2,980

Appendix C
CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION*
Roadway excavation and borrow were started on May
5, 1952, and continued until July 25. The four turn-
arounds were started first and carried largely to corn-
p1 Ition prior to work on the test sections. After experi-
menting with different procedures and equipment for
WIitering, scarifying, and, rolling, the first lifts of the
north end of the single axle loop were compacted and
ap proved on June 10. Construction progressed from north
to south. . The first lifts on the tandem-axle loop were
colnpleted on July 9. Completion of subgrade construction
WI s marked by the spreading of the first layer of base or
sulbbase gravel between July 28 and August 4.
Fill material for the turnarounds was obtained from
ad jacent cuts and from areas within the test sections
wliLere the soil was not sufficiently plastic to be used in
the test sections proper. Construction was by normal
pr1Dcedures. The fill was placed in, six-inch lifts, watered,
an I compacted with sheepsfoot rollers. In the turnarounds
cornpaction at least as good as that in the test sections
was attained, in ,order to avoid or minimize maintenance
ap rations in. these areas not part of the test.
It had been specified in special provisions that ". . . the
to!; two feet of the subgr'ade will be built of a plastic silty
cla y that meets the following requirements:
"Passing No. 40 sieve-not less than 90%
"Passing No. 200 sieve-not less than 75%
"Liquid Limit-not more than 40
"Plasticity Index 5-10
Prepared by C. R. WRIGHT, field engineer, and H.*aoc.D S. Swsgr,
research engineer.
"The' top two feet of soil in all embankments shall be
compacted to uniform density equal to ninety-three (93)
± 2 per cent of maximum standard density as obtained
by AASHO 'Method T99-49. The soil shall be placed in
layers not greater than 8 inches loose thickness and
rolled to the required density. The moisture content of
the soil in each lift shall be at optimum moisture or. at
such percentage below optimum as will permit satisfactory
compaction to 93 ± 2 per cent of maximum density.
"In cut sections where the two feet of soils below sub-
grade elevation do 'not, comply with the requirements of
these special provisions such soil shall be removed and
replaced with material meeting the specifications. The
replacement of' soil shall be placed and compacted, in ac-
cordance with the requirements of these special provisions
for the placing of the top two feet of embankments.
"In cut sections where the soil 'meets the requirements
of these special provisions, the top 1½ feet of the top 2
feet shall be removed. The remaining six inches shall be
thoroughly loosened and mixed by scarifying and disking
and shall be recompacted. The soil removed shall then be
replaced in 8-inch layers and compacted. The percentage
of compaction shall comply with the requirements of these
special provisions for the compaction of the top two feet
of soils in embankments . . ."
These special provisions are quoted above in detail as a
summary of the actual subgrade construction operations
and control.
Preliminary soil surveys had been made by the Idaho
Highway Department and these data though inomplete
were,of assistance in determining locations where soils were
unsuitable and should be wasted. The averages of soil test
 THE WASHO ROAD TEST, PART ONE
56

TABLE C-i were occupied constantly in the field laboratory. This was
organized with an engineer as supervisor, who also con-
SUMMARY OF SOIL IDENTIFICATION TESTS ducted the limit tests. An engineering aide continuously'
weighed moisture, content samples from field moisture
Final (As tests and from limit tests and made some of the calcula-
Preliminary Survey conathicted)
tions. Another enginering aide prepared samples for the
WASHO WASHO
limit tests and conducted mechanical analysis and labora-
Idaho Lab. C tory compaction tests. After the tests of material for
preliminary survey purposes were completed a comprehen-
Single-Axle Loop: sive program was started in which samples from each
L.L ........... . ... ....32.3 35.5 37.0 35.9 completed' lift of each test section were analyzed. The
P.L .............. ....27.1 29.8 26.4 26.1 results of these tests are given in Tables C-2 through C-23.
P.1...................5.2 5.7 10.6 9.8 Many of the mechanical analyses reported in this table
Pctg. P. 200.......... 78 80 84 87.6 were conducted by the Wyoming and Colorado Highway
No. of Tests ...... .....7 69 30 153 Departments. The results of laboratory compaction tests
are summarized in Table C-24.
Tandem-Axle Loop:
L.L .............. ... 34.6 35.7 36.7 35.2
P.L .............. ... 27.0 26.9 25.4 25.5
P.1..................7.6 8.8 11.3 9:7
Pctg P.200......... 87 89 90 88
No. of Tests ...... ... 13 36 27 104
Both Loops:
L.L ........ ......... 33.8 35.6 36.8 35.6
P.L .............. ... 27.0 28.8 25.9 25.9
P.1..................6.8
Pctg. P.200........ 84
6.8
83
10.9
87
9.7
87
:
JB,
E
No. of Tests ...... ..20 105 57 279
? 1..5 151 155 155 157 159 161
Stotlo,
properties determined by this laboratory are given in
Table C-i, and show an average plasticity index (PT) of Figure C-i. Preliminary soil-s,urvey data for single-axle
6.8. Since this preliminary survey was not sufficiently loop. Contours show depth to rejected sandy material.
detailed, one of th first steps prior to test section con-
struction was to obtain 105 additional'soil samples which Also shown in Tables C-2 through C-23 are the density
were sent to laboratory C for testing. The averages of and moisture content determinations for each completed
these tests also given in Table C-i, show a plasticity lift in. each section. Densities were determined at six or
index of 6.8. As soon as the WASHO field laboratory was more locations in each lift of each section with a balloon'
set up, additional samples were tested from prospective apparatus for determining ,the volume. An estimate of
excavation and borrow areas. Samples corresponding to moisture content and dry density was made immediately
those tested by the Idaho laboratory and laboratory C from the wet density test and from appearance of the soil.
were higher in PI'by the techniques and equipment used If density and moisture content of the lift appeared to be
at the WASHO laboratory: Table C-i shows these re- within the desired limits, another layer was placed imme-
sults as well as the final identification test results from diately to minimize drying of the completed lift. Samples
samples taken from the completed test sections. Based on from the density test were weighed wet in the laboratory,
the preliminary surveys the areas indicated in Figures oven-dried'at 1050 C. to constant weight (requiring over-
C-i and C-2 were mapped as having material to be re- night drying), and weighed oven-dry the following day.
jected, in test section construction. Excavated material Actual moisture content and dry density were then cal-
from these areas was used in turnaround fills or in shoul- culated and are reported in the tables. A primary diffi-
ders outside the center 36 feet of roadway. As a further culty in obtaining uniform compaction moisture content
aid in selecting suitable subgrade the plasticity index' and dry density was caused by discrepancies between esti-
determined in the WASHO field laboratory from samples mated and true moisture contents. Because of the ex-
taken along the median centerline was plotted, as showni
in Figures C-3 and' C-4.
Since plasticity index figures were consistently higher
at the WASHO laboratory than those on the same mate-
rial from the laboratory from which initial evaluation of
the subgrade was made, correspondingly higher limits Sectio, [ufli
were used in selecting subgrade material. Further inves-
One toot depth to One toot depth to
tigation of these differences in limit-test values (liquid rejected oa rejected
' Clays5
and plastic) was conducted by sending different portions n,atmiol. material,

of a mixed sample of representative soil to eleven 'cooperat-

ing laboratories. Results of tests conducted on these
,samples are presented in detail in Appendix G. However, 7
the test results at the WASHO lab were less than one
per cent different from the average of all other labora- Tso'feet depth to rejected
motmiot.
tories in liquid limit, plastic limit, and plasticity index,
indicating that WASHO lab limit test 'values might be 0)5 iut IUV liv tic ii, liD tin 'Icy ICC
considered as representative of those obtained at most of Station

the cooperating laboratories, although higher in P1 values

than obtained at laboratory C and at the Idaho Highway
laboratory. Figure C-2. Preliminary soil-survey data for tandem-axle
During the period of subgrade preparation, three men loop. Contours show 'depth to rejected material.
 APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 57

TABLE C-2
CONSTRUCTION AND SOIL BASIC DATA-SECTION A
Lift Depth Sample No. Coordinates Density M.C. L.L. P.O. Pctg. P. 200 &marks

2 3/2-2 ...... 515 50-6L 83.3 17.4 ...................................No. 263, M.D.W. =93.8, O.M.C. =24.2%
514 50-6R 85.9 23.7
512 150-6L 88.4 22.1 37.2 10.5 ............1 hr. sheepsfoot
513 150-6R 90.0 20.2 39.5' 8.9 ............13/i hr. pneumatic
510 250-6L 88.5 22.7 ................................Compacted 6-21
511 250-6R 85.6 , 17.6 ..........
'. ....................
2-13/2 ' 545 150-6L 92.4 24.6 36.7 9.5 .............Rain and wet grade 6-24-6-29
546 50-6L '96.0 21.2 36.0 7.5 80.0
547 50-6R 91.4 27.3 .............................No. 263, M.D.W.=93.8, O.M.C.=24.2%
548 150-6R 93.9 23.7 ...........................
549 250-6L 91.7 22.3 .. ...........................13/2 hr. sheepsfoot
550 300-6L 91.3 27.1 ..............................13/i hr. pneumatic
551. 300-0 89.0 27.0
552 '3OO.-6R 85.0 29.7 .............................Placed 6-23
553 306-6R 84.3 29.2 .............................Compacted 6-23 and 6-30
554 306-0 91.8 25.9 34.9 8.3
555 306-6L 88.4 22.4
556 312-6L 94.0 24.8 . '............................
557 312-0 88.5 27.9
558 312-6R 80.6 26.5
lYz'-l' 571 150-6R 95.3 21. 35.3 12.7 82.7 No. 263; M.D.W. =93.8, O.M.C. =24.2%
572 50-6R 92.4 26. 34.7 9.6
573 50-6L 91.6 26.8 35.5 11.9 .............13 hrs. sheepsfoot
574 150-6L 94.8 24. 35.4 6.7 90;4 1 hr. pneumatic
575 300-6R 96.0 26., 33.6 8.1 ..............Placed 6-30
576 300-0 93.2 26.0 34.8 10.9 88.7 Compacted 7-1
577 300-6L 92.8 22.5 36.8 10.8 86.1
578 306-6L 90.2 20.2
579 306-0 94.7 24.8
580 306-6R 95.0 22.2
581 312-6R 84.8 29.0 . ' .........................
582 312-0 90.5 27.9
583 312-6L 90.3 24.2
1-3/2'.. ..... ..606 150-6L 94.6 23.0 37.0 9.4 ...........No. 263, M.D.W.=93.8, O.I4.C.=24.2%
607 50-6L 93.4 22.1
608 50-6R 95.0 24.9 ...........
....................13/2 hrs. sheepsfoot
609 150-6R 91.7 22.6 ............................1 hr. pneumatic
610 300-6L 93.8 23.2
611 300-0 87.4 28.6 ............................Placed 7-1
612 300-6R 93.9 26.1 ............................Compacted 7-2
613 306-6R 88.3 25.6 36.8 12.0
614 306-0 90.0 23.4
615 306-6L 86.6 '23.6 39.9 12.1 9L0
616 312-6L 91.1 24.4
618 312-6R 87.1 28.3
2044 50-6R 87.2 24.1 35.0 9.2 .............No. 263, M.D.W.=93.8, O.M.C.=24.2%
2045 50-6L 90.7 25.2
2046 150-6R 92.4 22.5 ................................1 hr. sheepsfoot sections A& B (2 covers)
2047 150-6L 85.1 28.3 ...............................1 hr. pneumatic sections A & B (2 covers)
2048 , 300-9L 85.9 24.0
2049 300-3L 86.6 26.0 ................................Placed 7-2 and 7-3
2050 , 300-611 87.8 24.5 ............................... ...Compacted 7-29
2051 306-6R 91.0 24.7 .......'. ' ...................
2052 306-3L 84.5 25.1
203 30'6-9L 86.3 24.5
2054 312-9L 85.1 25.4
2055 312-3L 80.5 20.6
2056 312-6R 92.3 23.9 ............................. 1st lift of gravel spread 7-30
803 150-6R ................... 36.0 7.9 86.0

tremely dry weather conditions it was necessary to place
a covering layer before actual moisture content and dry
density could be calculated.
After 'preliminary trials it was determined that con-
struction should progress in sections 400 feet long, ex-
tending from th6 center of one transition to the center
of the next traisition. Thus, each construction section
included a 300-f6ot test section with 50 feet of transi-
tion section at each end. All turning operations of the
construction equipment were performed at the center of
the transition to avoid non-uniformity in the test sec-
tions.
Construction operations were started at the north end
of the single-axle loop where material was excavated toa
depth of 1.4 feet below the subgrade profile. This excavated
material was used in All for the north turnaround (turn-
58 THE WASHO ROAD TEST, PART ONE

TABLE C-3
CONSTRUCTION AND SOIL BASIC DATA-SECTION B

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-1Y2'. . . . 502 5061, 89.8 26.7 .............................No. 535, M.D.W.=95.5, O.M.C.=23.5%

505 50-6R 92.5 25.8
503 150-6L 91.3 24.2 36.1 9.2 91 2 hrs. sheepsfoot
504 150-6R 91.8 23.4 35.8 11.4 ............1 hr. pneumatic
506 250-6L 89.5 23.1 ..............................Placed 6-20
507 250-6R 86.8 25.9 ..............................Compacted 6-20 and 6-21
. 530 . 50-6L 86.8 22.8 36.5 11.9 88.0 No. 263, M.D.W.=93.8, O.M.C.=24.2%
529 50-6R 91.9 16.1 . 34.2 9.0
531 150-6L 85.2 25.1 37.1 10.1 87.6 2 hrs. sheepsfoot
528 150-6R 89.8 20.1 33.3 9.7 85.1 2% hrs. pneumatic
532 250-6L 88.3 25.8 40.1 14.3 88.0 Placed 6-23
533 250-6R 87.1 22.1 37.2 10.9 ............Compacted 6-23
601 250-6L 93.5 24.0 ...............................No. 263, M.D.W. =93.8, O.M.C. =24.2%
602 250-6R 88.6 24.1
603 1506L 89.3 28.3 ............................ ..13/ hrs. sheepsfoot
600 150-6R 88.4 26.8 ............................ ..13/i hrs. pneumatic
604 50-6L 95.2 24.3 ............................. ..Placed 6-20
605 50-6R 90.2 23.8 35.2 8.6 91 Compacted 6-30 and 7-2
2038 250-6L 91.4 24.0 ..............................No. 263, M.D.W.=93.8, O.M.C.=24.2%
2039 250-6R 85.0 . 24.4 35.2 8.8 91
2040 150-6R 83.5 24.1 ..............................1 hr. sheepsfoot on sections A & B
2041 150-6L 96.0 28.8 37.0 9.6 84.6 1 hr. pneumatic on sections A & B
2042 50-6L 86.3 22.8 ......... ................... ..Placed 7-2
Compacted 7-29
2043 50-6R 79.1 24.2 34.2 7.2 ......... ..istlift of gravel spread 7-30
565 150.-SR ................... 34.6 9.9
566 250-6R ................... 35.2 10.2
570 50-6R ................... 34.9 9.9
568 150-6L ................... 37.1 7.6 90.6
569 50-6L ................... 36.6 11.3 88.1
600 150-6R .................... 35.4 7.9 90

around D). The depth to the top of the "scarify" level
wag determined and checked from slope stakes. The soil
0.6 feet below this level was watered and scarified by the
scarifier attachment of the patrol. This was followed by
application of a sheepsfoot roller with sufficient passes
to cause "walking out", usually four passes. Then two
passes of a pneumatic roller were given before the density
was tested. If the tests indicated too low a density ad-
ditional water and rolling were applied. Occasionally too
much compaction had been obtained, in which case ad-
ditional water was applied, because of the inevitable dry-
ing out, and the section was rescarified and recompacted.
flIOSTrCI floe, wonie Along MIOfl %O7 WMD!flI
5 I
r.2D.5th
I rTrTI1r11r1
143 145 147 149 PSI 153. 155
Slot A,
Figure C-3. Single-axle loop.
When compaction was judged adequate, and tests were
completed, soil was hauled in for the next lift and spread.
This covering material was obtained from adjacent con-
struction sections which were being excavated to "scarify"
level or from borrow pits when the other material was
exhausted.
These construction and testing operations were re-
peated for each six-inch compacted lift until the final lift
had been placed. The final lift was handled differently
since no cover could be placed on it until gravelling op-
erations were started. It had been observed that drying
out of the soil caused a crust containing many cracks to
be formed, and application of water would not prevent
this under the weather conditions existing. Therefore, the
final lift was spread and given only sufficient compaction
to insure that the subgrade would be at the proper level
after finishing operations and final compaction. After all
sections had been completed to. this stage the surface was
finished to blue-top elevation and the top six inches was
scarified to break up the crust, watered, and recompacted.
Density tests were completed and a small amount of final
grading was repeated. Within one to two days, installation
of instruments and spreading of covering gravel were
completed.
During the construction of successive lifts of subgrade,
thermistors and moisture cells were installed. This opera-
tion was scheduled after compacting and testing of a lift
and immediately before covering material was placed.
57 159 161 The lead wires were placed in a small trench approximately
3 inches deep extending to 15 feet from the road center-
line. The ends of the wires were buried at this point,
to be dug out later after construction was completed.
 TABLE C4 59

.
CONSTRUCTION AND Soji. BASIC DATA-SECTION C
Lift Depth Sample No. Coordinates Iensity M.C. L.L. P.I. Pctg. P. 200 Remarks

2-13/2 ...... 431 2506L 96.0 24.7 .....................................No. 263, M.D.W.=93.8, O.M.C.=24.2%
432 250-6R 90.0 20.7
430 150-6L 91.0 29.5 35.7 9.9 84.6 23/i hrs. sheepsfoot
427 150-6R 86.5 28.4 35.8 10.1 82.9 18% hrs. pneumatic
429 50-6L 89.3 25.7
428 50-6R 84.3 25:5 .......... ..........................Compacted 6-17
1 3/2-1' 485 250-6L 92.2 19.2 35.4 11.1 87.0 No. 263, M.D.W.=93.8, O.M.C.=24.2%
484 250-6R 90.8 21.3 39.8 12.3 87.7
481 150-6L 86.2 23.5 38.7 12.1 88.7 38% hrs. sheepsfoot
482 150-6R 84.8 14.3 34.8 8.8 89.9 33' hrs. pneumatic
483 50-6R 87.7 19.4 34.6 9.5 .............Placed 6-18
480 50-6L 94.7 23.4 35.8 11.4 86.7 Compacted 6-20

&
1-3/2 ....... ...539 150-6L 94.8 24.4 ................................No. 263, M.D.W.=93.8, O.M.C.=24.2%
540 50-6R 89.7 22.7
541 50-6L 90.3 23.7 ............................... 1 hr. sheepsfoot
542 150-6R 93.0 25.0 ............................ .. 13/2 hr. pneumatic
543 250-6L 90.4 24.5 ............................... Placed 6-20
544 250-6R 93.8 24.4 ................................Compacted 6-23 and 6-30

.
3/2'-O ...... .2032 250-6R 84.8 22.5 36.1 9.6 91 No. 263, M.D.W.=93.8, O.M.C.=24.2%
2033 250-6L 91.7 24.8 34.8 8.4
2034 150-6L 87.7 26.1 36.3 9.4 ............. 1 hr. sheepsfoot-sections C D (2 covers)
2035 150-6R 85.9 24.0 36.5 9.0 ............. 1 3 hrs. pneumatic-sections C&D (2 covers)
2036 50-6R 86.5 23.6 ................................ Placed 6-30

.
Compacted 7-29
2037 50-6L 83.8 22.6 ............................ .. 1st lift of gravel spread 7-30
1-3/2 ....... ..
516 150-6R . .................... 35.5 7.2 84.9
517 50-6R ..................... 33.3 9.3 88.7
518 50-6L ..................... 37.2 9.1 88.0
519 150-6L ...................... 40.1 13.8 88.7
520 250-6L ...................... 38.9 11.4

.
521 250-6R ................. 38.6 9.4 86.5
2-3/2 ....... 351 2506L ................... 37.2 12.2 85.0

..
352 250-6R ................... 32.5 6.1 79.2

..
TABLE C-5
CONSTRUCTION AND SOIL BASIC DATA-SECTION D
Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2'. 342 150-0 89.0 25.5 ..............................No. 263, M.D.W;93.8, O.M.C.24.2%

.
343 160-0 88.2 24.5 ............................
340 160-0 90.6 24.4
341 . 50-0 86.5 . 28.1 ............................. hrs. sheepsfoot (4 covers)
338 50-0 78.6 29.2 .............................19, hr. pneumatic (4 covers)
339 150-0 83.7 26.6 ......... ...................Compacted 6-10
13/2'-l'. 359 50-6L 87.0 23.4 .............................No. 263, M.D.W.=93.8, O.M.C.=24.2%
360 50-6R 80.6 14.6
362 150-6L 86.3 24.8 ..............................1 hr. sheepsfoot
361 150-6R 88.7 25.5 ..............................1 hr. pneumatic

.
364 250-6L 91.7 26.7 ......................Placed 6-10
363 250-6R 89.0 27.2 .............................Compacted 6-11 and 6-12

&
472 50-6L 92.4 26.0 34.5 8.9 92.9 No; 535, M.D.W.=95.5, aM.C.=23.5%
473 50-6R 84.5 19..0 35.4 12.8

.
471 150-6L 90.7 20.9 35.9 12.1 90.6 33 hrs. sheepsfoot

.
470 1506R 91.7 26.5 40.5 13.1 87.5 33z hrs. pneumatic
469 250-6L 89.3 24.0 39.1 13.6 86.6 Placed 6-12

.
468 250-6R 94.4 25.8 38.4 12.7 87.3 Compacted 6-18 and 6-19
3/2'-O ...... .2026 250-6L 96.7 22.5 90.1 No. 535, M:D.W.=95.5, O.M.C.23.5%
2027 250-6R 92.1 22.0 36.3 10.0 89
2028 150-6R 93.0 27.8 35.9 8.5 .........1
........ hr. sheepsfoot sections C D
2029 150-6L 85.7 25.4 . 13'. hr. pneumatic sections C & D
Placed 6-20 and 6-21
2030 50-6L 83.7 23.7 Compacted 7-29
2031 50-6R 83.7 19.1 1st lift of gravel spread 7-30
13/2'-l'. . 346 250-6R .....................37.1 11.1 85.7
348 150-6R ......................35.6 10.8 83.6
349 50-6R .....................34.8 . 9.6 77.8
345 250-6L .....................36.4 11.3 88.5
347 150-6L .....................38.1 11.1 85.3
350 50-6L ....................39.0 12.3 84.0
 THE WASHO ROAD TEST, PART ONE
60

TABLE C-6
CoNsTRuc'rIoN AND SOIL BASIC DATA-SECTION E

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2'. ... 404

405
402
50-6L
50-6R
150-6L
88.5
85.3
83.1
23.7 .............................No. 534, M.D.W.=93.4, O.M.C.=25.2%
22.1
24.3
40.7
37.4
14.7
9.6
87.3
84.7 13/ hrs. sheepsfoot includesSeC t V.
403 150-6R 85.1 23.9 37.5 12.0 82.8 1 hr. pneumatic
401 250-6L 82.8 22.4 36.8 10.0 89.3 Compacted 6-14
84.8 22.1
1Y2'l'. . .. 400
439
438
441
250-4R
50-6L
50-6R
150-6L
91.1
92.4
92.4
23.6 ..............................No. 535, M.D.W.95.5, O.M.C.23.5%
19.6
23.7 34.9 10.3 87.7 33/i hrs. sheepsfoot includesV.
ec
440 150-6R 96.2 22.1 .............................3 hrs. pneumatic
442 250-6L 92.0 21.5 .............................Placed 6-16
443 250-6R 93.5 25.1 : ..............................Compacted 6-17
1'-3/2' 489 50-6L 92.8 22.8 34.0 9.2 88.3 No. 535, M.D.W.=95.5, O.M.C.=23.5%
486 50-6R 93.2 22.8 36.9 10.1 89.0
488 150-6L 91.7 23.5 39.0 5.6 89.5 334 hrs. sheepsfoot includes Sect V.
487 150-6R 94.5 21.7 35.4 11.0 85.9 3hrs. pneumatic
491 250-6L 91.6 24.3 34.6 5.4 ......... Placed 6-18 and 6-19
490 250-6R 941 25.7 34.0 7.5 87.9 Compacted 6-20
3'2'-0 ...... .. 2003 150-6L 85.5 22.6 ................................ No. 535, M.D.W.=95.5, O.M.C.=23.5%
2004 250-6L 89.8 25.2

.
2005 250-6R 90.1 25.0 ............................ 2 covers sheepsfoot
2006 150-6R 82.6 30.6 ............................. 2 covers pneumatic
2007 50-6R 90.7
Placed 6-21
.
24.5 ............................. Compacted 7-26 and 7-28
26.1 ............................ 1st lift of gravel spread 7-29
Y2'-O ...... . 2008
801
992
989
50-6L
150-6R
50-6R
250-6R
88.3
...................
...................
...................
37.2
35.0
38.2
8.9
10.4
11.4
988 150-6L ................... 37.3 13.7 91

TABLE C-7
CONSTRUCTION AND SOIL BASIC DATA-SECTION F

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pct. P. 200 Remarks

2'-13/2'. . .. 386
387
388
300-6L
200-6R
150-6L
84.8
82.2
88.0
24.2 .....................No. 534, M.D:W.=93.4, O.M.C.25.2%
23.7 37.4 10.9 ..........Compacted 6-14
23.7 .....................2 hrs. sheepsfoot includes Sec t .
395 150-6R 88.7 23.4 38.8 12.2 83.4 234 hrs. pneumatic
394 50-6L 85.7 24.4
389 50-4R 83.1 25.4
13/2'-i'.... 421
422
423
415
250-0
150-6L
50-6R
250-6L
88.6
88.4
85.7
85.3
. 23.8 .35.2 11.2 87.2 No. 535, M.D.W.=95.5, O.M.C.=23.5%
21.7 ....................Placed 6-16, compacted 6-16
18.1 ....................134 hrs. sheepsfoot
17.5 34.6 8.9 84.7 includes Sec t W.
334 hrs. pneumatic ç inc
412
414.
413 .
416
25D-6R
150-6L
150-6R
50-6L
84.2
85.6
88.3
92.5
18.7
18.1
23.6
20.7
33.8
37.5
35.1
8.3
11.7
9.1
.
85.8
88.8
78.3
417
463
462
461
. 50-6R.
50-6L
50-6R
150-6L
83.7
95.3
92.5
85.8
15.8
23.2
19.0
19.5
33.0 5.7
37.1
32.7
35.3
85.3
10.1
9.7
10.4
86.7
86.0
No. 535, M.D.W.=95.5, O.M.C.23.5%
Placed 6-17, compacted 6-18
534 hrs. sheepsfoot includes Se C
460
459
458
2083
150-6R
250-6L
250-6R
50-6L 87.8
91.2
91.2
92.7
21.1
21.6
21.6 . 36.5
34.4
37.1
10.9
10.7
10.6
89.1
87.2
88.6
17.9 ....................No. 535, M.D.W.=95.5, O.M.C. =23.5%
6 hrs pneumatic ç

. ..
2084 50-6R 83.5 17.7 33.4 7.9 91 Placed 6-20, compacted 7-30
.2085
2086
2087
2088
800
150-6L
150-6R
5076L
50-6R
.
82.8
97.2
92:1
88.0
22.5 ....................2 covers sheepsfoot
22.9 35.3 9.3
24.0....................
22.1 ...................
150-6R ................... 34.9 10.3 80.0
1 ,l
2 covers pneumatic ç incu es c W.
1st lift of gravel spread 7-31
 APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 61

15 Plasticity Index Profile Along Median by WASHO Laboratory

10

.15

A to

-- __
IS
-- -.!mmnm
to
5

0
104 106 108 ItO 112 114 116 118 120
Station

Figure C-4. Tandem-axle loop.

TABLE C-S
CONSTRUCTION AND SOIL BASIC DATA-SECTION G
Lilt Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-1 3/2'. ... 375 250-611 84.6 30.3 . ..............................No. 344, M.D.W.=91.7,. O.M.C.=25.O%
376
377
250-6L 84.6 28.7 ............................... .
150-6R 84.6 29.5 ..............................23/i hrs. sheepsfoot
378 150-6L 84.0 29.6 ................................3 hrs. pneumatic
379 50-6R 88.7 24.8 ................................Compacted 6-13
380 50-6L 90.8 26.7
13/2'-l'. ... 408
409
250-6R
250-6L
84.5 22.2 37.3 10.1 85.7 No. 344, M.D.W. =91.7, O.M.C. =25.0%
88.1 21.8 35.5 8.9 80.8
407 150-6R 88.4 24.4 37.5 11.2 86.5 1% hrs. sheepsfoot
410 150-6L 83.0 23.8 38.0 11.0 83.1 23/i hrs. pneumatic
406 50-6R 85.8 23.0 39.4 12.2 86.7 Placed 6-14.
411 50-6L 81.8 24.1 37.2 11.1 81.7 Compacted 6-16
. .• 457 50-6R 89.7 24.1 35.8, 10.9 84.1 No. 264, M.D.W=94.5, O.M.C.=24.4%
452 50-6L 91.4 22.0 34.5 8.9 87.6
454 i50-6R 95.1 27.6 39.5. 13.0 89.1 3 hrs. sheepsfoot
•• 453
456
150-6L
250-6R
92.4
92.7
22.2
21.8
35.1
37.3
10.6
10.6
88.1
87.1
23/2 hrs. pneumatic
Placed 6-17 •
• 455 250-6L 92.8 20.1 39.1 11.4 86.6 Compacted 6-18
Y2'-O ...... . 2063 250-6L 87.3 • 30.4 .............................. No. 534, M.D.W. =93.4,O.M.C. =25.2%
2064 250-6R 92.6 26.9
2065 150-6L 91.0 27.0 36.2 9.7 91 2 covers sheepsfoot
2066 150-611 91.7 24.5 35.2 7.4 86.1 2 covers pneumatic
• 2067 .50-6L .86.1 23.7 ............................. Placed 6-20 and 6-21, compacted 7-29
2068 50-611 88.8 25.7 ............................ . 1st lift of gravel.spread n 7-31
62 THE WASHO ROAD TEST, PART ONE

TABLE C-9
CONSTRUCTION AND SOIL BASIC DATA-SECTION H

Lift Depth Sample No: Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2'. . . . 437 50-6L 91.0 27.2 ..............................No. 264, M.D.W.=94.5, O.M.C.=24.4%

435 150-6R 91.0 22.1
436 150-6L 89.3 22.0 36.3 ' 8.4 87.8 1.3. hrs. sheepsfoot
434 250-6R 85.0 25.9 ..............................2 hrs. pneumatic
433 250-6L 82.5 27.5 38;9 13.6 88.0 Compacted 6-17
478 50-6R 90.7 22.0 37.4 11.0 ............No. 264, M.D.W.=94.5, O.M.C.=24.4%
477 50-6L 91.4 24.0 37.8 11.8
476 150-6R 91.2 17.6 34.8. 9.5 81.2 3 hrs. sheepsfoot
475 150-6L 91.2 22.1 36.4 12.7 86.1 3 hrs. pneumatic
479 250-6R 95.5 16.6 34.2 7.2 86.0 Placed 6-18
474 250-6L. 93.2 21.8 34.0 8.4- 86.2 Compacted 6-19
527 50-6R 86.7 25.9 ................ 87.5 No. 264, M.D.W.=94.5, O.M.C.=24.4%
526 50-6L 93.7 24.6 36.0 12.9 87.1
522 150-6R 88.9 20.8 38.0 13.5 89.0 2/ hrs. sheepsfoot
525 150-6L 85.5 30.4 ................................2% hrs. pneumatic
523 250-6R . 92.6 23.6 34.1 12.3 ............Placed 6-20
524 250-6L 900 27.2 36.3 11.1 83.7 Compacted.6-23
2057 250-6R 85.4 26.5 ................................No. 163, M.D.W.=92.1, O.M.C.26.2%
2058 250-6L 87.4 25.3
2059 150-6L 86.2 23.6 ................................2 covers sheepsfoot
.2060 1506R 83.5 23.9 .............................. 2 coyers pneumatic
2061 50-6L 83.3 24.8 38.2 11.0 92
2062 50-6R 86.3 30.2 37.7 10.0 .......... 1st lift of gravel spread on 7-31
Placed 6-30
Compacted 7L29

TABLE C-10
CONSTRUCTION AND SOIL BASIC DATA-SECTION J

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2'. . 0 559 150-6R 91.0 21.8 33.8 8.8 .............No. 263, M.D.W.=93.8, O.M.C.=24.2%
560 50-6R 91.6 23.8
561 50-6L. 92.6 25.0 ....................3 hrs. sheepsfqot
562 150-6L 96.0 22;5 31.6 5.8 ...............23/i hrs. pneumatic
563 250-6L 95.0 . 21.7 ......................Compacted 6-20
564 250-6R 92.5 - 23.1
1'-1'. . . . 584 150-6R 88.4 23.3 83.9 8.0 ..............No. 163, M.D.W.=92.1, OM.C.=26.2%
585 250-6R 87.5. 25.6 36.2 11.3
586 250-6L 91.8 25.9 ......................13 hrs. sheepsfoot
58.7 150-6L 88.0 22.6 33.8 7.2 ................1( hrs. pneumatic
588 50-6L 93.8 22.6 32.5 5.7 ...............Placed 6-30
589 50-6R . 91.7 23.8 ..........
30.9 ............Compacted.7-1
619 25o6R . 88.3 21.9 .....................No. 263, M.D.W.=93.8, O.M.C.=24.2%
620 150-6R 93.5 20.8 33.2' 7.1 :...........
621 150-6L 92.0 24.2 ......................19 hrs. sheepsfoot
622 250-6L 91.2 25.8 34.7 8.0 89 13/i hrs. pneumatic
623 50-6L 92.8 24.2 .......................Placed 7-1 and 2
624 50-6R 94.4 19.2 . 6.4 .. Compacted 7-2
3'2'-0 ...... .. 2069 50-6R 88.8 24.8 .....................No. 163, M.D.W.=92.1, O.M.C.=26.1%
2070 50-6L 86.8 20.0 . . . : ..............-.
2071 150-6L 85.5 24.6 ....................2 covers sheepsfoot
2072 150-6R 87.2 25.6 ................... 2 covers, pneumatic
2073 250-6R 90.0 24.4 34.3 . 7.5 90 Placed 7-3 and 7
2074 250-6L 89.7 23.5 34.9 7.9 84.0 Compacted- 7-29
2'-1'. . . . 500 . 150-6L ..........34.0 9.1 89
499 150-6R ..........36.1 10.2. . 90
 APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 63

TABLE C-li
CONSTRUCTION AND SOIL BASIC DATA-SECTION K
Lift Depth Sample No. Coordinates I Density M.C. L.L. P.1. Pctg. P. 200 Remarks

21-13/2', 590 150-6R 87.7 20.1 34.5 6.5 55 No. 263, M.D.W. =93.8, O.M.C. =24.2%
591 50-6L, 95.3 22.2 34.1 7.3
592 50-611 82.9 23.7 ................................3/ hr. sheepsfoot
593 150-6L 87.6 29.8 ...............................1 hr. pneumatic includes Sect Z.
594 .250-6L 90.6 24.0 ................Placed 6-21, compacted 6_23*
..................
595 250-6R 88.4 23.2 ...............................*6-236-30 rain and wet grade
r3'-1'. . . . 642 150-6R 99.6 21.0 . ..............................No. 264, M.D.W.=94.5, O.M.C.=24.4%
-' 643 150-6L 92.6 25.9
644 250-6R 90.6 23.6 33.5 8.4 ............ 13/i hrs. sheepsfoot
645 250-6L . 90.0 23.8 .......................... 13 hrs. pneumatic includes Sect Z.
650 0-6L . 93.0 25.5 32.7 6.0 ...........Placed 7-2
651 0-0 95.5 21.8 ...............................Compacted 7-7
652 0-6R 95.4 23.2
653 . -6-6R 96.4 20.8
654 -6-0 97.3 20.2
655 -6-6L 90.9 27.9
656 . -12-6L 91.3 25.4 .............................
657 -12-0 97.0 22.7 ...............................
658 -12-6R 99.3 20.2
1'-3/2' 659 150-6R 85.4 21.2 ...............................No. 263, M.D.W. =93.8; O.M.C. =24.2%
660 150-6L 89.8 18.8
661 250-6L 81.2 20.9 35.5 10.4 .......... . 1% hrs. sheepsfoot
662 250-6R 83.8 27.1 34.5 8.8 90 13. hrs. pneumatic includes Sect Z.
667 0-6L 83.0 23.4 .......................84.9 Placed 7-7
668 0-0 87.3 22.1 .....................
...............Compacted 7-8
669 0-6R 81.4 21.3 35.8 13.3 82.7
670 . -6-6R, 86.8 25.8
671 -6-0 83.7 19.3 . ........................
672 -6-6L 79.2 18.4
673 -12-6L 79.1 17.7
674 -12-0 85.4 22.1
675 -12-6R 88.2 25.1
2009 150-6L 89.7 23.4 .................................No. 163,. M.D.W. =92.1, O.M.C. =26.2%
2010 150-6R 87.5 29.1 35.6 8.4
2011 250-6R 87.0 28.1 .................................2 covers sheepofoot
2012 250-6L 83.9 30.4 35.0 9.4 ..............2 covers, pneumatic
2017 0-3R 90.3 24.8 .................................Placed 7-8
2018 0-9R 87.2 22.0 33.4 8.0 .............Compacted 7-28
2019 0-6L 84.4 25.2
2020 -6-6L
2021 -6-3R 88.0 25.4
2022 -6--9R 88.3 24.1
2023 -12-9R 89.2 24.0 ....................................
2024 -12-3R 87.0 23.3
2025 -12-6L 81.6 24.4 ............................ 1st lift of gravel spread 7-29
 THE WASHO ROAD TEST, PART ONE
64

TABLE C-12

..
CONsTRuCTIoN AND SOIL BASIC DATA-SECTION L

Coordinates Density M:C. L.L. P.2. Pctg. P. 200 Remarks

Lift Depth SaispIe No.

..
2506L. 82.7 25.7 .. No. 764, M.D.W.=97.8, O.M.C.=22.7%
2'1Y2'. 902
903 250-6R 79.4 23.4
904 150-6R 91.5 23.6 35.0 9.1 88.7 3 covers, sheepsfoot
- 905 150-6L 86.4 25.6 35.0 9.0 .78 3 covers, pneumatic
906 506R 88;1 25.1 .. Compacted 7-22
907 50-6L 91.4 25.1
925 1506R 855 20.6 .. No. 764, M.DW.=97.8, O.M.C.=22.7%
928 150-6L 94.4 22.0
926 50-6L 85.5 21.9 ... 3 covers, sheepsfoot
927 50-6R 94.1 24.1 32.9 3 covers, pneumatic
8.4 ...
930 300-6R 93.6 21.8 .... Placed 7723
932 .300-6L 91.0 20.9 ... Compacted 7-24
931 300-0 97.8 20.1
.933 306-6L 95 1 21.1
934 306-0 95.4 20.0
935 306-6R 91.8 23.3
936 312-6R 90.9 11.1
937 312-0 100.6 13.5
938 312-6L 94.3 20.4

.
939 150-6L 91.0 27.0 35.0 9.7 No. 764, MD.W.=97.8, OM.C.22.7%
942 150-6R 85.1 19.7
940 50-6R 86.9 18.6 36.5 10.0 3 covers, sheepsfoot
941 50-6L 93.9 24.8 .............. 3 covers, pneumatic
943 3006R 82.8 18.2 ...............Placed 7-24
944 300-0 84.0 20.0 ...............Compacted 7-24
945 300-6L 81.5 19.7 33.7 7.7 87.5
946 306-6L 83.9 21.2
947 306-0. 82.7 18.2
948 306-6R 83.2 18.7
312-6R 82.6 17.9

.
949
950 312-0 86.6 21.0
951 312-6L 85.2 23.4 .................. ....

3/2'-O' ...... 2131 150-6R 84.2 21.9 ...................... No. 764, M.D.W.97.4, O.M.C.22.7%
2132 150-6L 82.5 21.2
2133 50-6R 85.5 20.8 35.5 8.7 2 covers sheepsfoot

. . .
2134 50-6L 86.3 15.9 .....................2 covers, pneumatic
2135 300-9L 89.1 19.7 ....................Placed 7-24
2136 300-3L 81.8 18.9 ....................Compacted. 8-1
2137 300-6R 89.7 19.4 34.2 9.1 88.d
2138 306-6R 90.6 15.6
2139 306-3L 83.1 18.6 .......................

2140 306-9L 97.8 17.8

2141 312-9L 96.6 17.9
2142 312-3L 97.2 15.0 ......................
2143. 3126R 86.4 22.0 .....................1st lift of gravel spread 8-2
 ...
APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 65

TABLE C-13
CONSTRUCTION AND SOIL BASIC DATA-SECTION M
Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2'. . 878 150-6L 84.1 23.0 41.0 14.6 94.6 No. 764, M.D.W.=97.8, O.M.C;=22.7%
881 150-6R 87.1 21.4 31.4 6.7
879 250-611 86.6 23.8 ...............................3 covers with sheepsfoot
880 2506L 90.2 25.0 ...............................3 covers with pneumatic
882 50-6R 80.1 24.8 ..............................Compacted 7-22
883 50-6L 85.0 24.2
13'2'-1'. . . . 896 150-6L 91.1 22.5 38.0 12.9 ............No. 764, M.D.W.=97.8, O.M.C.=22.7%
899 150-6R 88.6 24.6 34.0 9.0 90.7
897 250-6W 91.9 22.4 ........... 3 covers sheepsfoot
898 250-6L 85.0 22.9 ........... 3 covers pneumatic
900 50-6R 90.2 25.4 37.8 12.0 .............Placed 7-22
901 506L 93.5 21.1 .......... Compacted 7-22
1'-3/2' ....... 919 150-6L 92.0 27.2 .......... No. 764k M.D.W. =97.8, O.M.C. =22.7%
922 150-6R 89.6 23.9
920 250-6R 84.3 23.3 36.5 10.7 92.7 3 covers sheepsfoot
921 250-6L 87.5 21.5 3 covers pneumatic
923 506R 90.9 19.8 Placed 7-23
924 . 506L 89.7 19.4 ... Compacted 7-23
2125 250-6R 91.1 22.7 No. 764, M.D.W.=97.8, O.M.C.=22.7%
2126 250-6L 90.4 22.9 36.2 11.8 92.4
2127 150-6R 80.2 23.3 .... 2 covers sheepsfoot
2128 150-6L 91.9 22.3 .... 2 covers pneumatic
2129 50-6R
2130 . 50-6L 88.7 13.6 34.6 11.1 .......... 1st lift of gravel spread 8-2
Placed 7-24
Compacted 8-1

TABLE C-14
CONSTRUCTION AND SOIL BASIC DATA-SECTION N.

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

2'-13/2 '.... 872 150-611 84.7 25.8 35.8 9.6 ............No. 764, M.D.W.=97.8,. O.M.C.=22.7%
875 150-6L 82.6 18.2 35.0 9.4 89.6
873 50-61, .85.5 22.3 ................ ...............4 covers sheepsfoot
874 50-6R 94.9 . 20.7 .............................3 covers pneumatic
876 250-6R 86.5 20.2
877 250-6L 84.1 16.9 ....................... . .....
134'-l'. . . . 890 150-6R 94.6 18.1 29.6 6.2 .............No. 764, M.D.W.=97.8, O.M.C.=22.7%
893 150-6L .89.6 17.6 31.2 7.1
891 250-6L 89.7 14.0 ................................4 covers sheepsfoot
892 250-6R 94.0 9.6 35.7 8.0 ......... 3 covers pneumatic
894 50-6L 84.6 18.1 37.9 9.1
895 50-6R 88.6 15.1
1'-y2' 913 150-6R 84.0 19.5 ................................No. 764, M.D.W.=97.8, .O.M.C.=22.7%
916 150-6L 81.6 15.8
914 250-6L 88.5 18.8 32.9 7.4 88.6 3 covers sheepsfoot
915 250-6R 91.7 16.7 32.7 7.0 91 3 covers pneumatic
917 50-6R 89.0 22.6
918 50-6L 89.2 22.9
2119 250-6R 89.9 23.5 ................................No. 764, M.D.W.=97.8, O.M.C.=22.7%
2120 250-6L 88.4 23.1
2121 150-6L 86.3 22.2 32.0 6.5 ............. 2 covers sheepsfoot
2122 150-6R 85.6 20.8 32.9 9.9 ............. 2 covers pneumatic
2123 50-6L 86..2 26.9 ............................................
I

2124 50-6R 91.8 21.6 ................................. 1st lift of gravel spread 8-2
66

.. .
THE WASHO ROAD TEST, PART ONE

.
CONSTRUCTION AND
TABLE C-15
SOIL BASIC DATA-SECTION 0

.
Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

.
848 150-6R 84.4 22.3 36.8 11.1 93.2 No. 257, M.D.W. =96.9, 0.M.C. =23.0%

..
2'-13/2'.
853 150-6L 82.8 20.6 35.2 9.2 90
849 50-6L 76.6 20.8 . 4 covers sheepsfoot
850 50-6R 86.1 20.1 4 covers pneumatic
851 250-6R 85.2 16.9 . Placed 7-17
852 250-6L 89.6 22.8 . Compacted 7-18

1 j/2'-l'. 866 150-6R 93.7 22.1.. No. 765, M.D.W. =99.0, O.M.C. =21.0%
869 150-6L 85.6 19.3 35.9 9.1
867 2506L 89.2 23.7 . 3 covers sheepsfoot
868 250-6R 90.4 22.0 37.0 10.8 89.1 3 covers pneumatic

.
870 50-6L 95.4 25.2 Placed 7-18
871 50-6R 96.0 24.3 Compacted 7-21
.

i'-y2': 884 150-6L 90.0 29.1 36.1 11.9 93.0 No. 765, M.D.W. =99.0, O.M.C. =21.0%
887 150-6R 90.8 21.8 39.0 13.4
885 50-6R 87.3 19.9 . 3 covers sheepsfoot
886 50-6L 86.6 17.6 3 covers pneumatic
888 250-6R 91.3 23.1 Placed 7-22
........
889 250-6L 87.9 20.8 Compacted 7-22

3/2'-O' ...... 2144 250-6L 88.4 27.7 . No. 257, M.D.W. =96.9, O.M.C. =23.0%
2145 250-6R 88.4 26.8

..
2146 150-6L 92.3 25.4 2 covers sheepsfoot
2147 150-6R 85.6 21.9 3 covers pneumatic
2148 50-6L 84.3 21.7 38.5 13.3
2149 50-6R 85.9 20.4 1st lift of gtavel spread 8-4
2117 50-6L ...................38.3 13.3 94.9 Placed 7-23
2118 50-6R ...................38.4 12.2 Compacted 7-31
2114 250-6R ...................36.7 14.4

=
TABLE C-16
CONSTRUCTION AND SOIL BASIC DATA-SECTION P

Lift Depth Sample No: Coordinates Density M.C. L.L. F.I. Pctg. P. 200 Remarks

2'-1y2'. 826 150-6R 84.3 24.5 35.2 10.6 ......... No. 536, M.D.W.=96.2, 0.M.C.=23.8%
829 150-6L 93.0 23.4 33.4 7.4 89.8

.
827 240-6L 93.9 24.0 .......................... 4 covers sheepsfoot
828 240-6R 95.1 22.4 .......................... 3 covers pneumatic
831 50-6L 86.2 21.4 ............................Compacted 7-17
832 50-6R 82.5 19.4
13,'-1'. 842 150-6R 87.5 23.9 37.4 10.4 94 No. 536, M.D.W. =96.2, 0.M.C. 23.8%
845 150-6L 91.5 23.5 35.0 11.0 90.4
843 240-6L 86.9 24.6 ........................... 3 covers sheepsfoot.
844 240-6R 82.1 18.6 34.8 9.2 ......... 3 covers pneumatic
846' 50-6L 85.0 18.0 ............................ Placed 7-17
847 50-6R 91.4 19.6 .............................Compacted 7718
i'-y2' 854 150-6R 85.0 21.6 35.1 12.7 . ........ No. 536, M.D.W. =96.2, 0.M.C. =23.8%
857 150-6L 90.0 25.7 35.4 10.0 92.1
855 250-6L 84.4 28.6 ............................. 4 covers sheepsfoot
856 250-6R 90.6 23.0 .............................. 3 covers pneumatic
858 50-6L 84.9 25.3 .............................. Placed 7-18
859 50-6R 84.4 26.0 .................. ......... Compacted 7-19
975 50-6R 90.1 17.7 .............................. No. 536, M.D.W. =96.2, 0.M.C. =23.8%
976 150-6L 86.2. 21.9 36.5 12.3 93.6
977 250-6R 88.7 23.6 .......................... 3 covers sheepsfoot
978 250-6L 86.3 26.8 ......................... 2 covers pneumatic
979 150-6R 88.7 22.5
980 50-6L 84.7 20.9 34.8 9.5 67 1st lift of gravel spread on 7-29
Placed 7-19and 21
Compacted 7-25
 APPENDIX C: CONTROL, AND INSPECTION OF SUBGRADE CONSTRUCTION 67

TABLE C-17
CONSTRUCTION AND SOIL BASIC DATA-SECTION Q

LIII Depth Sample No. Coordinates Density M.C. L.L. P.T. Pctg. P. 200 Remarks

2'-13/2'. . . . 820 150-61, 87.5 20.0 35.3 11.1 83.7 No. 536, M.D.W.=96.2, O.M.C.=23.8%
823 150-611 88.4 18.9 37.1 8.1
821 250-6R 94.4 23.6
822 250-61, 90.8 18.5 ..............................4 covers sheepsfoot
824 70-6R 93.0 19.3 ............................3 covers pneumatic
825 70-6L 93.2 22.6 ............................Compacted 7-16
13/z'-l'. . . . 833 150-6R 87.0 18.2 .........................No. 536, M.D.W.=96.2, O.M.C.=23.8%
836 150-6L 87.4 17.7
834 50-6L 86.5 18.4 34.1 7.7 76.8
835 50-6R 89.9 20.1 35.4 9.0 ...........4 covers sheepsfoot
837 250-6L 83.3 17.7 ............................3 covers pneumatic
838 250-6R 82.9 19.1 ............................Placed 7-17
Compacted 7-18
1'-3/2' 860 150-6R 97.3 22.9 ............................No. 536, M.D.W.=96.2, O.M.C.=23.8%
863 150-6L 88.1 20.9 32.7 6.5
861 250-6L 88.9 23.1 35.7 9.2
862 2506R 89.3 20.5 .............................4 covers sheepsfoot
864 50-6L 95.8 22.6 ............................3 covers pneumatic
865 50-6R 93.1 23.4 34.5 9.9 ............Placed 7-18
Compacted 7-21
3/2'-O' .......2098 250-6R 88.4 17.4 .............................No.536, M.D.W.=96.2, O.M.C.=23.8%
2099 150-6L 90.0 18.7
2100 . 50-6R 84.9 23.1 ............................ ..Compaction from equip, traffic
2101 50-6L 86.1 17.5 34.9 9.2 78 (Not scarified and compacted)
2102 150-6R 82.7 22.7
2103 250-6L 83.2 15.8 34.8 9.2 88.7 1st lift of gravel spread 8-2
Placed 7-21

TABLE C-18
CONSTRUCTION AND SOIL BASIC DATA-SECTION R
Lift Depth Sample No. Coordinates Density M.C. L.L. P.T. Pctg. P.200 Remarks

2'-fl/2 '. . . . 707 . 150-6R 83.1 16:6 36.8 6.6 91.7 No. 764, M.D.W. =97.8, O.M.C. =22.7%
708 250-6L 80.8 23.7
709 250-611 86.6 18.9
710 150-61, 81.4 21.3 35.9 7.6 ...........4 covers sheepsfoot
711 50-61, 87.2 22.9 .............................4 covers pneumatic
712 50-6R 83.6. 17.0 .............................Compacted 7-9
13/z'-l'. . . . 738 150-6R 83.7 26.7 35.8 11.4 93.1 No. 764, M.D.W. =97.8, O.M.C. =22.7%
739 250-6L 86.4 26.6
740 250-6R 84.8 26.8
741 150-6L 86.8 28.4 ...............................4 covers sheepsfoot
742 50-6L 83.8 28.5 ................................3 covers pneumatic
743 50-6R 84.7 29.6 36.7 10.7 58 Placed 7-10
Compacted 7-10
793 250-6L 94.0 20.8 ...............................No. 765, M.D.W.=99.0, O.M.C.=21.0%
794 250-6R 93.0 18.9 37.4 10.8 94.0
792 150-6R 81.3 21.0
795 150-6L 90.4 21.4 37.7 11.4 ...........4 covers sheepsfoot
796 50-6L 93.6 20.4 36.0 10.8 ...........3 covers pneumatic
797 50-6R 89.6 22.5 35.6 9.4 ...........Placed 7-12, compacted 7-15
3/2'-O' .......2104 50-6R 95.7 24.5 ..............................No. 536, M.D.W.=96.2, O.M.C.=23.8%
2105 150-6L 89.3 18.9 35.0 8.8 96 .
2106 250-6R ................................................Compaction from equipment traffic
2095 250-6L 90.7 21.9 ..............................(Not scarified and compacted)
2096 150-6R 87.9 22.8 36.9 10.7 . .........
2097 50-6L 87.8 22.5 ........................... ..1st lift of gravel spread 8-2
Placed 7-16
 .
68 THE WASHO ROAD TEST, PART ONE

TABLE C-19
CONSTRUCTION AND SOIL BASIC DATA-SECTION 5
L.L. Pctg. P. 200 Remarks

.
Lift Depth Sample No. Coordinates Densit M.C. P.I.

2'-13/2'. 701 150-6L 84.0 20.6 35.8 9.9 90.2 No. 766, M.D.W.=94.4, O.M.C.=24.6%
702 250-6R 92.5 20.0
703 250-6L 80.4 17.5 ..............................3 covers sheepsfoot
704 150-6R 91.2 18.9 29.1 5.6 67.1 4 covers pneumatic
705 50-6R 92.2 23.0 ............................. ...Compacted 7-9

...
706 50-6L 83.7 17.7

13/2'-l'.... 732 250-6R 89.7 18.1 ................................No. 766, M.D.W.=94.4, O.M.C.=24.6%

733 150-6L 92.4 . 21.2
734 150-6R 87.5 21.2 34.7 8.4
735 250-6L 93.9 23.5 33.3 8.3 ........... 4 covers sheepsfoot

.
736 50-6L 80.8 25.1 35.0 9.2 90.3 4 covers pneumatic
737 50-6R 85.2 21.2 35.1 14.4 ............Placed 7-10, compacted 7-10
1'-3/' 790 50-6L 88.7 20.0 37.2 11.2 ........... No. 764, M.D.W.=97.8, O.M.C.=22.7%
791 50-6R 93.9 20.0 36.9 12.0 91.4
787 250-6L 93.9 17.1
788 250-6L 89.9 16.8 36.9 12.6 ........ 4 covers sheepsfoot
786 150-6R 94.5 23.2 ................................ 3 covers pneumatic
789 150-6L 85.7 20.8 ............................... Placed 7-10, compacted 7-15
:. 2092 250-6R 84.2 19.7 ............................... No. 765, M.D.W.=99.0, O.M.C.=21.0%
2093 150-6L 92.6 20.6
2094 50-6R 92.8 22.9 . .............................. Compaction from'equipment traffic

•.
2107 50-6L 95.0 21.8 36.0 11.0 ........... (Not scarified and compacted.)
2108 150-6R . 92.5 24.2 .................. ............ 1st lift of gravelspread on 8-2
2109 250-6R ...................... 35.4 8.4 90.0 Placed 7-16

.
1'-Y2' ..... 778 50-6R ...................... 37.0 10.7 ...........
776 150-6L ..................... 37.0 10.7 67
777 50-6L .................... 36.2 11.6 92.4

TABLE C-20
CONSTRUCTION AND SOIL BASIC DATA-SECTION T

.
Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. I Pctg. P.200 Remarks

2'-1Y2'. 695 150-6R 94.3 20.1 32.2 7.4 84.3 No. 256, M.D.W..=103.5,O.M.C.=19.4%
696 150-6L 97.6 16.4 30.8 5.6 65
697 250-6R • 86.8 16.3
698 250-6L . 940 18.0 4 covers sheepsfoot

..
.
699 50-6R 90.7 19.2 . 4 covers pneumatic
700 : 50-6L 82.0 14.0 . Compacted7-9
726 150-6R 96.9 20.3 No. 764, M.D.W.=97.8, O.M.C.=22.7%

.
.
727 • 250-6L 93.2 25.8
728 250-6R 97.5 22.3 34.6 11.1

.
729 150-6L, 91.5 24.0 4 covers sheepsfoot

.
730 50-6L 90.9 24.0 34.9 8.5..4 covers pneumatic
731 50-6R 90.3 18.5 . Placed 7-9, compacted 7-10
767 150-6R 88.4 25.7 38.4 15.7 93.1 No 766, M.D.W.=94.4, O.M.C.=24.6%
770 150-6L 85.1 29.6 ..
768 250-6L 92.6 26.5 37.5 11.0 58
769 250-6R 84.6 25.2 36.0 10.8 93.6 4 covers sheepsfoot
771 50-6L 89.4 22.0 33.3 6.8 89.3 3 covers pneumatic
772 50-6R 81.5 25.4 . Placed 7-10, compacted 7-14

2089 250-6R 92.9 20.3 No. 764, M.D.W.=97.8, O.M.C.=22.7%

2090 150-6L 96.8 21.1 S

2091 50-6R 94.0 19.8 36.3 10.1 91.6 Compaction from equipment.traffic
2110 50-6L 87.4 22.6 (Not scarifiedand compacted)
2111 150-6R 922 18.4 1st lift of gravel spread on 8-2
5

2112 250-6L 97.2 13.4 33.3 7.0 76 Placed 7-14

 APPENDIX C: CONTROL AND INSPECTION OF SUBGRADE CONSTRUCTION 69

TABLE C-21
C0NsT1UJcTION AND SOIL BASIC DATA-SECTION U

Lilt Depth I Sample No. I Coordinates I Density I M.C. I L.L. I P.I. I Pctg. P. 200 Remarks

2'-13/z'. 0 682 150-6R 97.5 16.6 30.5 7.6 No. 256, M.D.W =103.5, O.M.C. =19.4%
683 150-6L 91.7 16.8 30.6 5.1 84.9
684 250-6L 93.8 16.7 4 covers sheepsfoot
685 250-6R 92.2 15.6 4 covers pneumatic
686 0-6L 96.0 18.0 Compacted 7-9
687 0-0 94.7 19.8
688 0-6R 87.5 27.4
689 -6-6R 94.0 19.9
690 - 6-0 93.5 18.7
691 - 6-6L 92.8 18.0
692 -12-6L 93.7 18.9
693 -12-0 90.0 20.4
694 T126R 85.5 23.3
1y2'-l'- 713 150-6R 86.5 24.2 No. 766, M.D.W. = 94.4, O.M.C. = 24.6%
714 250-6L 87.8 20.9 31.5 7.7 90.6
715 250-6R 85.4 18.8 31.5 7.1 4 covers sheepsfoot
716 150-6L 81.2 20.3 36.1 10.3 3 covers pneumatic
717 0-6L 86.2 25.4 Placed 7-9
718 0-0 90.5 26.9 Compacted 7-40
719 0-6R 93.6 25.6 35.0 .7.5
720 -6-6R 88.2 27.4
721 - 6-0 87.7 29.8
722 - 6-6L
723 -12-6L 91.7 27.7
724 -12-0 88.4 30.4
725 -12-6R 88.8 28.2
744 150-6R 81.4 27.2 35.6 10.9 No. 766, M.D.W. = 94.4, O.M.C. =24.6%
745 250-6L 88.5 19.3. 34.1 9.4
746 250-6R 84.2 24.2 36.1 9.4 91.5 *Sarnples 744-749 taken 7-10
747 150-6L 87.6 20.2 36.2 10.6 89.1 Rain 7-11
748 50-6R 89.8 23.6 Samples 750-758 taken 7-12
749 50-6L 81.0 24.0
750 0-6L 90.3 27.3 4 covers sheepsfoot
751 0-0 87.3 25.2 3 covers pneumatic
752 0-6R 87.4 28.2 Placed 7-10
753 - 6-6R 90.0 27.9 Compacted 7-10
754 - 6-0 85.0 26.4 39.3 1 13.5 95.8
755 - 6-6L 26.8
756 -12-6L 90.2 26.9.
757 -12-0 83.6 27.4
758 -12-6R 86.4 29.1
3/2'-0' ..... 957 150-6R 92.9 21.2 No. 764, M.D.W. = 97.8, O.M.C. = 22.7%
958 150-61, 92.0 21.0 31.9 8.1 86.2
959 250-6L 93.3 24.4 3 covers sheepsfoot
960 250-6R 84.4 25.6 3 covers pneumatic
961 0-6L 98.1 23.2 33.0 8.0 Placed 7-14
962 0-0 88.9 25.3 Compacted 7-25
963 0-6R 91.6 24.2
964 -6-6R 94.6 •. 24.3
965 - 6-0 93.0, 25.0
966 -6-6L 91.4 27.2
967 -12-6L 95.7 24.8
968 -12-0 95.5 26.3
969 -12-6R 96.2 25.8 1st lift of gravel spread 7-28
983 150-6R 31.9 7.2 87.1
 70 THE WASHO ROAD TEST, PART ONE

TABLE C-22
CONSTRUCTION AND SOIL BASIC DATA-SECTIONS V AND W

Lift Depth Sample No. Coordinates Density M.C. L.L. P.I. Pctg. P. 200 Remarks

Section V:
2'-13/2'. : . . 397 150-6L 80.2 19.3 ........................... Material and compaction same as for 2'-13''
396 150-6R 79.0 26.0 .............................lift in Section E.
398 50-6L 86.8 23.4
399 50-6R 84.3 24.9

13'-1'.... 447 150-6L 83.8 19.5 ............................ Material and compaction same as for 13''-i'
446 .150-6R 89.2 23.2 36.7 8.5 85.8 lift in Section E.
445 50-6L 89.3 18.6
444 50-6R 94.2 22.9 . .. .......................
495 150-6L 85.3 21.2 35.0 10.0 ........... Material and compaction same as for 1'-3/2'
494 150-6R 85.5 19.9 35.1 9.0 66 lift in Section E.
492 50-6L 93.3 22.9 34.3 9.5 86.8
493 50-6R 91.7 24.6 34.5 9.0 87.8
3/2'-O' ...... 2075 125-6L 85.5 20.0 35.7 9.4 ............ No. 535, M.D.W.=95.5, O.M.C.=23.5%
2076 125-6R 87.9 20.5 .• ............................. 2 covers sheepsfoot
2077 25-6R 89.5 21.5 34.3 9.1 ............. 2 covers pneumatic
2078 25-6L 85.7 25.0 36.3 9.4 65 1st lift of gravel spread 8-9
Section W:
2'-1Y2'. . . . 390 125-6L 85.9 18.0 ................................. No. 534, M.D.W. =93.4, O.M.C. =25.2%
391 125-6R 87.8 19.8 ........... ............... ...Compacted 6-14
393 25-6L 84.6 14.7 ................................. 2 hrs. sheepsfoot includes
d Sec F.
392 25-6R 81.5 15.9 ................................. 23. hrs. pneumatic
13/2'-i'. . . . 424 50-6L 85.5 25.7 .............................. . No. 535, M.D.W.=95.5, O.M.C.=23.5%
419 150-6L 84.6 23.5 .............................. Placed 6-16, compacted 6-16
418 150-6R 88.8 22.4 ......... ................... ..13/2 hrs. sheepsfoot ec F.
420 50-6R 91.0 22.4 ....... ..................... . 33% hrs. pneumatic ç includes
d

i'-3/z' 467 50-6L 88.3 21.0 32.5 5.8 86.4 No. 535, M.D.W.=95.5, O.M.C.=23.5%
466 50-6R 98.1 18.0 35.4 9.4 87.1 Placed 6-17, compacted 6-18
464 150-6L 97.2 21.9 35.4 11.3 89.3 53. hrs. sheepsfoot includes
d ec
465 150-6R 91.7 20.9 37.1 115 87.0 ..6 hrs. pneumatic ç
Y2'-O' ...... 2079 50-6R 82.0 15.4 32.4 5.4 88 No. 535, M.D.W.=95.5,. O.M.C.=23.5%
2080 50-6L 81.5 18.0 ............................. 2 covers sheepsfoot inc
includess ec F.
2081 150-6R 91.1 18.9 35.4 9.2 83 2 covers pneumatic
2082 150-6L 78.8 20.7 ...............................Placed 6-20, compacted 7-30
1st lift of gravel .spread 8-5

TABLE C-23
CONSTRUCTION AND SOIL BASIC DATA-SECTION Z

Lift Depth Sample No: Coordinates Density M.C. L.L. P.1., Pctg. P. 200 Remarks

2'-13/3'. . . . 596 50-6R 85.0 21.9 ................................... No. 263, M.D.W.=93.8, O.M.C.=24.2%
597 50-6L 82.6 20;4 ...............:..........
598 125-6L 87.0 20.8 ............................ ...3/ hr. sheepsfoot includes Sect K.
599 125-6R 82.0 24.3 39.3 12.6 ................1 hr. pneumatic
13/2'-l'. . . . 646 50-6R 86.4 21.6 .................................. No. 264, M.D.W.=94.5, O.M.C.=24.4%
647 50-6L 93.9 20.8 35.4 8.0 62
648 125-6R 92.1 26.0 ..................................i3/ hr. sheepsfoot includes Sect K.
649 125-6L 89.3 27.2 33:9 7.6 ................13. hr. pneumatic
Placed 7-2, compacted 7-7
1'-3/' 663 50-6L 84.3 26.4 34.8 8.4 ...............No. 263, M.D.W.=93.8, O.M.C.=24.2%
664 50-6R 87.6 20.4
665 150-6L 87.3 24.9 35.6 10.0 68 13% hrs. sheepsfoot includes Sect. K.
666 150-6R . 87.6 22.8 36..1 8.7 ...............13. hrs. pneumatic
Placed 7-7, compacted 7-8
2013 5076R 84.2 23.9 32.6 6.2 87 No. 163, M.D.W.=92.1, O.M:C.=26.2%
2014 50-6L 92.3 28.1 34.7 8.2
2015 150-6L 852 24.0 ................................ 2 covers sheepsfoot
2016 150-6R 86.4 • 23.2' .............................. 2 covers pneumatic
• 1st lift of gravel spread on 8-5
Placed 7-8, compacted 7-28
 APPENDIX D: GRAVEL PLANT, BASE AND SUBBASE 71

TABLE C-24
LABORATORY COMPACTION TEST DATA

Max.
Opti-
Sample Teat D mum Sample Location Location Material Used
No. Date M.C. Section and Lift'
Denuty

112 May 3' 88.3 26.6 Turn C, Sta. 8, 14' L Turnaround C

115 May 7 94.6 24.0 Turn B, Sta. 10, 14' It Turnaround B
126 May10 97.1 22.7 Turn A, Sta. 6, 16' R Turnaround A
163 May20 92.1 26.2 C150-'33R 113;J1,3;K3
171 May17 93.1 25.0 Conn. Rd., Sta. 133 Connection Road
180 May 22 93.5 24.5 Turn D, Sta. 8, 20' It Turnaround D
258 June 3 103.5 19.4 L250-31, T0;UO
257 June 3 96.9 23.0 0250-33R 00; 03
262 June 4 97.2 21.4 Turn D, Sta. 13, CL Turnaround D
263 June 7 93.8 '24.2 D50-0 A0 1, 21 3; BI, 2, 3;
áo, 1,2,3; DO, 1; JO,
2; 1(0, 2
264 June 7 94.5 24.4 D350-0 G2; HO, 1, 2; Kl
344 June 11 91.7 25.0 G350-0 GO, I
496 June 16 95.1 24.0 Turn D Center Turnaround D
534 June24 93.4 25.2 D150-50L EO;FO;G3
535 June23 95.5 23.5 Turn D Center 80; D2, 3; El, 2, 3; Fl,
2,3
536 June27 96.2 23.8 P250-0 P0, 1, 2, 3; QO, 1, 2, 3;
R3
764 July 11 97.8 22.7 M250-0 LO, 1,2,3; MO, 1,2,3;
NO, 1,2,3; RO, 1; S2;
TI, 3; U3
765 July15 99.0 21.0 N250-0 01, 2; R2; S3
766 July 11 94.4 24.6 L250-0 SO, 1; T2; UI, 2

'0 Designates 18-24" below oubgrade profile; I designates 12-18; 2, 6-12; and 3, 0-6" depth.

Appendix 'D
CONTROL AND INSPECTION OF GRAVEL PLANT AND SUBBASE AND BASE
CONSTRUCTION *
The gravel plant was put in operation on July 14, 1953. material was produced and placed on test sections on
The first operation was the production of %-in.-maximum August 22, 26, 27, 28, 29, and 30. Alter this, material
size crushed gravel for a stock pile of mineral aggregate was produced for a maintenance stockpile at the pit site,
for the plant-mix asphaltic concrete. Following this, chips for the turnaround seal coat and special section V
5000 tons of maintenance material were produced and (surface treatment), and for shoulder 'material. Pro-
stockpiled near station 136, between the loops. From July duction of material was completed on Sept. 22, 1953.
26 to July 29, base material was placed on sections E, K,
P, and U, immediately after final preparations of the Gravel Plant Inspection
subgrade. (These sections were to receive no subbase.)
Production of 2-in.-maximum size subbase material was Control of the grading was maintained by normal in-
started immediately on July 30 and placed on test sections spection procedures. One man was assigned to con-
in the following order: tinuous sampling, drying over a gasoline camp stove,
Date Section L.ift Date Section Lift and dry sieving with a mechanical sieve shaker, aided ap-
July 30 ABCD 1 August 6 QRSLMN 2 proximately one-half the time by another man. By con-
July 31 ABCDGHJ 1 August 8 ABLMQR 3 tinuous 'repetition of this it was possible' to proces,s one
August 1 FQRST 1 August 9 ABF 3 sample in approximately 45 minutes; samples were taken
August 2 FLMN ' 1 August 11 FG 3 from the 'crusher discharge belt ' at this frequency.
August 4 NO 1 August 11 L 4 AASHO Method T-27 was followed in the. mechanical
August 4 ABC 2 August 12 Q 4 analysis, using the sieves indicated on the basic data tables.
August 5 ABFGHQRS 2 ' August 18 AF 4 Not every sample was washed for determination of amount
Subbase was also placed on turnarounds in the above of material passing a No. 200 sieve. Those which were
period. tested by AASHO Method T-11 showed 1/2 to 2 per cent
Production of %-inch base material was resumed but more material passing the No. 200 sieve than that ob-
the gravel source: was so nearly exhausted that normal tained 'by dry shaking. This factor, averaging 1.1 per
operation of the crusher gave material on the borderline cent, was taken into account in determining acceptability
or slightly outside the special provision specification limits of the sample.
(although within Idaho specifications). This was re- Eleven samples of base and subbase material passing
jected but the contractor was allowed to place it on the the No. 40 sieve were tested for liquid limit and plasticity
turnarounds. After modification of the 'crusher to ob- index by AASHO methods T-89 and T-91. The material
tain rejection of intermediate size particles, satisfactory was non-plastic to the extent that neither liquid limit
nor plastic limit could be determined. Sixteen samples
* Prepared by L. E. LYBECKER, field engineer, and HAaOLD S. Swwgr, from both subbase and base material, passing the No. 200
re8earch engineer. sieve, were tested and 13 of these were non-plastic. On
72 THE WASHO ROAD TEST, PART ONE

TABLE D-1
BASIC DATA ON GRADING OF CONTROL SAMPLES FOR HOTMIX STOCK PILE

Sample No. No. 4 No. 10 No. 40 No. 200 Time Taken Date

Cumulative Percentage Passing

G-6 99.2 78.3 59.1 42.2 26.5 7.1 9:30am 7-16
7 99.0 71.0 48.5 35.5 22.2 7.6 11:00am 7-16
8........... 100.0 72.0 51.6 38.2 25.6 8.7 ...
10..........100.0 68.9 48.1, 34.4 22.9 7.6 ...
11 99.0 66.4 41.4 27.5. 18.0 2.7 11:30am 7-17
12 100.0 66.9 44.3 29.9 19.1 4.5 4:30 pm 7-16
13 100.0 . 64.7 41.7 28.6 19.8 3.2 3:10pm 7-17
14 100.0 71.5 48.6 34.0 23.2 4.3 3-20 pm 7-17
15..........100.0 78.3 57.5 44.8 35.6 7.1 ...
16 100.0 71.1 47.1 32.1 18.7 4.9 11:00am 7-18
17 100.0 74.7 54.8 39.8 21.7 3.2 3:30pm 7-18
18 100.0 77.3 57.0 40.3 21.7 3.2 3:30pm 7-18
19 100.0 69.5 47.2 31.9 17.9 4.4 8:45am 7-21
20 100.0 71.3 50.6 33.8 17.1 3.9 11:05am 7-21
21 100.0 77.0 58.0 40.1 21.0 4.0 11:15am 7-21
22 100.0 72.6 50.1 34.1 17.8 4.4 3:55pm 7-21
23 100.0 74.5 51.7 34.3 18.3 5.0 8:50am 7-22
24 100.0 71.1 46.4 30.6 15.6 3.9 10:40am 7-22
25 100.0 74.4 49.2 33.0 . 17.6 4.7 1:10 pm 7-22
26 99.1 80.7 62.9 46.0 28.0 8.0 8:35am 7-23
27 99.5 74.4 50.6 34.8 19.4 4.7 10:00am 7-23
28 100.0 74.0 50.2 34.0 18.0 4.3 11:20am 7-23
29....... 100.0 72.5 47.2 30.2 14.4 3.6 1:10pm 7-23
30 100.0 76.4 59.3 44.1 27.1 6.5 3:10pm 7-23
31 100.0 83.0 68.3 50.8 29.9 5.1 8:40am 7-24
Total......... 2,495.8 1,832.5 1,291.4 904.5 - 539.1 126.6
Mean 99.83 73.31 51.66 36.18 21.56 5.06

the other three, the liquid limit was 27 and the plasticity
index, 3. (However, when combined with material be-
tween the No. 40. and No. 200, the results were "non-
plastic" in every case.) Because of these results the limit
tests were conducted on only approximately one sample
per day.
The results of the mechanical analysis tests are given
in Tables D-1 through D-5.
Subbase and Base Con8tr-uction and Co'ntrol
As soon as the subgrade surface was given final finish-
ing perforated plates for later subgrade profile and dyna-
mic deflection determinations were installed., Locations
for these plates were made, carefully by transit and steel
tape, referenced to permanent hubs near the right-of-way
line. The plates were recessed approximately an eighth
of an inch in the subgrade, so that they would ,not be
disturbed by the subsequent gravel processing operations,
and fixed in position by iails driven into the subgrade.
Care was taken to secure a flat seating forthe plates.
The subbase gravel for a four-inch lift was end-dumped
in 3 windrows outside the center 24 feet of roadway.
Gravel trucks were kept off this portion of the roadway
to prevent uneven subgrade compaction, although the
soil was stable enough that the loaded trucks did not
cause permanent indentation. The follpwing notes made
during construction indicate the subsequent processing of
subbase gravel:
Location: Turnaround C, Station 9 + 50 to 13 + 50, 1st
lift, (Aug. 12).
"The blade spent 35 minutes spreading the gravel to a
uniform thickness across the roadway to within one
to two feet of the shoulder's edge. Water was applied.
At this time the spreading blade moved to another area,
and. the processing blade took over.
"At 9:20 'the processing blade started, operating in
this section. One pass (blade width) was made down each
edge of the roadway. Approximately 2 inches of material
were left on the sub-grade, and the remainder formed
windrows on the roadway' a blade's length distance from
the outside edges. The material was next moved from
the center of the roadway toward the outside edges in
successive 'passes forming windrows on either edge-the
outside edge of the windrow lying approximately 2 feet
inside the edge of the roadway. Following a cover of
water the remaining material on the inner portion of
the roadway (except for a thin cover left on the sub-
grade) was moved to the windrows on the. edges.
"Starting at 10:20 the blade began moving material
from the windrows across the roadway. The material was
bladed across in seven separate lifts giving additional
insurance of thorough mixing of fines with coarser ag
gregates. Another application of water was made dur-
ing this operation. At 11:50 the trimming edge was at-
tached to the blade, and the sloped edge was formed. The
studied section was completely processed at 12 :.05."
The section was then rolled by a flat-wheel roller weigh-
ing 9 tons. Water was applied during the rolling opera-
tions. From two to five passes were given and rolling was
continued until no further effectof the roller was visible.
The density was determined in each test section for each
lift of subbase gravel. A hole four to six inches in diam-
eter, four inches deep was dug and the material removed
ws weighed wet. The entire sample was oven-dried at
110°C for determination of moisture content. The volume
of the hole was determined by rapidly filling with SAE
40 motor oil and determining by weight the, amount of oil.
The temperature of the oil was measured at each determi-
nation and a temperature-density relationship .for the oil
was used in calculating its volume. It was observed that
the gravel was sufficiently impervious that the amount of
seepage of oil from the hole was negligible in the short
time necessary to complete the test. The results of density
determinations are given in Table D-6. '
 APPENDIX D: GRAVEL PLANT, BASE AND SUBBASE 73

Laboratory compaction tests on both the subbase and
base gravel were conducted to give an index for compari-
son of field densities and to serve as a basis for calculating
the "spread" of the gravel in forming windrows. The
gravel was compacted into a %-cubic-foot unit weight
bucket in 'two-inch layers using a 16-lb. hammer. As much
compaction as possible was used, up to the point of exces-
sive aggregate breakage. The results of these tests are
shown in Table D-7.
The amount of gravel spread (and indirectly the thick-
ness of each lift) was controlled by the weight tickets for
each truck load, converted by appropriate calculations to
the length of windrow for each load. Additional thickness
control was exercised by setting "blue-top" stakes for the
top of the-second lift if there were to be two or more four-
inch lifts of subbase. In all cases blue-tops were set for
the final lift of subbase.
After compaction of the final lift of subbase, perforated
plates for subsequent subbase profile determinations were
located and installed in the same manner as those on the
subgrade. The crushed base gravel was spread, processed,
and compacted in two-inch lifts using the same procedures
as for subbase material except that a windrow spreader
was used to form windows and control material spread.
In the sections which had two lifts (four inches total) of
base, the density was determined in the same manner as
for the subbase. Densities of base are also given in Table
D-. The surface of the compacted base was carefully
brought to the correct elevation as indicated by another
set of blue-tops.

TABLE D-2
BASIC DATA ON GRADING OF CONTROL SAMPLES FOR STA. 136
MAINTENANCE STOCKPILE OF h-INCH CRUSHED GRAVEL

Samp'e No. No. 4 1 No. 10 1 No. 40 No. 200 1 Pctg. Moisture Time Taken Date
'

Cumulative Percentage Passing

G-32 ...................99.9 83.3 68.8 50.7 31.0 4.1 ............ 9:45am 7-24
'33 ..............100.0 75.3 53.4 35.7 19.9 '2.2 ..............10:45am 7-24
34 ............100.0 72.9 51.6 35.9 18.2 3.7 ............ 11:30am 7-24
35 ..............100.0 74.0 49.6 34.0 18.4 4.7 1:30pm 7-24
36 ...............99.5 71.3 49.7 32.8 16.1 3.9 ... 2:05pm 7-24
37:........... 98.8 76.0 55.7 37.7 17.6 2.7 ... 3:10am 7-24
38 ..............99.7 70.2 49.0 32.2 15.1 4.9' .... 3:45pm 7-24
39 ..............100.0 69.9 45.6 29.7 ' 13.9 3.1 8:50am 7-25
40 ..............99.0 64.0 40.0 25.1 13.3 4.4 2.99 9:55am 7-25
41 ................99.8 69.5 44.0 28.1 13.6 2.9 3.37 .. 10:40am , 7-25
42 ................100.0 ' 69.9 46.5 30.9 17.1 4.73.16 ....... 7-25
43 ................100.0 70.5 47.7 31.5 17.1 4.6 3.37 .... 7-25
44 ...............100.0 71.4 49.0 32.2 , 15.9 2.9 3.60 .... 7-25
45 ................100.0 70.5 45.7 29.8 15.7 3.8 3.53' .... 7-25
46 ...............100.0 65.6 42.4 28.4 16.9 4.4 4.54 8:45am 7-26
47 ................100.0 74.1 52.6 36.2 19.6 5.3 2.59 9:50am 7-26
48 ...............100.0 77.9 58.3 40.1 . 18.3 3.3 3.54 10:15am 7-26'
49 ................100.0 73.3 53.0 36.2 18.0 2.5 4.93 11:30am 7-26
50 ...............100.0 77.4 55.6 37.3 20.5 2.8 4.51 1:40pm 7-26
51 ...............100.0' 77.6 59.5 44.6 28.9 4.4 5.24 3:25pm 7-26
52 ...............100.0 67.6 42.2 26.5 13.4 4.5 3.03 8:05am '7-28
53 ...............100.0 72.9 47.0 30.0 14.6 4.4 3.09 8:50am 7-28
54 ...............100.0 76.8 56.4 39.6 23.3 .10.2 ...... 7-28
55 ...............100.0 80.0 57.2 39.9 23.8 10.6 2.84 11:00am 7-28,
56 ...............100.0 72.3 45.5 '29.0 14.3 4.4 3.31 11:35am 7-28
57 ................100.0 74.8 47.7 30.3 14.9 4.6 3.04 12:30pm 7-28
58 ...............100.0 . 74.0 44.3 26.9 13.8 4.9 2.82 1:30pm 7-28
59 ...............100.0 73.9 48.9 32.7 18.2 6.2 3.44 2:10pm 7-28.
60 ...............100.0 69.5 44.1 29.0 15.4 5.1 3.42 ' 7-28
61 ...............100.0 72.7 49.1 33.1 19.5 5.9 3.69 4:10pm
.... 7-28
61 ...............100.0 69.4 46.0 30.7 15.4 4.4 3.65 8:05am 7-29
62 ...............100.0 75.9 48.5 30.5 15.8 5.3 3.36 8:45am 7-29
63 ...............100.0 68.0 43.0 29.0 16.6 6.2 3.34 9:25 am 7-29
64 ...............100.0 71.6 45.4 28:9 15.1 4.9 3.27 10:25am 7-29
65 ...............100.0 68.9 43.9 29.1 16.1 5.8 ' 286 11:00am 7-29
66 ...............100.0 72.9 49.0 32.5 18.1 6.2 3.71 11:45am 7-29
67 ...............100.0 73.5 52.9 36.9 19.7 7.1 2.98 1:35pm 7-29
68 ...............100.0 72.8 49.8 35.1 19.9 7.7 3.44 2:20pm 7-29
69...............100.0 69.7 46.3 31.1 19.3 9.1 3.76 3:00pm 7-29
69................100.0 71.1 48.1 33.5 19.9 ' 7.5 3.43 3:40 pm 7-29
Total ........... ... 3,996.7 2,902.8 1,973.0 1,323.4 712.2 200.3 107.85
Mean ............. . 99.92 72.57 49.33 83.08 17.80 5.01 3.48
 74 THE WASHO ROAD TEST, PART ONE

TABLE D-3
BASIC DATA ON GRADING OF 2-INCH SUBBASE GRAVEL

Sample No. Section and Lift 1' " No. 4 1 No. 10 1 No. 40 No. 80 No. 200 1 Pctg. Moist. Date
I

Cumulative Percentage Passing

G-71 D-1 100.0 ................ 70.3 47.6 32.5 22.5 12.5 4.2 4.60 7-30
72 C-1,B-1 100.0 ................. 76.9 55.7 38.7 26.7 15.4 5.2 6.10 7-30
73 A-i 100.0 .................83.4 61.0 44.4 31.1 21.8 8.3 3.16 7-30
74 TC-1 100.0 .................78.5 56.6 40.6 29.2 20.5 5.8 3.96 7-30
75 D-1, C-i 96.4 .................82.1 60.9 44.0 31.0 20.2 7.2 4.05 7-30
76 B-i 100.0 ................. 76.6 55.5 39.7 27.7 17.8 4.5 3.43 7-30
77 A-i 97.8 ...................76.6 59.0 43.3 29.5 17.6 3.0 3.50 7-30
78 D-i 100.0 ...................79.1 57.0 40.8 27.7 13.1 5.3 6.15 7-31
79 C-i,B-i 96.6 .................. 74.0 52.7 36.3 25.0 14.2 3.1 4.13 7-31
80 D-i 98.0 ...................85.8 66.6 44.6 28.0 13.0 2.5 4.18 7-31
81 B-1,C-1 100.0 ...................80.4 59.3 40.3 26.8 13.8 3.6 4.45 7-31
82 A-1,G-1 100.0 ...................78.4 55.5 36.6 22.6 11.0 . ...............2.5 3.28 7-31
83 H-i, G-i 97.7 ....... ........... 76.4 50.0 30.7 18.4 10.2 3.1 2.96 7-31
84 J-1 94.4 ....................68.5 53.6 36.4 23.7 11.1 2.4 2.98 7-31
85 H-1,G-1 100.0 ....................81.0 59.9 42.7 28.2 15.9 3.4 3.67 7-31
86 G-1,J-1 97.6 ................... 75.4 57.4 42.3 30.5 19.5 ................10.4 4.20 7-31
87 H-i 95.2 ................... 76.4 56.5 38.9 25.9 15..0 3.5 2.74 7-31
88 J-1 100.0 ............. 85.1 62.5 41.9 27.3 14.5 2.2 2.82 7-31
89 F-i 100.0 ................... 80.8 62.8 45.8 32.0 16.8 3.2 4.14 8-1
90 Q-1 100.0 ............ 74.4 58.2 40.9 28.5 16.9 3.5 4.72 8-1
91 Q-1 95.4 ...................66.6 44.6 29.4 19.3 10.6 3.2 3.24 8-1
92 R-i . 95.4 .................. 73.9 51.4 35.2 24.1 13.3 2.5 5.10 8-1
93 R-1 91.5 .................. 72.8 51.6 35.7 24.7 14.9 3.9 3.95 8-1
94 8-1 92.6 .................. 70.4 52.8 38.6 26.8 16.0 57 4.03 8-1
95 T-1 92.8 .................. 72.2 47.7 33.4 23.1 15.1 3.8 3.97 8-1
96 T-1 97.3 .................. 77.0 55.9 39.5 29.2 22.7 ........ 5.9 4.25 8-1
97 . Q-1, S-i 95.9 .................. 66.4 47.0 33.2 24.2 17.3 6.3 3.64 8-1
98 T-1,R-1 100.0 .................. 76.0 57.7 42.8 31.2 20.6 6.6 . ..............8-1
99 L-1 95.4 .................. 77.3 59.5 42.8 31.1 20.8 .............. 11.0 5.49 8-2
100 M-1,L-1 96.5 .................. 81.4 59.7 40.5 26.4 16.4 8.1 5.10 8-2
101 M-1, L-1 96.6 .................. 79.6 58.1 38.7 26.4 17.3 5.8 4.27 8-2
102 M-i,N-i 100.0 .................. 80.7 58.1 39.0 26.2 16.7 7.1 5.07 8-2
103 N-1,F-1 100.0 .................. 83.3 63.2 43.7 33.3 20.7 5.7 6.43 8-2
104 N-i 93.7 .................. 74.9 55.4 39.1 27.2 18.0 4.7 9.85 8-2
105 N-i 97.7 .................. 77.4 49.6 30.3 20.0 12.9 2.4 2.79 8-2
106 N-i3 O-i 93.1 ...................82.1 61.5 41.1 28.1 17.7 4.8 2.99 8-4
107 N-i, 0-1 93.0 .................. 69.8 44.2 27.9 18.4 11.8 3.5 2.96 8-4
108 0-1 94.8 .................. 72.9 48.8 31.5 21.6 15.7 3.9 2.95 8-4
109 TD-i 97.4 .................. 80.3 57.6 39.6 27.3 17.0 6.7 3.35 8-4
110 TD-i 95.9 . ................. 72.4 50.4 33.9 23.7 16.0 4.7 3.34 8-4
lii 0-1 94.1 .................. 71.6 49.1 32.5 21.7 13.2 2.9 2.80 8-4
112 C-2 100.0 .................. 80.3 59.7 40.0 26.6 16.2 3.9 3.39 8-4
113 C-2 97.3 .................. 75.1 52.8 35.4 25.4 17.4. .............' 5.4 4.09 8-4
114 C-2, A-2 100.0 .................. 80.2 56.2 36.1 23.8 15.0 2.7 4.15 8-4
115 C-2, A-2 96.0 . ................ 73.8 42.2 27.7 19.0 13.4 3.2 3.30 8-4
116 B-2, A-2
117 J-2,H-2 roo.o ............. 78.0 56.4 38.3 26.1 16.6 4.7 4.04 8-5
118 H-2,G-2 100.0 ............. 86.9 68.3 51.4 37.1 22.4 5.1 3.96 8-5
119 H-2,F-2 95.0 . ............ 79.9 55.6 35.5 23.4 15.1 3.7 4.11 8-5
120 G-2,F-2 100.0 ............. 86.5 67.0 45.0 29.3 17.9 ............ 10.3 4.87 8-5
121 F-2, G-2 96.9 ............. 80.4 59.4 44.3 30.2 13.8 2.9 3.58 8-5
122 H-2 00.0 ............. 74.8 55.9 38.9 26.3 15.7 3.7 3.90 8-5
123 R-2,Q-2 96.1 . ............ 78.7 58.0 38.6 25.0 15.3 4.0 3.58 8-5
124 S-2 97.6 ............. 76.7 53.6 36.8 24.1 15.3 5.2 4.17 8-5
125 Q-2,R-2 98.4 ............. 78.2 54.4 34.3 21.7 13.9 3.2 3.38 8-5
126 S-2,Q-2 98.6 ............. 77.3. 51.1 33.3 22.8 16.1 ......... 2.4 3.98 8-5
127 R-2,Q-2 100.0 ............. 84.1 55.4 34.1 21.6 14.4 7.6 2.1 3.36 8-6
128 S-2,M-2 100.0 ............. 85.6 63.1 40.9 25.2 14.1 6.6 2.3 3.99 8-6
129 N-2,M-2 97.9 . ........... 81.6 55.8 36.6 24.4 15.3 7.1 2.0 3.76 8-6
130 L-2,N-2 97.6 . ........... 77.6 54.5 36.3 23.2 13.4 7.4 2.2 4.80 8-6
131 L-2, M-2 93.9 ............ 72.8 52.2 34.1 22.4 14.3 7.6 2.6 3.76 8-6
132 L-2,N-2 96.9 ............ 77.1 54.0 35.0 22.9 14.9 7.7 2.5 3.78 8-6
133 L-2,M-2 100.0 ............ 82.0 66.4 49.0 33.5 18.9 11.2 4.3 3.18 8-6
134 TC-2 97.6 ........... 75.9 54.7 35.7 22.3 13.1 7.9 3.4 3.48 8-6
135 TC-2 . 100.0 ........... 85.4 67.4 • 50.7 34.4 19.8 .11.5 5.5 3.55 8-6
136 TC-2 100.0 ..• ....... 74.6 52.2 36.6 24.4 14.5 8.8 3.6 3.19 8-6
137 TC-2 97.9 ........... 86.1 63.3 42.6 28.8 18.6 12.7 7.3 4.21 8-6
 APPENDIX D: GRAVEL PLANT, BASE AND SUBBASE 75

TABLE D-3-Continued
BASIC DATA ON GRADING OF 2-INCH SUBBASE GRAVEL

Sample No. Section and Lift 10%' 1" 8%" 0%" No. 4 1 No. 10 No. 40 No. 80 No. 200 Pctg. Moist. Date

Cumulative Percentage Passing

138 TD-2, 100.0 .......... 83.8 61.3 41.6 29.2 18.4 13.1 8.5 5.06 8-7
139 TD-2 94.5 .......... 69.3 45.3 31.8 23.1 16.4 9.6 4.1 3.00 8-7
140 TD-2 96.4 ........... 81.7 60.0 41.1 38.7 18.7 11.6 5.8 3.33 8-7
141 TD-2 100.0 .......... 84.5 66.7 46.8 32.5 20.3 11.8 5.5 3.74 8-7
142 TD-2 91.4 .......... 75.0 50.2 34.1 21.9 11.3 6.7 3.8 3.51 8-7
143 TD-2 96.8 94.0 84.6 60.3 40.4 25.6 13.0 7.3 3.3 3.64 8-7
144 TA-1 93.8 83.1 69.0 49.8 33.5 22.4 13.6 8.3 4.1 3.40 8-7
145 TA-1 94.9 85.2 77.8 58.0 38.4 23.9 13.8 7.9 3.7 3.94 8-7
146 TA-1 99.7 84.2 72.8 50.9 33.2 22.1 13.1 8.1 4.2 3.58 8-7
147 TA-1 98.8 81.5 70.3 48.0 31.3 19.5 12.0 7.1 3.3 5.30 8-7
148 TA-1 100.0 88.8 80.2 58.4 38.2 24.4 14.4 8.4 3.4 3.63 8-7
149 Q-3 94.5 84.8 76.6 57.7 40.3 26.9 14.8 9.7 5.3 3.74 8-8
150 Q-3 92.7 85.2 75.3 56.0 38.3 25.3 15.4 9.6 5.2 4.27 8-8
151 R-3 95.9 87.5 79.5 61.0 40.3 23.4 12.2 8.5 5.5 4.38 8-8
152 Q-3, R-3 97.6 77.8 68.0 45.6 29.6 18.3 10.6 5.9 2.7 3.93 8-8
153 R-3,M-3 98.1 87.6 80.3 57.9 39.1 25.5 16.1 9.2 4.7 3.79 8-8
154 M-3 97.4 84.8 74.1 52.9 34.6 21.7 11.3 6.4 3.8 2.83 8-8
155 L-3,M-3 95.6 83.1 76.2 52.4 33.4 20.0 11.1 6.0 3.2 3.35 8-8
156 L-3,M-3 97.8 88.6 81.8 60.1 43.2 30.0 19.3 11.5 5.4 4.69 8-8
157 B-3,A-3 92.9 84.4 75.6 52.9 34.1 21.0 11.9 6.3 '3.5 3.31 8-8
158 B-3,A-3 100.0 89.7 79.6 55.4 37.5 24.5 14.9 7.4 4.1 3.95 8-8

Sample No. Section and Lift 1W I 0%" 0%" No. 4 No. 10 No. 20 No. 40 No. 80 No. 200

Cumulative Percentage Passing

G-159 B-3,A-3 100.0 87.4 79.9 53.9 36.1 24.5 . ........ i6.4 11.5 7.8 4.71 8-9
160 TB-i 100.0 82.3 75.9 56.2 37.5 24.9 . ........ 16.3 9.9 3.8 3.97 8-9
161 TB-i 96.2 80.4 74.6 53.5 36.8 23.8 . ........ 14.6 9.7 4.2 5.21 8- 9
162 TB-i 94.3 81.1 76.8 59.5 42.3 28.6 ......... 18.6 11.5 4.3 4.58 8- 9
163 TB-i 94.9 84.0 72.6 54.1 36.9 23.9 ......... 15.1 9.7 4.6 4.07 8- 9
164 TB-i 97.6 87.1 77.0 56.0 38.6 26.8 ......... 19.1 13.4 7.8 5.12 8- 9
165 TB-i 93.0 81.8 69.1 48.9 32.1 21.0 ......... 13.3 8.2 3.4 3.46 8- 9
166 TB-i 97.1 86.3 78.4 58.6 37.8 22.9 .......... 12.7 6.7 2.3 3.75 8- 9
167 F-3 96.4 81.7 73.5 52.6 35.5 23.8 . ........ 15.0 9.1 4.4 4.14 8- 9
168 F-3 97.9 84.2 74.5 53.3 37.1 26.5 . ........ i8.i 11.1 5.1 4.05 8- 9
169 F-3,G-3 93.5 85.1 75.4 56.0 41.6 30.7 25.2 20.7 15.2 8.1 5.50 8-11
170 F-3,G-3 95.8 82.2 71.2 52.7 38.4 28.9 24.3 21.5 14.6 6.7 6.20 8-11
171 TA-2 100.0 87.9 80.0 58.3 42.7 32.8 28.0 24.6 16.4 6.2 6.20 8-11
172 TA-2 98.3 82.8 72.0 53.8 39.2 29.5 24.7 21.4 14.7 7.5 4.90 8-11
173 TA-2 91.9 81.5 70.2 53.8 38.6 28.1 22.8 19.5 13.0 5.1 5.61 8-11
174 TA-2 94.5 . 78.6 70.4 49.2 31.1 20.4 15.7 13.1 9.1 4.8 4.75 8-11
175 TA-2 86.0 73.5 65.5 47.1 31.8 22.2 17.8 15.3 8.8 3.3 3.24 8-li
176 TA-2 97.0 84.7 77.0 58.2 39.8 27.9 22.2 19.0 11.2 3.8 5.00 8-11
177 L-4 97.7 91.5 78.7 59.2 42.3 30.9 25.2 21.5 14.3 7.4 4.54 8-11
178 L-4 95.5 90.4 81.5 58.5 39.0 25.8 20.7 18.0 10.0 3.7 3.54 8-11
179 TB-2 93.4 83.2 72.6 50.7 31.8 22.0 17.7 14.6 8.7 4.3 4.93 8-12
180 TB-2 95.1 82.8 74.0 56.9 39.6 28.2 23.6 21.1 12.3 5.8 3.84 8-12
181 TB-2 93.2 83.1 74.4 53.2 36.2 25.9 20.8 17.5 10.9 5.5 4.50 8-12
182 TB-2 98.4 88.1 77.4 54.3 37.0 25.4 19.3 15.7 9.1 3.8 3.84 8-12
183 TB-2 100.0 88.0 78.9 55.9 38.4 26.7 20.6 16.9 10.3 3.5 3.86 9-12
184 TB-2 97.3 83.2 78.1 58.5 41.6 30.6 25.4 22.2 13.8 7.0 4.70 8-12
185 TB-2 95.2 84.5 75.4 57.0 41.1 29.5 23.7 20.2 11.3 4.9 3.94 8-12
186 Q-4 98.2 87.8 74.0 51.6 35.7 25.2 20.1 16.8 10.0 4.0 3.81 8-12
187 Q-4 95.7 81.9 71.4 50.1 32.7 22.0 18.1 16.1 9.4 3.3 3.79 8-12
188 Q-4 94.8 87.1 78.8 57.3 38.7 26.1 19.9 16.5 9.6 4.2 3.48 8-12
189 TC-3 96.3 85.1 73.6 51.2 33.4 22.7 17.6 14.3 8.6 3.9 3.55 8-12
190 TC-3 99.5 87.6 75.3 54.3 37.9 26.4 20.7 16.6 5.5 1.7 5.10 8-13
191 TC-3 . 93.9 82.6 .73.1 57.4 39.6 28.2 22.9 19.6 11.6 4.0 5.08 8-13
192 TC-3 92.5 78.4 71.0 50.5 35.5 '25.2 20.4 17.3 9.3 3.0 4.22 8-13
193 TC-3 98.0 86.6 76.4 53.8 36.5 25.6 20.2 16.8 9.9 4.1 4.46 8-13
194 TC-3 94.6 87.6 73.0 53.6 36.2 25.6 20.4 17.0 9.9 4.2 3.80 8-13
195 TD-3 95.8 82.9 74.8 54.1 38.4 27.0 21.6 18.2 10.1 4.3 4.31 8-13
196 TD-3 98.1 89.9 81.7 59.5 42.2 29.8 22.3 17.7 9.9 3.6 4.25 8-13
197 TD-3 100.0 87.2 77.7 55.6 38.2 26.9 20.5 16.5 9.3 4.2 3.40 8-13
198 TD-3 94.8 83.2 72.9 49.9 33.4 22.0 16.4 13.4 8.4 4.1 3.47 8-13
199 TD-3 96.6 85.7 77.6 55.5 38.3 26.4 20.5 17.1 9.9 3.7 3.56 8-13
200 TA-3 100.0 87.2 77.6 53.0 34.2 23.5 19.0 16.4 8.7 2.6 4.69 8-14
201 TA-3 97..8 90.8 79.7 59.4 41.2 29.5 24.4 21.3 11.2 3.3 4.06 8-14
202 TA-3 96.2 85.0 79.3 60.1 41.8 29.5 24.3 21.3 11.1 4.0 3.88 8-14
76 THE WASHO ROAD TEST, PART ONE

TABLE D-3
BASIC DATA ON GRADING OF 2-INCH SUBBASE GRAvEL-(Concluded)
No. 20 No. 40 No. 80 No. 200 Pctg. Date
Sample No. Section and Lift I3." 1" 8%" 8%" No. 4 No. 10 Moist.
Cuihulative_Percentage_Passing
203 TA-3 94.3 85.8 78.1 54.9 36.9 24.9 19.7 15.9 9.5 4.1 3.18 8-14
204 TA-3 97.9 90.0 82.9 58.7 40.6 29.2 24.4 21.5 13.1 6.4 4.06 8-1.4
205 TA-3 91.1 85.4 77.7 57.1 40.4 29.0 23.4 19.5 11.2 5.3 5.22 8-14
206 TA-3 95.2 83.6 75.9 57.1 40.0 28.5 23.1 19.7 11.0 5.0 5.91 8-14
207 TB-3 94.1 88.0 78.0 57.9 40.1 28.6 23.2 19.8 11.3 4.8 4.20 8-14
208 TB-3 96.5 93.8 82.7 58.6 39.2 25.8 20.1 17.3 10.6 4.7 2.92 8-14
209 TB-3 97.0 89.2 82.6 62.1 44.5 31.7 25.3 21.7 13.1 5.3 2.93 8-14
210 TB-3 97.5 86.1 75.8 53.2 36.5 24.8 19.5 16.8 10.0 3.9 4.07 8-15
211 TB-3 95.0 87.7 79.3 52.4 35.1 .24.1 19.7 17.5 10.1 3.6 3.28 8-15
212 TB-3 95.9 87.3 75.5 54.6 38.1 27.2 22.6 19.9 12.1 5.7 3.92 8-15
213 TB-3 95.9 89.1 77•9 56.5 39.9 28.3 23.3 20.3 11.8 5.1 3.62 8-15
214 TC-4 94.4 86.8 75.3 53.5 36.4 25.2 20.3 17.7 10.5 4.0 3.61 8-15
215 TC-4 95.2 85.7 79.3 56.1 36.3 23.6 18.6 16.0 9.5 3.7 3.74 8-15
216. TC-4 95.5 86.4 78.2 57.7 37.7 24.3 18.9 16.2 9.4 2.6 3.64 8-15
217 TC-4 91.2 84.3 72.6 50.8 33.5 22.3 17.5 15.1 8.2 2.8 3.11 8-15
218 TC-4 98.0 88.3 79.5 55.3 36.0 23.0 17.9 15.0 7.0 2.2 3.89 8-15
219 TC-4 91.1 85.4 77.0 50.2 30.6 18.4 13.4 11.1 6.5 2.5 2.25 8-15
220 TC-4 97.8 82.9 72.8 49.7 31.4 21.6 17.1 14.8 7.1 2.3 2.87 8-15
221 TA-4 97.0 83.1 72.5 52.0 36.1 25.0 19.1 15.4 8.0 2.5 3.29 8-16
222 TA-4 90.9 83.0 76.8 53.4 34.3 22.0 16.7 13.8 7.0 1.8 3.20 8-16
223 TA-4 95.2 87.8 81.4 52.9 33.3 22.5 18.0 15.5 8.6 26 3.:80 8-16
224 TA-4 100.0 84.8 74.6 54.9 39.6 28.0 20.7 16.0 7.8. 2.2 4.44 8-16
225 TA-4 96.1 78.0 67.5 46.5 30.1 19.6 15.0 12.5 5.9 1 1.9 1 3.99 1 8-16
226 TA-4 90.9 86.7 79.3 55.6 36.6 24.1 19.2 16.3 6.8 1.9 4.22 8-16
227 TD-4 97.6 92.4 83.1 59.1 41.8 30.0 25.2 22.0 10.0 2.4 4.07 8-16
228 TD-4 95.5 84.6 75.6 55.1 36.6 23.7 18.8 16.2 7.1 1.9 4.28 8-16
229 TD-4 96.6 87.0 79.8 55.7 37.2 24.7 19.2 16.2 7.1 1.8 3.54 8-16
230 TD-4 97.3 85.6 71.9 45.5 30.7 20.3 15.9 13.5 6.4 1.9 3.02 8-16
231 TD-4 97.4 90.5 84.7 57.2 39.1 25.4 13.3 16.0 7.0 1.8 2.98 8-16
232 A-4 96.7 89.7 81.8 57.1 36.9 23.9 19.3 17.2 9.4 3.2 2.84 8-18
233 A-4 93.3 78.4 69.3 48.4 30.5 19.0 14.2 11.7 6.1 2.2 5.55 8-18
234 A-4 93.5 78.3 70.3 49.4 32.9 21.6 16.1 13.1 6.4 2.1 4.09 8-18
235 A-4 90.4 80.5 72.9 57.5 46.2 38.7 35.1 32.3 17.0 4.8 7.00 8-18
236 F-4 93.3 81.1 74.5 52.7 35.0 23.1 17.9 14.9 6.7 1.9 3.16 8-18
237 F-4 97.2 89.1 80.1 55.7 37.4 25.1 19.2 15.7 7.1 2.0 3.22 8-18
238 TB-4 96.1 87.9 83.3 59.9 40.5 27.9 22.3 190 10.1 3.9 3.90 8-18
242 TB-4 94.3 76.7 73.8 49.9 31.5 20.6 16.2 14.1 6.5 1.9 2.79 8-18
243 TB-4 90.8 86.3 79.4 58.0 39.3 .28.3 23.7 20.9 10.0 3.5 3.39 8-19
244 TB-4 93.1 87.8 79.9 56.9 40.4 28.0 21.9 18.2 9.6 3.8 3.64 8-19
245 TC-4 92.3 80.6 72.1. 54.6 37.3 26.6 22.1 19.3 10.2 3.7 3.68 8-19
246 TD-4 97.3 86.7 79.1 58.0 40.7 29.7 24.7 21.7 10.3 2.8 4.40 . 8-19
 APPENDIX D GRAVEL PLANT, BASE SAND SUBBASE . 77

TABLE D-4
BASIC DATA ON GRADING OF %
3 -INCH CRUSHED BASE GRAVEL PLACED ON TEST SECTIONS
Sample No. Section I" '4" 1 .525 '4" No. 3 No. 4 No. 10 No. 20 No. 40 No. 80 No. 200

Cumulative Percentage Passing

327 ........100.0 98.8 81.8 61.3 49.5 29.2 22.5
.
41.3 17.8 10.9 5.4
328 ........100.0 98.5 83.1 61.1 50.1 42.1 29.0 21.8 17.6 10.8 .5.4
329 ........100.0 98.4 83.5 64.8 53.1 44.5 30.9 22.9 18.1 11.1 5.6
330 ..........100.0 99.7 88.8 68.3 54.8 45.3 31.2 23.4 18.3 11.3 5.8
331 LMN 100.0 98.9 84.3 64.7 52.7 43.7 29.5 21.4 16.3 9.8 5.0
332 LMN 100.0 99.4 89.5 73.5 60.0 50.6 36.0 27.2 21.2 13.4 7.6
333 LMN 100.0 98.8 83.4 68.5 56.7 48.0 32.7 24.1 19.5 11.6 5:3
334 LMN 100.0 98.2 86.4 67.1 55.1 45.2 30.6 22.8 16.7 8.6 3.6
335 LMNO 100.0 98.0 82.8 64.9 52.1 44.0 30.4 22.5 18.5 10.8 4.5
336 LMNO 100.0 98.4 84.7 63.8 51.7 43.1 31.0 23.4 18.3 11.8 6.5
337' LMNO 100.0 97.4 85.6 67.4 56.1 47.7 33.1 25.1 21.1 12.8 5.2
338 LMNO 100.0 98.7 85.2 62.8 50.2 41.6 29.0 21.6 16.7 9.3 3.6
339 TSRQ 100.0 98.7 88.7 74.8 65.6 57.6 41.7 32.5 28.1 16.1 4.8
340 TSRQ 100.0 98.6 88.2 73.2 62. 52.0 36.5 28.1 23.6 14.4 6.5
341 TSRQ 100.0 99.3 83.9 64.1 52. 44.2 31.4 25.1 21.6 13.1 6.2
342 TSRQ 100.0 99.3 85.0 69.0 58. 50.0 35.3 26.9 22.4 13.2 6.0
343 .TSRQ 100.0 98.9 83.3 64.1 53. 45.9 33.7 26.5 22.0 13.3 6.6
344 TSRQ 100.0 100.0 88.4 72.3 60. 51.5 37.2 29.1 24.8 15.5 7.4
345 TSRQ 100.0 99.4 88.4 73.7 63.2 55.0 39.7 30.9 26.3 15.3 6.2
346 TSRQ 100.0 97.2 86.8 67.9 56.1 48.3 34.5 27.1 23.0 14.0 6.6
347 TSRQ 100.0 98.2 86.7 66.3 55.6 47.7 34.9 27.8 24.0 15.1 7.0
348 A 100.0 99.6 91.6 74.6 63.2 54.0 38.9 30.6 26.2 16.3 7.3
349 A 100.0 98.6 83.8 57.7 45.2 37.7 27.1 22.3 19.8 13.2 5.5
350 U 100.0 98.9 85.9 65.1 53.8 45.3 32.0 24.9 21.2 13.3 5.9
351 U 100.0 99.0 86.0 63.3 50.2 41.3 28.8 22.5 18.7 10.7 5.3
352 B-C-D 100.0 98.7 87.6 68.2 56.5 47.1 33.1 26.0 22.0 12.0 5.
353 B-C-D 100.0 98.8 87.6 69.5 56.4 46.4 32.5 25.3 20.8 12.0 6.
354 B-C-D '100.0 98.4 85.6 64.8 53.5 44.9 30.3 22.7 18.9 10.5 4.8
355 ABCD 100.0 98.4 86.8 63.6 49.4 39.9 26.3 20.1 16.6 9.7 5.
356 ABCD 100.0 98.7 83.1 61.9 51.1 42.7 29.3 22.3 18.7 11.4 6.2
357 ABCD 100.0 100.0 87.4 69.3 59.3 51.1 36.3 27.3 23.1 12.1 4.5
358 JHGF 100.0 98.4 84.5 64.5 51.6 43.2 29.7 22.2 18.7 10.4 4.4
359 JHGF 100.0 99.1 86.3' 67.5 55.5 46.8. 34.0 26.5 21.7 13.4 8.1
360 JHGF 100.0 98.8 87.6 68.7 57.0 48.3 34.2 26.2 22.0 13.0 6.3
361 JHGF 100.0 98.8 87,7 71.1 60.0 50.7
.
36.1 27.4 22.9 13.5 6.7
362 HGF 100.0 98.8 87.5 69.0 57.7 49.7 36.8 29.1 25.1 14.8 6.5
363 'H-J 100.0 98.7 89.5 72.2 61.5 53.0 38.6 30.4 26.0 15.5 7.5
364 H-J 100.0 99.1 87.0 70.4 58.5 50.3 37.6 31.1 27.7 19.3 9.2
365 LMNO 100.0 99.0 86.0 68.7 55.7 45.8 30.5 23.0 19.1 10:7 5.5
366 LMNO 100.0 99.3 86.7 69.0 59.3 51.4 37.3 28.5 24.3 13.6 5.5
367 LMNO 100.0 99.0 86.2 65.1 53.0 43.9 30.5 23.8 20.1 12.4 7.3
368 LMNO 100.0 98.7 89.1 73.0 61.6 53.0 38.4 29.4 24.6 15.7 7.1
369 LMNO 100.0 98.9 85.8 66.4' 54.5 45.9 32.2 24.4 20.1 11.7 4.9
370 LMNOP 100.0 98.7 85.2 65.7 52.8 43.0 29.1 22.3 18.7 11.0 5.8
100.0
'
371 LMNOP 98.8 84.2 64.8 51.8 42.5 28.6 21.8 18.2 11.0 5.9
372
373
E
E
. 100.0
100.0
'374 ........... 100.0
375 .... 100.0
98.8
98.4
99.1
99.0
88.7
86.7
87.4
87.8
71.9
72.0
65.7
72.4
60.1
60.8
52.7
63.2
51.1
51.6
43.9
55.0
36.9
36.9
31.3
40.8
28.2'
28.1
25.4
32.5
23.7
23.5
22.3
28.7
13.7
13.7
13.7
16.7
5.3
5.4
5.2
5.9
376 ... 100. 98.7 83.3 64.9 53.4 44.5 32.1 25.1 21.0 13.1 '1 .3
377 BCDE 100.0 98.8 87.7 67.3 55.9 47.1 33.1 24.9 20.4 12.6 6.4
378 BCDE 100.0 99.2 88.1 71.0 59.6 50.8 36.3 27.1 21.9 13.5 6.5
379 BCDE 100.0 98.9 87.4 66.2 54.1 45.0 31.7 23.7 '18.6 12.4 6.9
380 BCDE 100.0 99.2 89.2 68.8 56.7 47.6 33.8 25.8 21.1 13.4 7.0

'
381 BCDE 100.0 99.5 86.3 67.5 57.7 49.6 36.9 29.5 25.7 16.2 6.3
382 .... 100.0 99.1 88.1 72.3 61.8 53.3 38.7 29.9 25.3 15.5 6.4
383 .. 100.0 98.9 88.5 71.5' 60.1 51.3 35.4 24.8 '18.8 10.8 5.1
Total 57
Mean ...... ........... 100.0.
5,700.0 5,634.1 4,926.4 3,859.2 3,194.9 2,698.0 1,919.6 1,467.8 1222.1
98.84 86.43 67.71 56.05 47.33 33.68 25.75 21.44 . 734.7 342.6
12.89 6.01
78 THE WASHO ROAD TEST, PART ONE

TABLE D-5
BASIC DATA ON GRADING OF %-INCH
3 SHOULDER GRAVEL

Sample No. 1 Y4 No.4 1 No. 10 1 No. 20 No. 40 1 No. 80 No. 200

Cumulative Percentage Passing

G-430 ................100.0 99.4 87.3 71.3 60.1 50.7 34.2 23.2 17.0 9.8 4.9
431 ............... ..100.0 99.7 89.8 . 71.9 60.8 51.3 35.2 24.1 17.9 10.9 . 5.7
432 ............... ..i000 99,
1 85.5 66.5 55.2 46.7 32.8 23.9. 18.3 10.8 5.5
433 ................100.0 99:2 86.1 68.7 55.7 44.7 29.8 22.3 18.5 11.1 5.1
434 ............. 100.0 100.0 87:5 69.3 57.9 48.7 34.3 25.0 19.7 12.2 . 6.2
435 ................100:0 100.0 90.6 76:3 67.1 58.6 43.3 30.9 23.4 14.6 6.3
436:...............100.0 98.9 84.5 62.6 49.5 40.0 27.4 21.4 18.2 11.9 5.5
437 ................100.0 99.6 87.3 67.2 56.7 47.7 33.2 25.6 21.9 13.0 .. 5.3
438 ................100.0. 99.7 90.1 71.5 59.5 49.4 34.1 26.3 22.0 .14.1 7.0
.439 .............. 100.0 99.2 87.6 71:6 60.6 50:6 35.5 27.4 23.4 19.7 6.3
440 .................100.0 99.5 91.1 76.6 .66:3 5 57.4 41.2 32.5 28.3 ..17. 6.
441:........... 100.0 99.1 87.8 73.0 63.4 54.2 38.4 27.5 21.6 6.1
.

. 44 ................. 100.0 100.0 90.9 78.0 67.5 58.3 41.2 30.9 26.1. 15. 5.7
443 ................100.0 99.4 90.4 76.5 66.0 57.0 41.2 .32.2 28.3 17. .5
444 ................100.0 100.0 88.1 70.9 59.8 50.0 35.2 27.5 23.8 .7
445 .......... . .... .. 000 98.8 88.6 72.0 62:8 54.7 40.2 31.5 27.2 17. . .9
446 .................100.0 99.0 88.7 74 .6 65.9 57.4 43.4. 33.2 27.1 18. 7 .

447 ..................100.0 100.0 87.1 68.9 58.5 49.3 35.5 27..7 23.6 16.0 .6
448 .................100.0 100.0 89:9 70.4 60.2 52.1 38.9 31.0 26.9 17.8 6.2
449 .................100.0 99.2 90.6 70.9 58.4 48.4 33.4 25.1 .20.6 13.2 6.2
450 ................100.0 99.6 89.4 68.6 55.9: 46.0 31.3 21.8 16.2 9.9 4.6
451 .................100.0 100.0 91.3 78.3 67.7 57.7. 39.81 26.6 18.9 10.1 4.8
-~- 1
Total...............2,200.0 2,189.4 1,950.2 1,575.6 1,335.5 1 2 130.9 799.5 597.6 . 488.9 309.7 131.9
Mean ............... 100.0 99:52 88.65 71.62 60.70 51.40 36.34 27.16 22.22 14.08 6.00
 APPENDIX D: GRAVEL PLANT, BASE AND SUBBASE . 79

TABLE D-6
DENSITY AND MOISTURE CONTENT OF SUBBASE AND BASE

Moist. Sample Moist.

Section. Lift Sample No. Date Coordinates Dry Density Cont. Section Lift No. Date Coordinates Dry Density Cent.

A .........SB2 3020 8- 7 300-6L 132.2 4.2 Q ....... ..SB1 3009 8- 5 10-6R 137.5 3.1
SB3 3049 8-13 300-15L 131.2 5.2 SB2 3025 8-.8 10-6R 135.3 4.2
SB4 3085 8-21 300-15L 129.6 3.0 SB2 3027 8- 8 110-6R 127.0 3.2
SB3 3042 8-11 0-15R 136.9 4.5
B .........SB1 3002A 8- 4 290-6R 128.9 2.9 SB3 3043 8-12 0-14R 136.8 5.2
SB2 3021 8- 7 300-0 138.3 4.2 SB4 3065 8-14 300-15L . 129.7 4.7
SB2 3022 8- 7 200-6L 130.0 3.6 SB4 3073 8-16 100-15L 127.8
SB3 3050 8-13 .300-12L 133.2 5.9 4.1
R ........SB1 3010 8- 5 10-6R 127.7 3.6
'C ..........SB1 3001A 8-4 290-6R 122.3 '3.2 SB2. 3026 8-8 16-6R 124.3 4.0
SB2 3023 8-. 7 300-6L 141.4 6.5 SB3 3044 8-12 0-17R 129.0
SB2 3024 8- 7 200-6L 126.5 4.6 5.6
S .........SB1 3011 8- 5 10-6R 128.2 4.2
F ..... ., SBI 3004 8- 4 10-6R 123.5 5.3 SB2 3029 8- 8 10-12R 136.0 5.6
SB2 3034 8--9 10-6R 132.8 .4.5 SB2 3030 8- 8 10-9L 144.0
SB3 3053 8-13 0-15R 128.1 4.6 5.4
SB4 3084 8-21 0-15R 133.0 4.5 T .........SB1 3008 8- 5 10-6R 135.4 4.1
G ..........SB1 3005 8- 4 10-6R 129.5 4.4 TA .......SB1 3038 8-11. 5+00-12L 130.3 4.5
SB2 3035 8- 9 10-6R 128.5 6.0 SB1 3039 8-11 8+00-12R 132.3
SB3 3054A 8-13 0-15R 124.4 6.7 5.0
SB2 3057 8-14 5+00-15L 128.3 6.8
S B2 3059 8-14. 8+00-12R 127.9 4.1
H ....... . SB1 3006 8- 4 l0-6R 126.1 3.3 SB3 3070 8-16 5+00-15R 134.6
SB2 3036 8- 9 10-9R 143.1 . 5.2 4.3
. SB4 3078 8-19 5+00-15L 129.4 3.5
SB2 3037 8- 9 10-12R 136.4 4.8 SB4 3079 8-19 8+00715R 132.2 5.6
J....... SB1 3003 8- 4 310-6R 134.3 3.5 TB ...... 'SB1 3045 8-12 5+00-15R 133.4
SB1 3007 8- 5 10-6R 131.6 3.8 4.1
. SB1 3046 8-12 8+00-15L 133.2 5.0
SB2 30.61 .8-14 5+00-15L 125.8 4.7
L .........SB1 3015 8- 6 290-6R 125.1 3.7 . SB3 3072 8-16 8+00-15L 128.2
SB2 3031 8- 8 800-6R 125.9 4.7 3.2
SB4 3080 8-20 9+00-15R 128.5 4.0
SB3 3041 8-11 300-15L . 128.9 6.1
SB4 3060 8-14 300-15R 128.7 4.3 TC .......SB1 3018 8- 7 5+00-0 133.5 4.3
Base 3086 9- 3 300-8L 129.0 4.8 SB2 3047 8-12 5+00-1R 130.2 3.8
SB2. 3048 8-12 8+00-15L 137.2 5.3
M .........SB1 3014 8- 6 290-6R 127.2 3.6 SB3 3067 8-15 5+00-15R 128.0
SB2 3032 8- 8 300-6R 131.3 4.6 4.0
SB4 3076 8-19 5+00-15R 133.9 3.0
SB2 3033 . 8- 8 300-6L 125.1 4.4
SB3 3040 8-11 300-15L 128.2 6.1 TD. ..... SB1 3016 8- 6 8+00-0 132.0
Base 3087 9- 3 300-8L 130.4 4.7 4.2
SB1 3017 8- 6 5+00-6R 131.2 3.5
SB2 3054 8-13 5+00-6L 130.5 3.5
N ........ SB1 3018 8- 6 290-6R 128.9 4.1 SB2 3055 8-13 8+00-6L 139.1
Base 3088 9- 3 300-8L 137.3 4.6 4.4
SB2 3066 8-14 11+76-15R 138.2 4.9
SB3 3074 8-18 5+00-15R 127.0 4 .8
0 ........ SB1 3012 8- 6 290-6R 129.1 4.8 SB4 3082 8-21 5+00-15L 134.4
Base 3089 9-3 300-8R 133.9 5.5 3.3
SB4 3083 '8-21 8+00-15R 133.2 4.2'
P.. ....... Base 3090 9- 3 300-8R 133.9 2.6

TABLE D-7
LABORATORY COMPACTION TESTS ON SUBBASE
AND BASE GRAVEL

Wet Dry NListure

Density Density Content
Material lb. per cu. ft. lb. per Cu. ft. Pctg. Laboratory

21n. Max. Subbase 136.4 130.4 . 4.6 WASHO

2-in. Max. Subbase 133.2 129.3 3.0 WASHO
2-in. Max. Subbase .......... 129 8.2 C
3 -in. Max. Base
% 132.2 128.3 3.0 WASHO
188.7 130.9 6.0 WASHO
133.2 129.2 3.1 WASHO
133.4 127.1 5.0 WASHO
137.5 128.5 7.0 WASHO
141.4 129.7 9.0 WASHO
%
3 4n. Max. Base 135.9 129.4 5 Gr
 80

Appendix E
CONSTRUCTION AND CONTROL OF BITUMINOUS SURFACING AND STUDIES OF THE
ASPHALTIC CONCRETE *

Following compaction of the crushed base course, a
prime coat of RC-1 was applied at the rate of 0.29 gallons
per square yard between August 26 and September 5. The
prime was put down one foot wider than the width of
asphaltic concrete to go on top of it. Inspection consisted
of controlling the quantity of material in a given area,
keeping temperatures within specification limits, and ob-
taining samples in the standard manner for acceptance
paving progress is given in Table E-2. On September 18
through September 20 maintenance material consisting
of 997.4 tons of %-inch aggregate and SC-3, and 1038.9
tons of '/2-inch aggregate, and SC-3, were mixed in the
plant and stockpiled adjacent to Station 135 in the con-
nection road area.
Material for special sections W and Z was also pro-
duced in the plant during this period. These sections had

..... .
TABLE E-1

ACCEPTANCE TESTS OF LIQUID ASPHALTIC MATERIALS

Distillation, Pctg. of Total Distill, to 680° F. Test on Residue
Spec. Flash Viscosity _______ _______ _______ _______ Residue _______
Lab. Sample Sample Invoice Gray. Point S. F. from Net
No. Date No. 60° F. F. Sec. Initial Distill. Pen. Duct. Pctg. Gallons
Boil. Pt. To 437° To 500° To 600° to 680° 77° F. 77° F. Sol. in
100 g. 5 cm/mm. CCI,

RC-1: T.O.C. At122°F.

G .. A-5000 Aug. 26 .... 0.949 83 116.8 176° F 64% 82% 95% 72% 98 100+ 99.99
N ........ Aug. 26 322036 17.4 100+ 112 67 82 93 72 95 110+ 99.80 4,677
C A-5001 Aug. 26 . 76 1182
C .......A-5005 Sept. 3 . 75 144.7
N ........ Sept. 3 322315 17.4 100+ .. . 67 82 83 72 95 110+ 98.80 971
G .......A-5007 Sept. 4 . 75 100.0
N ........ Sept. 4 322368 17.4 100+ 101 67 82 93 72 95 ' 110+ 99.80 959
G .......A-SOlO Sept. 5 .' ............84 113.6
G . A-5011 Sept. 5 :......... ... 97 111.8
N .......... 322707 17.3 100+ 140 55 74 90 71 107 110+ 99.82 488
MC-5: C.O.C. At 180° F.

G ........A-5020 Sept.16 .. ..0.998 265 480 457 0 38 94 140 100+ 99.95

G ........A-5021 Sept.16 .. 255 404
N ......... Sept. 15 322767 9.4 265 409 .. 38 94 156 110+ 99.80 3,924
N ..........5ept.15 322768 .. 934

MC-2: C.O.C. At 140* F.

G ........A-5026 Sept.18 .... 0.864 160 175.2 355 2 24 73 77 140 100+ 99.81
N_ ........5ept.18 322847 15.1 185 154 4 25 73 78 110+ 99.76 284

MC-4: C.O.C. At 180° F.

G ........A-5033 Sept.22 ....0.984 225 163.5 387 0 4 58 88 152 100+ 99.97
N ..........5ept.22 322947 11.4 245 169 .. 52 88 168 110+ 99.75 230

Residue from Distill.

Initial Pctg. Asph. Ductility of
Boiling Residue of 100 Pen. 100 Pen Residue Net
Point Float Bit. Sol. Gallons
SC-3: C.O.C. At 140° F. at 122° F. in CO. Pctg.

G .........A-5025 .
......... A-5027
Sept. 18
Sept. 18
322839 ............ 306
322858 ............ 305
447
418
........... .................
......................
................................................................4,090
.....................................................................4,169
A-5028 Sept. 19 322880 ............ 311 371 ...........................................................................................4,447
A-5029 Sept. 19 322880.. .......... .300 418
.........A-5030 Sept.19 322889 0.987 300 414 518 lOTs nec 99.91% 80.8% 100+ 3,706
.A-503! Sept.19 322891 ............ 309 415 ............. ............................ ....................................................4,447
G+N A-5032 Sept.19 322891 11.2 320 416 96 99.78 82.0 110+
N ................... Sept.17 32284! 11.2 300 398 96 99.78 ' 82.0 110+ 2,231
N ...... ............. Sept.18 322864 11.2 300 411 98 99.78 82.0 110+ 3,706
N .................. Sept.20 322914 11.2 300 301 96 99.78 82.0 110+ 2,127

tests. Application temperature was consistent between
100 and 125° F. The results of acceptance tests are given
in Table E-1.
The asphalt hot-mixing plant was put into operation
on September 2 and continued production of asphaltic
concrete with 120-150 penetration asphalt cement through
September 17. A detailed record of plant production and
° Prepared by L. E. LYBECKER, field engineer; C. R. WRIGHT, field
engineer, and HAROLD S. Swascr, reeearch engineer.
originally been planned as road-mix sections but, because
of the difficulty in road-mixing 200 7foot lengths, it was
decided to mix the %-inch aggregate and SC-3 in the
plant and then spread it with a blade from windrows.
The mixing plant was an old Cedar Rapids plant with a
batch capacity of 3,000 lbs. Aggregate for the asphalt
mix had been stockpiled previously and was pushed by
bulldozer to the trap feeding a belt to the dryer. After
being dried, the aggregate was screened and separated into
three bins. It was weighed into a pug mill type mixer
 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE 81

TABLE E-2
RECORD OF PAVING OPERATIONS AND ASPHALTIC CONCRETE PRODUCTION-PLANT MIX WITH 120-1 50 PENETRATION ASPHALT

Date Location and Lift Station to Station Spread Width Tons Spread Test Sections Lane

9- 2 Conn R (1) 130+26 136+00 ...................90.365 .....................East 3'CL

9- 3 TA (1) 0+00 12+99 8' 132.800 .....................Inside
9- 3 TA (1) 0+00 13+05 10' 161.675 .....................Middle
9- 3 TA (1) 0+00 13 +05 10' 169.845 .....................Top
9- 4 TB (1) 0+00 12+99 8' 132.640 .....................Inside
9- 4 TB (1) 0+00 12+81 10' 146.465 .....................Middle
9- 4 TB (1) 12+99 3+53 10' 122.720 ................... Top
9- 5 TB (1) 3+53 3+00 10' 45.060 ....................Top
9- 5 TA (2) 0+00 12 +87 8' 116.225 ....................Inside
9- 5 TA (2) 0+00 3+91 10' 46.985 ...................Middle
9- 5 TA (2) 3+91 . 9+46 10' 62.060 ..................Middle
9- 5 TA (2) 9+46 12+99 10' 37.950 ..................Middle
9- 5 TA (2) 0+00 12+99 10' 154.590 ..................Top
9- 5.. TB (2) 13+00 0+00 8' 123.975 ...................Inside
9-6 TB (2) 13+00 12+62 10' 7.560 ...................Middle
9- 6 TB (2) 12±62 0+00 10' 137.770 .................
. Middle
9- 6 TB (2) 13+00 0+00 10' 161.520 ...................Top
9- 6 TBX-over (1) 0+00 1+96 12' 30.700 .................Xover
9- 8 TC (1) 1+76 6+40 8' 53.920 ...................Inside
9- 8 TC (1) 6+40 7+02 8' 77.795 ...................Inside
9- 8 TC (1) 1+85 13+49 10' 150.190 ...................Middle
9- 8 TC (1) 1+85 13+49 10' 147.065 ............Top
9- 8 TD (1) 11+76 10+35 8' 15.535 ............Inside
9- 8 TD (1) 1+75 10+35 8' 85.195 ............Inside
9- 8 TD (1) 1+76 11+76 10' 108.290 ............Middle
9- 9 TD (1) 11+76 1+76 10' 105.150 ............Top
9 9 TC (2) 1+76 9+60 10' 84.950 ............Inside
9- 9 TC (2) 9+60 13+47 10' 46.255 ......... Inside
9- 9 TC (2) 1+76 13+50 10' 136.615 ......... Middle
9- 9 TC (2) 1+76 13+49 8' 114.535 ......... Top
9- 9 TD (2) 11+34 . 3+82 10' 84.455 ........ Inside
9_ 9 TD (2) 3+82 2+11 10' 15.310 ........ Inside
9-10 TD (2) 11+34 2+11 10' 106.645 ....... Middle
9-10 TD (2) . 11+34 2+11 8' 91.330 ................Top
9-10 Xl (1) 122+76 120+12 12' 30.590 Qi Inside
9-11 Xl (1) 120+12 108+59 12' 158.810 R, S, T-i Inside
9-11 Xl (1) 108+59 103+23 12' 75.670 Ti, Ui Inside
9-11 Xl (1) 122+76 118+44 12' 49.285 Q2 Outside
9-12 Xl (1) 118+44 103+23 . 12' 199.385 S, T, U2 Outside
9-12 X2 (1) 13+30 109+38 12' 82.945 Li, Ml Inside
9-12 X2 (1) 109+38 123+26 12' 184.400 Ni, 01, P1 Inside
9-12 X2 (1) 12+99 120+21 12' 231.990 L, M, N, 02 Outside
9-12 X2 (1) 120+21 12+99 12' 45.400 P2 Outside
9-13 Xi (2) 1.22+76 105+50 12' 236.755 R, S, Ti Inside
9-15 Xl (2) 105+50 103+23 12' 42.125 Ui Inside
9-15 . Xl (2) 122+60 116+74 12' 92.270' Q2, R2 Outside
9-15 Xl (2) 116+74 103+23 12' 197.205 S, T, U2 Outside
9-15 South Access 0+00 4+61 . 12' 85.510 ....... 12' Lane
Connection
9-15 Road 136+07 128+78 12' 137.135 ......12' West Lane
Connection
9-15 Road 129+59. 128+78 12' 15.145 .....12' East Lane
Connection
9-15 Road 129+60 133+18 8' 24.475 .....8' East
.
shoulder
9-15 NOrth Access 0+00 4+70 12' 76.720 .......12' Lane
9-15 TC X-over 0+00 1+70 12' 33.660 ......12'Lane
9-15 Y2 (1) 142+26 146+96 12' 71.405 Al Inside
9-16 Y2 (1) 146+96 160+74 12' 204.680 B, C, D El Inside
9-16 Y2 (1) 160+74 161+50 12' 10.695 El Inside
9-16 Yl (1) 161+50 142+50 12' 281.930 F, G, H,J,.K1 Inside
9-16 Yl (1) 161+50 158+00 . 12' 58.065 F2 Outside
9-16 Yl (1) 158+00 153+82 12' 61.020 G2 Outside
9-16 Yl (1) 153+82 142+50 12' 159.905 H, J, K2 Outside
9-16 Y2 (l) 142+36 145+15 12' 40.075 A2 Outside
9-17 Y2 (1) 145+15 160+03 12' 217.600 B, C, D, E2 Outside
9-17 Y2 (1) 160+03 161+60 12' 27.700 E2 Outside
9-17 North Access Fillet in turn 4.595 ............ Fillet
.9-17 Y2 (2) 142+26 161+60 12' 262.270 ABCD E. Inside
9-17 Y2 (2) 142+26 152+89 12' 153.850 ABC2 Outside
9-17 Y2 (2) 152+89 161+60 12' 124.065 CDE2 Outside
Total tons. ... 6,981.470
82 THE WASHO ROAD TEST, PART ONE

and hot asphalt was added. The mixing time after asphalt TABLE E-3
was added was checked frequently and found to average GRADING OF BIN SAMPLES AT HOT Mix PLANT
50 seconds, varying from 32 to 66 seconds, compared to
the specified minimum time of 30 seconds. The hot as- Cumulative Percentage Passing
phaltic concrete was hauled to the test sections and spread Average of Samples Calculates! Corn
by an Adtiun paver in two-inch lifts. Within five minutes Average of Samples 518 to 577 bined Grsding°
after spreading it was given a "knockdown" rolling with a
7-ton tandem roller. Approximately three hours later, 504. sos sos. 510 506,511 Fromrented
Sieve I 512,515 1513,516 1514.517Coarse Mediam ~ Fine Dry [ for
more or less depending on temperature it was given final Coarse I Medium I Fine Sieving Wash
rolling by a 9-ton roller.
Control at the plant included checking the grading of 1 in ...... .. 100.0 ................. 100.0 .................. 100.0 100.0
material from each bin at least twice daily, following *%in 99.8 ................. 98.8 .................. 99.5 99.5
in 82.1 100.0 ..........82.5 100.0 92.2 92.3
initial grading determinations prior to any production in 36.4 99.7 100.0 38.6 99.7 100.0 72.7 72.9
from which proportions to be taken from each bin were No.3 10.3 81.6 99.9 11.2 87.0 99.9 59.7 60.5
determined. The results of these mechanical analyses are No.4 3.9 33.2 99.6 4.0 41.5 99.4 53.0 54.0
No. 10 2.8 5.4 73.9 2.2 9.2 72.3 36.7 37.9
given in Table E-3. These control samples, were tested No.20 2.3 3.5 49.4 2.0 4.7 47.1 24.1 26.0
by dry sieving. A number of wash analyses showec that No. 40 2.1 3.2 35.9 1.9 3.8 34.1 17.7 19.7
No.50 1.8 2.8 15.2 1.7 3.0 15.0 8.3 10.6
the percentage of matérial passing the No. 200 sieve No.200 1.3 2.0 4.5 1.2 2.1 4.6 2.8 5.2
should be increased by from 2.0 to 2.9 per cent, averaging
2.4 per cent. These data were used to correct the dry Aggregated combined in following proportions:
sieve analysis, asindicated in Table E-3. 44.4% Coarse bin.'
7.0% Medium bin.
Approximately once per hour the following temperature 48.8% Fine bin.
measurements were made:
TABLE E-4
AGGREGATE MOISTURE CONTENT AND MIXING PLANT TEMPERATURE DATA

Sample No. Date Time Bin Pctg., Moist.. Dryer Temp. Asphalt Temp. Mix Temp. Remarks

G-501 ...............9- 2 1:40 Coarse 0.72

502 ........... ....9- 2 ' 1:40 Medium 0.59
503 ......... .......9- 2 1:40 Fine
504 ............ ....9- 2 2:45 Coarse . 0 .' ...........

505 ........ .......9- 2 2:45 Medium .18

506 ............ ....9- 2 2:45 Fine .12
507 ........... ....9- 2 3:40 .36 ......... Combined Belt Samp.
508...............9- 2 3:40 .25 ........... Combined' Belt Samp.
509 ........... ...9-3 8:30 Coarse 0 .340° 258° 256°
510 ........... ...9- 3 8:30 Medium 0
511 ........... ...9- 3 8:30 Fine ' .15
512 ........... ...9- 3 11:35 Coarse .15 343° 252 0 286°
513 ........... ...9- 3 11:35 Medium .15
514 ........... ...9- 3 11:35 Fine , .14 ...........
.
. .... ............

515 ... . ....... ...9- 4. 8:55 Coarse 0 334° 244° 246°

516 ........... ...9- 4 8:55 Medium .14
517 ........... ...9- 4. 8:55 Fine .12' .................
518............ 9- 4 1:30 Coarse .30 330° 206° 241°
519 ........... .. -9- 4 1:30 Medium .26
520 ....... . ... .. 9_ 4 1:30 Fine
521 ............. 9- 5. 8:45 Coarse .16 327° 261° 254°
522 ........... .. 9- 5 8:45 Medium .64
523 ........... .. 9- 5 8:45 Fine .49
524 .............. 9- 5 2:00 Coarse .12 324°' 241° 254°
525 ........... . 9- 5 2:00 Medium 0
526 ........... 9- 5 2:00 Fine 0
'527 ............ . 9- 6 1:15 Coarse .29 .326° 239° 238°
528 ............ . 9- 6 1:15 Medium .24
529 ........... . 9- 6 1:15 Fine .11
8:20 Coarse .26 3250 264 0 228°
530 ........... . 9- 8
531 ............ 9- 8 8:20 Medium ' .12
532 ........... . 9- 8 8:20 Fine .32
533............ . 9- 8 1:10 Coarse .24 3360 240 0 2900
534 ........... . 9- 8 1:10 Medium 0 ' ...' ..............................

535 ........... . 9-8 1:10 ....... 0

8:20 Coarse .37 315° 266° 2400
536 ........... . 9- 9
537 ............ . 9- 9 8:20 Medium .23
538 ........... . 9- 9 8:20 Fine 0
539 ........... . 9- 9 2:40 Coarse .11 3430
232° 2800
540 ........... . 9- 9 2:40 Medium .12
541 ............ 9- 9 2:40 Fine .33
542 ........... . 9-10 9:20 Coarse .12 327° 250° .270°
543 ............ . 9-10 9:20 Medium
' 0
544 ............ . 9-10 9:20 Fine 0 . . ....................................

9-11 2':10 Coarse .12 , 340° 262° 264°

54t .............. 9-11 2:10 Medium .24
54t ............ 9-11 2:10 Fine 0 , ................. .
 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE 83

Asphalt storage tank
Aggregate dryer
Asphalt temperature in the weighing bucket
Mix temperature as the A.C. was discharged into
trucks.
Typical values of most of these determinations are given
in Table E-4, which also includes aggregate size and mois-
ture content.
Samples for acceptance testing of the asphalt cement
were taken from each tank load of material received. The
results of tests on these samples at Lab G and Lab N
are given in Table E-5.
The alphalt content for the hot-mix material was de-
signed at the Idaho State Highway Laboratory. This
design called for 5.3 per cent of 120-150 penetration
asphalt cement, based on the weight of aggregate, as
shown -in the first column of Table E-6.
Design tests for asphalt content were conducted later at
other laboratories and these results are also recorded in
Table E-6. During paving of the turnarounds, different
asphalt contents were used for short sections and the
effect of this variable on Marshall stability and field com-
paction was studied. Using a portable Marshall stability
apparatus furnished by the Asphalt Institute, the values
shown in Table E-7 were obtained. On the basis of these.
tests a setting for the asphalt batch weight of 157 lb. was
decided upon since stability dropped appreciably for
higher settings and since no advantage was observed in
field compaction for higher settings. This batch, weight
gave an actual asphalt content of 5.3 per cent, when the
amount of asphalt coating the bucket was considered. It is
pertinent to note that the overall average asphalt content
for the hot-mix was calculated as 5.2'7 per cent on the
basis of quantity of asphalt cement delivered and total

TABLE E-4
AGGREGATE MOISTURE CONTENT AND MIXING PLANT TEMPERATURE DATA-Continued
Sample No. Date Time Bin . Pctg. Moist. Dryer Temp. Asphalt Temp. Mix Temp. Remarks
548 ........... .. 9-11 ' 5:00 Coarse .12 ., ..............................
549 ........... .. 9-11 5:00 Medium .45
550 ........... ...9-11 5:00 Fine .66
551 ............. 9-12 9:00 Coarse 0 325° ', 234° 222 0
552 ........... ..9-12 , 9:00 Medium .22
553 ........... ...9-12 9:00 Fine 0
554'........... ...9-12 1:45 Coarse 0 314 0 218° 238°
555 ..............9-12 1:45 Medium 0
556 ............ 9-12
' 1:45 Fine 0
557 ........... . 9-13 8:15 Coarse 0 318° 220 0 224°
558,........... .. 9-13 8:15 Medium
559 ... ......... ..9-13 8:15 Fine 0
560 .............9-15 8:30 Coarse .13 322 ° 254 0 285 0
561 ............ 9-15 8:30 Medium .11
562 ..... . ..... . 9-15 8:30 Fine .11
563 ............ 9-15 1:15 Coarse 0 342° ' 238 0 280 °
564 .............9-15 1:15 Medium .15 ......................................
565 .............9-15 1:15 Fine 0
566 ........... . 9-16 9:10 Coarse .26 324° 264° 250°
567 ........... 9-16 9:10 Medium. .12
568........... ..9-16 9:10 Fine .12
569 ........... . 9-16 2:00 Coarse 0 340° 244° 268°
570 ............9-16 2:00 Medium 0'
571 ............9-16 2:00 .Fine 0
572 ........... . 9-17 8:20 Coarse .13 330° 252° 230°
573 ........... . 9-17 8:20 Medium 0
574 ........... . 9-17 8:20 Fine 0
575 ............9-17, 5:00 Coarse ' .26 336° 2480 256°
576 ... . ....... .9-17 5:00 Medium 0
577 ........... . 9-17 5:00 Fine 0
End of Hot Mix.
SC-3 Mix: .
578 ........... . 9-18 10:00 Coarse .36 278° 234 0 183°
579............9-1k 10:00 Medium 1.31
580 ........... .9-18 10:00 Fine • , 2.23 ........................................
581 ............9-19 8:40 Coarse .51 287° 232° 181°
582......... . . 9-19 8:40 Mediurñ .79
583 ........... . 9-19. 8:40 Fine 1.51
584 ............ . 9-19 2:05 Coarse 70 285° 216° 178°
585 ........... . 9-19 2:05 Medium .44
586 ........... . ' 9-19 2:06 Fine .98
587 ............9-19 4:55 Coarse .49
588 ...... ...... .9-19 4:55 Medium . .69 '.......... .......................
589........... , 9-19 4:55 Fine 1.07
590 ........... . 9-20 9:05 Coarse .36 270° 234° 186°
591 ............9-20 , 9:05 . Medium
592............9-20. 9:05 Fine :33
593 ........... . 9-20 2:00 Coarse . .69 273° 258° 180°
594 ........ .... 9-20 2:00 Medium .69 ............ ...................:. ..
595 ............ .9-20 2:00 , Fine '1.10 .....................'. ...........
 84 THE WASHO ROAD TEST, PART ONE

TABLE E-5
ACCEPTANCE TESTS OF ASPHALT CEMENT

I Residue LOH
Flash Due- Loss on Bitumen Prop. Bit. Net
Sample Invoice Penetr. Point tility Heating Penetr. Pctg. of (Soluble Soluble .Gal-
Sample 77°F. 325°F., 5 hr. 77°F. Orug. CS) CCL, Ions
- No. Date No. 77°F. C.O.0

Lab.G: %
A5003 ............ .Sept. 2 .........
A5006................4 322356 .............. 107 76 99.98 100 ...
A5008...............4 322379 140 400+ 100+ 0.18'
A5009...............5 322414 138 400+
A5012................8 322495 141 400+
A5013...............8 322518 146 400+
A5014...............9 322539 145 400±
322554 140 400+ 100+ 0.20 110 79 99.95 100 ...
A5015...............9
A5016..............10 322584 133 400+
A5017 ..............13 322695 136 400+
A50.18..............13 322695 128 400+
A5019...............15 322745 127 400+
322774 187 400+ 100+ '0.59 127 68 99.98 99.99
A5022 ..............16 105 73 99.99 99.99
A5023..............17 322807 143 400+ 100+ 0.43
A5024..............17 322812 137 400+
(Refin.) 128 450 100+ 0.13 110 86 99.85 100
801C ............. .
Aug.14
Lab.K: 113
127 515 0.15

Lab.N: 99 . 76.5
CS° 129 450+ 140+ 0.10
Sept. 1 322258 131 450+ 140+ ........................................4,35
2 322261 130 450+ 140+ .........................................4,447
3 322356 128 ' 450+ 140+ ............................... .........2,223
........
4 322379 135 450+ 140+- .........................................3,699
4 322382 136 450+ 140+ ............................................2,220
5 322429 . 132 450+ 140+ ............................................4,162
5 322414 130, 450+ 140+ ..............................................3,706
6 322478 129 450+ 140+ .............................................2,220
7 322495 131 450+ 140+ .............................................2,220
8 322539 131 .450+ 140+ ..............................................4,162
8 322496 131 450+ 140+ ..............................................4,162
8 322518 131 450+ 140+ ..............................................4,162
9' 322554 ' 128 450+ 140+ ..............................................2,220
10 322584 127 450+ 140+ .............................................3,699
11 322652 138 450+ 140+ ........................................... . 3,718
12 322678 130 450+ 140+ ...
............................................. 1,853
13 322695 132 450+ 140+ .............................. ...................
. 4,269
13 322729 135 450+ 140+ ......................... ........ ... .......4,169
14 322743 124 450+ 140+ ....... ..... .................. ............. 4,261
15 322745 124 450+ 140+ ........................................ .... 5,300
16 322774 136 450+ 140+ .............................. ........... .... 1,959
.16 322794 128 450+ 140+ ........................................ 1,945
17 322807 131 450+ 140+ ........................................ 2,239
17 322812 134 450+ 140+ ......... .................. ..............4,104

nCS denotes composite sample of all asphaltic concrete shipped to project.

hot-mix weighed past the truck scales. The average of
all the extraction tests at Laboratory G was 4.97 per cent
while the average of extraction tests at the WASHO
laboratory was 5.58 per cent. No reason for the discrep-
ancies in asphalt determinations by extraction is apparent.
Control operations at the paver consisted of very fre-
quent measurements of thickness and temperature of
uncompacted and compacted mat, sampling of the uncom-
pacted mix from the trucks, and determination of the
density and void content of the compacted pavement. A
sample for extraction was taken from each 75 tons approx-
imately. Most of these were sent to Laboratory G for
determination of asphalt content and mechanical analysis.
The results of these tests are given in Table E-8. Some
of these samples were tested at the WASHO field labora-
tory as indicated in Tables E-9 and E-10.
Tables E-9 and E-10 also show the density and void
content of the compacted pavement. Density was deter-
mined by . cutting out specimens approximately seven
inches square, and weighing them dry, immersed in water,
and surface-dry, in the laboratory. Voids were calculated
from the theoretical voidless density.
A number of different methods for compaction of the
asphaltic concrete were used during construction of the
turnarounds to develop the best procedure prior to con-
struction of test sections. Different weights of rollers
from seven to thirteen tons and rolling at different periods
after initial lay down were evaluated. It was determined
that the best prcedure consisted of a "knock-down" rolling
with the 7-ton roller consisting of two coyerages imme-
diately behind the paving machine, followed by two' or
more coverages of a 9-ton roller after the mixture had
 TABLE E-6 85
ASPHALT CONCRETE DESIGN TESTS

Laboratory IDAHO IDAHO Lab. C Lab. J

Sieve Grading of Aggregate Used in Test

Cumulative Percentage Passing

100 100 100 100

90 90 81.2 84
70 70 69.4 72
53 53 56
45.0
43 43
35 35 30:8 37.5
25 25
21 21 19.7
18 18 . 17.5
16 16
10 .10 10.6
7 7 1 8.2 7.0
Asphalt Contents .....5.3 4.5 5.8 6.4 1 6.9 4 1 5 5.5 6 6.5 7
Asphalt Type ...................... 120- 150 Pen SC-3 11 120-150 Pen. Cosden Ref. Co.
Compacted Mix:
Wt. per cu. ft.....................139.6 138.0 144.8 144.8 144.8 142.0 144.1 144.3 144.5 144.6 144.0
Percentage Voids .................7 . .1 9.5
Stability .........................45 52
Swell ...............................010
0
Inches ..............................47
Stripping .......................... Slight Slight

Stabilometer .......................................... 30 30 24
Cohesiometer .......................................... 203 212 142
RValue ............................................... 93 93 85
Marshall Sp. Gr. Brig................................... 2.32 2.28 2.31 2.315 2.32 2.32 2.305
Test: Flow .......................................... 13 4 7 7 9 15 14
Stability ...................................... 1535 1630 1240 1370 1130 1180 1090
Voids-Total Mix .............................. 4.8 9.4 6.6 5.8 5.0 4.0 3.8
V. M. A.............. ....... ........ ... 18.3 18.6 18.2 18.4 18.8 19.0 19.9
........
Percentage Voids Filled ........................ 74 49 63 69 73 79 81
Percentage Theo. Max. Density.................. 95
Aggregate CE E =4.8
Immersion- Sp. Gr. Brig.......................... . 2.30 = 1.4
Compression: Brig. Psi wet........................ 363.5
Test: Brig. Psi dry......................... 361.2
Absorption, Percentage by wt.......... 0.71
Swell-Percentage by Vol.............. 0.03
Stability Wet/Dry Ratio .............. 100.6 *Percentage by wt. of Aggregate.

ASPHALT CONCRETE DESIGN TESTl -LAB. H

Grading of Aggregate
Sieve used in tent cumulative Test Results using 120-150 Pen. Asphalt #7645
percent passing

3% in. . 100 . Asphalt Content: 4.0 4.5 5.0 5.5 6.0 4.5 4.5
3/ in. 88 Sp. Gr. Briq.: . 2.25 2.30 2.31 2.33 2.33 2.35 2.35
%
3 in. 74
Y4 in. Stab. Value: 43 42 40 35 34
No. 4 50 Cohes. Value: 249 394 257 . 494 512
No. 6
Rt Value: 100 100 100 100 100 100 100
No. 10 37
No. 20 Swell, Inches: . .002 .000
No. 30 Permeability: 0 0
No. 40 18 Susceptibility to Moisture Vapor
No.. 50 15 No. of Cycles: 15 15
Moist. Absorb: 0.3 0.4
No. 100 10 Stabilometer: 31 32
No. 200 6 Cohesion: 460 311

Surf. Area 30.5 Sq. Ft. Per lb. Recommended Oil Ratio = 4.5 to 5.0
Sp. Gr. Fine 2.65
Coarse 2.61 Film Stripping: No 15 mm. 77°F.
Kc-1.2 Kf-1.4 Km-1.35
LART 100 Rev- 5.6% Loss
500 .Rev-24 .2% Loss Wet Shot-17.2% Loss Sand Equivalent-46
 86 TABLE E-6-Continued
ASPHALT CONCRETE DESIGN TESTS

Laboratory: Lab. I Lab. D

Grading of Aggregate Used in Test

Cumulative Percentage Passing

.
Sieve

3 jn..........................
%
3/2 in ........................
in.........................
100.0
94.8
82.0
.
.
.
100.0
89.3
100.0
93.6

No. 3 .......................
No.4 ........................54.0
No.'lO ......................
No20
No.40 .......................
63.3
40.1 . 55.1
39.8
63.7
45.7
......................... 34.3
24.9 25.5 27.6
No.50 .......................... 25.5
No. 80 .........................17.9 18.7
No. 100........................... 17.2
12.3 11.3 13.2
No. 200

120-150 Penetration 6.6

AsphaitContent..................5.5 5.75 6.0 6.25 6.50 6.75 5.25 5.50 5.75 6.0 6.25 6.50

Theoretical Density .......... .. 2.43 2.43 2.42 2.41: 2.40 2.39 2.44 2.43 2.43 2.42 2.41 2.40

ApparentSpecificGravity ..... .. 2.23. 2.24

Percentage of Theoretical .......91.8 92.2
2.24
92.6
2.25
93.4
2.25
93.8
2.25
94.1
2.20
90.2
2.21
90.9
2.23
91.8
2.23
92.1
2.22
92.1
2.25
93.8 .
2.18
..

Compressive Strength ......... .. 5120 5640 6090 5750 5650 6040 7130 7360 6990 7460 7270 7320
(Total load on a 4-in, diameter
specimen.)
Surface Area, square feet per pound ............................................................................. 50 .14
SwellTest .................................................................................................. ...0.001.
None
StrippingTest ............................................................................. .....................
Centrifuge. Kerosene Equivalent ................................................................... . ...............6.15
Oil ratio from CKE corrected for surface area and viscosity of 120-150 pen asphalt....................................6.6
Percent stability at 400 psi ................................... .................................................27

ASPHALT CONCRETE DESIGN TESTS-LAB. K

Sieve Cumulative Percent Passing . Puss.

Size

Ret.
Bulk
Sp.,Gr.

1 i n.n ..........100
Design lb Design 2
................. ........
Design 3c
3%a
. . . 2.610
3 -in ......... ... 98.4
%
85.0
3%-in ......... ..61.7
No. 10 40.9
100
82.9
53
35
100
80
60
45
3%

3%
No. 10
3%
No. 10
No. 80
.. 2.602
2.574
2.502
2.512
40 ............. 20.6
80 ....... 13.1
200 ............ 7.2
:........... ..... ..
6
30
15
5
No. 80
. . 2.644

NOTE: Round opening sieves used above No. 10.

b WASHO material as received.
Other uradation combinations of WASHO aggregates.

% %
o

Design %
Asphalt Air Voids Hveem
Stability
Optimum
Asph. Cont.

1 ..............................................3.5 8.3 63
4.4 5.4 60
5.3
6.2
7.0
2 ..............................................3.5
3.0
0.9
0.1
7.9
- 52
30

62
4.9

4.4 4.4 62
5.3
6.2
7.0

3 ..............................................3.5
-
2.3
0.3

8.8
- 46
23

66
4.7

4.4 6.6 68
5.3
6.2
7.0
3.9
2.2
0.6 . 66
56
14
5.25
 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE Efi

TABLE E-7
MARSHALL STABILITY TESTS ON SAMPLES FROM HOT MIX PLANTS

Asphalt Marshall Test Asphalt

Date Time Plant Location Content by
Setting Extraction
Voids Pctg. Stability lb. Flow 0.01 in.

Sept. 6 ................. ...3pm 151 Turn B, Center Lane 5.0 1,120 10 4.9
4.6 1,125 10
4pm 151 Turn B, Outer Lane .............5.8 960 11 4.9
6;0 790, 7
5pm 157 Turn B, Outer Lane .............5.0 .925 S . 5.6
5.0 950 7 . . .,. ......

Sept. 8:....................8am 157 Turn C, Inner Lane ............ 4.5 . 980 5 5.0
Sta. 0+OOtolO+62...'.. 4.1 1,020 7 5.2
9am 163 Turt C, Inner Lane .............3.7 870 7 5.2
Sta. 10+62 to 13+50 4.1 890 7 5.2
Center, 0+00 to 4+63 ..... ........................................
..........
...
10am 163 Turn C, Center Lane 4.1 890 7
Sta. 4+63 to 10+79 4.1 880 7
11 am 169 Turn C, Center Lane 4.6 675 10 5.7
Sta. 10+79 to 13+50.... 5.0 645 8
1 pm 169 Turn C, Outer Lane .....' 2.9 810 4 5.4,
Sta. 4+00 to 7+00 3.3 720 8

Effect of Different No. of Blows

Amounts of Compaction
on Sample A-4089 50 4.6 910 9
Sept. 12, 1952 50 4.6 860 , 4
35.. 7.4 485 6
35 7.0 485 7 . ..............
25 7.0 370 4
25 7.0 480 4
15 ' 9.1 250 3
15 8.3 340 7
10 10.1 175 4
10 10.7 175 4
5 12.0 125 3
5 12.0 125 4

cooled to 100125n F. This final rolling was continued
until no additional effect of the rolling was visible.
Immediately following the laydown and initial rolling,
cast aluminum plates for dynamic deflection determina-
tions were placed in the pavement surface. Five of these
plates were pl.aced in each lane of each test section; a
sixth plate was placed in eight locations. After some
experimentation a procedure was developed consisting of
removing sufficient asphaltic mix to set the plate in place;
while the mix was still at approximately 200° F. The
locations had to be made carefully with transit and steel
tape. After the plates were in place a short section of
wood lath was placed across the center of the plate and
the roller was run across the plate. This section of lath
was necessary to overcome the tendency of the plate to
rock while being rolled, from the tendency to tip 'as the
roller first reached the plate and, as it left the plate. The
lath was left in place for the final rolling of the pavement.
After the conditioning 'traffic, consisting of approxi-
mately 20,000 applications of a 10,000-lb. axle load, cores
were cut from the pavement at 12 locations in the transi-
tion zones between' the regular test sections and in the
two special sections containing SC-3 simulated road mix
material. Actual thickness of the paving was .measured
at each core hole. The density and calculated void content
were determined for most of the cores. These data are
shown in Tables E-11 and E-12. About 40 of these cores
were studied at Lab. P under different temperatures.
The results of Marshall tests on these specimens are given
in Table E-13.
 THE WASHO ROAD TEST, PART ONE

TABLE E-8

EXTRACTION TESTS ON ASPHALTIC CONCRETE-LAB G

Cumulative Percentage Passing

Sample LocationRepresented sel : : ;
8% W' q Vu" No. 6 No. 10 No. 20 No. 40 No. 100 No. 200

Connect. Rd.:
A-4000 Sta. 133+50-2R ...... . Sept. 2 100 89 70 56 48 38 27 21 9 5 5.70 0.19 40 139.6
A-4115 Sept. 15
South Access .......... . 100 90 66 53 35 28 17 13 6 3 4.67 0
A-4116 132+28, West ...... . Sept.15 100 92 67 53 35 26 18 13 8 3 4.43 0

Turnaround A:
A-4001 2+65 Inner-I..........Sept. 3 100 85 62 48 34 27 19 15 6 3 4.69 0.34
A-4002 9+76 Inner-I ..........Sept. 3 100 86 61 47 34 27 19 15 6 1 4.56 0.18
A-4003 7+30 Center-I .........Sept. 3 100 87 68 54 41 32 23 18 8 2 5.34 0
A-4005 Sept. 3
4+80 Outer-I ......... . 100 85 64 50 . 35 28 20 15 7 4 5.01 0.14 39 140.5
A-4006 Sept. 3
9+14 Outer-I ......... . 100 88 66 53 38 30 22 17 7 2 4.63 0.28
A-4008 2+65 Inner-I ..........Sept. 4 100 87 63 49 35 27 19 15 7 2 5.48 0.90
A-4009 10+84 Inner-I .........Sept. 4 100 88 71 58 44 35 25 19 9 4 5.51 1.07
A-4016 4+26-u .............. .Sept. 5 100 89 70 57 42 33 22 16 7 2 4.50 0.19
A-4020 3+95-u .............. .Sept. 5 98 75 53 40 28 22 16 . 12 6 3 3.86 0
A-4021 9+46-u.............. Sept. 5 100 89 68 55 41 32 22 16 7 3 4.45 0
A-4025 10+21-u ..............Sept. 5 100 83 67 56 42 32 22 16 7 3 4.74 0 47 138.1
A-4027 4+50-u ...............Sept.. 5 100 87 65 52 39 30 21 14 7 3 5.17 0
100
Average .............. ... 86 65 . 52 38 30 21 16 7 3 4.83 0.26 43 139.3

Turnaround B:
A-4007 5+85 Inner-I ...........Sept 4 100 85 62 50 34 27 20 15 7 2 4.28 0.28
A-4010 5+50 Center-I ..........Sept 4 100 86 67 54 37 29 19 14 6 3 4.81 0.15 46 141.3
A-4012 8+28-I ............... ..Sept 4 100 86 68 53 37 29 19 14 6 3 5.01 0
A-4013 4+40-I ............... ..Sept 4 100 89 73 59 41 31 20 14 5 2 4.92 0
A-4028 8+40-u ................Sept 5 100 83 63 50 38 30 21 15 7 3 4.84 0
A-4030 1+89-u .............. ..Sept 5 100 87 67 54 39 31 21 16 7 3 4.61 0 45 140.0
A-4037 10+62-u ............. ..Sept 8 100 97. 72 60 40 31 21 16 7 3 4.92 0.25 46 141.8
A-4039 4+51-u .............. ..Sept 8 100 92 74 58 43 34 24 18 8 4 5.55 0
Average .............. .... 100 88 68 55 39 30 21 15 7 3 4.87 0.09 48 141.0

Turnaround C:
A-4040 4+97 Inner-I ...........Sept. 8 100 86 63 50 38 30 21 15 7 4.63 0.21
A-4041 4+97 Inner-I ...........Sept. 8 100 89 65 52 40 32 22 16 7 4.98 0.22
A-4042 10+62 Inner-I ..........Sept. 100 83 64 52 39 31 21 16 7 4 5.20 0
A-4043 4+33 Center-I ..........Sept. 100 87 65 48 35 28 20 15 8 5.18 0
A-4044 10+79 Center-I .........Sept. 8 100 82 70 58 42 32 21 15 7 5.74 0.22 42 140.9
A-4047 5+02 Outer-I ......... ..Sept. 100 91 69 54 38 31 21 16 7 5.37 0.24
A-4048 9+70 Outer-I ...........Sept. 8 100 . 86 67 54 41 32 21 15 6 5.31 0.35
A-4056 6+00 Inner-u...........Sept. 100 85 63 48 34 26 18 13 8 4.87 0
A-4059 10+25 Inner-u..........Sept. 100 92 70 57 44 34 23 16 7 5.28 0.25
A-4060 4+88 Center-u..........Sept. 100 89 66 50 34 27 18 . 13 5 4.69 0.21
A-4061 8+09 Center-u..........Sept. 100 85 65 53 38 29 19 11 6 5.24 0.20
A-4063 7+79 Outer-u...........Sept. 100 94 69 55 38 30 20 15 7 4 5.28 0
A-4065 12+57 Outer-u .........Sept. 100 91 68 54 38 .29 20 15 6 3 5.14 0
A-4118 X-over0+90............Sept. 15 100 90 71 58 42 33 22 16 7 3 4.74 0

Average........................... 100 88 67 53 39 30 21 15 7 3 5.12 0.14 42 140.9

I indicajes lower 2-in. lift. u indicates upper 2-in, lift.

 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE 89

TABLE E-8-Continued
EXTRACTION TESTS ON ASPHALTIC CONCRETE-LAB G (Concluded)

Cumulative Percentage Passing

Saisple P1.
Location Re presented
No. Sampled
Y. 34' " 4' No. 6 No. 10 No. 20 No. 40 No. 100 No. 200
c%t .

Turnaround D:
A-4049 8+19 Inner-I ...........Sept. 8 100 89 64 50 37 28 20 15 6 3 5.00 0
A-4050 4+12 Inner-I ...........Sept. 8 100 86 71 55 41 32 22 16 7 3 5.10 0.33 46 141.2
A-4054 7+15 Outer-I ...........Sept. 9 100 91 70 56 43 35 25 19 9 4 5.26 0.31
A-4055 1+82 Outer-I ......... ..Sept. 9 100 93 69 55 43 34 23 18 8 4 5.81 0.23
A-4067 9+25 Inner-I ...........Sept. 9 100 85 66 52 38 30 19 14 6 3 5.01 0
A-4069 3+82 Inner-I.........
... Sept. 9 100 84 59 45 30 24 17 13 5 2 4.08 0
A-4071 6+12 Center-u ........ ..Sept. 10 98 87 66 53 38 29 21 18 7 3 5.17 0
A-4076 5+90-u................Sept. 10
A-4077 2+50 Outer-u ..........Sept. 10

Average .............. .100 88 66 52 39 30 21 16 7 3 5.06 0.12 48 141.2

Single-Axle Loop:
A-4119 Al 195-I...............Sept.. 15 100 02 66 53 36 29 1. 19 14 6 3 4.95 0.31 42 139.1
A-4120 B! 321-I ............. ..Sept. 16 100 91 75 60 39 30 20 14 6 3 5.52 0
A-4137 B2 266-u ............ ..Sept. 17 100 88 61 . 49 39 31 22 17 7 4 4.80 0
A-4138 BI 38-u ............ ..Sept. 17 100 91 72 58 42 34 24 18 8 4 . 5.40 0
A-4129 C2 154-I ............. ..Sept. 17 100 94 70 53 40 32 22 17 8 4 5.39 0 44 140.5
A-4128 D2 79-I ............. ..5ept.17 100 87 64 47 36 29 21 16 7 4 5.03 0
A-4139 Dl 124-u ..............5ept.17 100 84 86 53 39 31 22 17 7 3 4.82 0
A-4121 El 59-I...............Sept. 16 100 90 73 59 44 35 24 18 8 4 4.92 0
A-4122 El 300-I ............. ..5ept.16 100 89 70 56 40 31 20 14 6 3 4.81 0
Average' 4" AC Tangent ...... . ... ..100 89 69 54 39 31 22 16 7 4 5.05 0.03 43 139.8
A-4123 Fl 280 .............. ..Sept. 16 100 93 80 66 44 34 23 17 8 4 5.78 0
A-4127 J2 339................Sept.16 100 89 70 06 38 30 21 16 7 4 4.86 0
A-4126 Ki --35 ............. ..Sept.16 100 91 69 54 37 30 21 15 6 3 4.96 0
Average: 2" AC. Tangent ......... 100 91 73 59 40 31 22 16 7 4 .5.19
Average: Single-Axle Loop ........ ...
100 90 70 55 39 31 22 18 7 4 5.09 0.03 43 139.8
A-4146 Z .................... ..Sept.19 98 80 63 55 47 39 28 22 11 5 4.59 0.59
A-4147 W ................... ..Sept. 19 100 82 70 57 45 37 27 22 10 4 4.75 0.52
Tandem-Axle Loop:
A-4096 L2 337 .............. ..Sept. 12 100 91 71 57 37 28 18 14 6 2 4.73 0
A-4090 Ml 0 .............. ..Sept. 12 ...100 90 70 58 39 30 21 16 . 6 2 5.14 0
A-4094 Ni 250 .............. ..Sept. 12 100 86 64 53 37 29 21 16 7 4 .4.75 0.26
A-4097 N2 353................Sept. 12 100 92 75 58 39 30 21 16 7 4 4.95 0.26 43 140.6
A-4098 . 02 158 .............. ..Sept. 12 100 93 75 64 43 33 23 17 8 4 5.35 0.28
A-4099 P2 300 .............. ..Sept. 12
A-4095 P1 100 .............. ..Sept. 12 100 94 66 55 41 33 23 17 8 4 5.05 0
Average: 2" AC Tangent .......... 100 91 70 57 39 30 21 16 7 3 5.00 0.13 43 140.6
A-4079 Ri 72-I ............. ..Sept. 11 100 92 72 56 39 30 19 14 . 5 .2 5.05 0 46 139.3
A-4108 El 202-u ............ ..Sept. 13 100 87 65 50 34 27 19 15 7 3 4.67 0
A-4109 E.2 50-u ....... .......5ept.15 100 95 73 59 42 32 22 17 7 4 5.63 .0
A-4083 S2 69-I................5ept.12 100 86 69 56 38 29 20 . 16 7 4 4.75 0.27 51 140.2
A-4110 S2 285-u........... Sept. 15 100 . 92 71 57 41 31 21 16 7 3 -.539 0 47 139.5
A-4080 Ti 58-I ............. ..5ept.11 100 90 72 58 41 31 21 15 7 3 4.86 0
A-4081 Ui 327-I............ Sept.11 ....100 91 70 56 42 32 22 16 6 3 4.50 0.24
A-4084 U2 96-I ............. ..Sept. 12 100 91 66 51 33 26 19 16 8 4 4.34 0.27
A-4107 Ui -10-u ........... ..Sept. 13 100 87 60 47 31 25 18 14 7 4 4.36 0
A-4114 U2 322-u ............ ..Sept. 15 100 90 70 54 38 28 20 15 7 4 4.55 0
Average: 4"ACTangent .......... .............. 100 80 69 54 38 29 20 15 7 3 4.81 0.08 48 139.7
Average: Tandem Axle Loop ...... ...............
100 90 69 56 38 30 21 16 7 3 4.88 0.10 47 139.9
Average: All test Sections ......... ........... .. 100 90 70 55 39 30 21 16 7 4 4.97 0.07 46 139.9
90 THE WASHO ROAD TEST, PART ONE

TABLE E-9
WASHO TESTS ON ASPHALTIC CONCRETE OUTSIDE OF TEST SECTIONS

In-Place
Sample No. Location Represented Date Sampled Density Voids Pctg. Pctg. Asphalt Other Tests

Turnaround A:
A-4008 2+65 Inner-I .............. Sept. 4 137.9 8.7
A-4009 10+84 Inner-I ............. Sept. 4 132.9 12.0
A-4014 10+84 Outer-I ............. Sept. 4 134.2 11.2
A-4015 2+65 Outer-I .............. Sept. 4 136.6 9.5
A-4032 10±54 Cu-u .............. . Sept. 6 134.2 11.2
A-4033 10+54 Outer-u ............ Sept. 6 132.3 12.4
Turnaround B:
A-4018 2+65-1 ................... Sept. 5 135.4 10.3
A-4019 10+84.-I .................. Sept. 5 134.2 11.2
A-4034 2±75 Inside-u ............ Sept. 6 133.2 11.8
A-4035 10+50 Inside-u ............ Sept. 6 131.7 12.8
A4045 3+00 CL-u ............. .... Sept. 8 134.2 11.2
A-4046 10+50 CL-u ............... Sept. 8: 135.1 10.5
Turnaround C:
A-4051 3+10 Inside-I ............. . Sept. 9 135.7 . 10.1 5.2 Sieve Analysis on A-4051:
A-4052 3+10 Center-1 ............. Sept. 9 134.5 10.9 Sieve Cum. Pctg. Paasing
A-4053 3+15 Outer-I .............. Sept. 9 134.8 10.6 :.........
A-4073 2+65 Inside-u ............. Sept. 10 135.1 10.5 in. 100.0
A-4074 10+65 Inside-u ........... . Sept. 10 135:0 10.6 3/ in. 94.6
3% in. 78.1
No. 3 61.5
Turnaround D: No. 4 52.9
A-4072 2+65-1 .................... . Sept. 10 135.7 10.1 . ..............No. 10 36.0
No. 20 24.5
No. 40 18.4
Connecting Road: No. 80 10.1
A-4113 South Access .............. . Sept. 15 ..............................5.1 No. 200 4.3
.A-4117 Shoulder-133 .............. Sept. 15 ........................ . 5.4
Marshall Stability Tests:
Voids Pctg. Stability lbs. Flow 0.01 in.
SC-3 Mixes:
A-4133 Stockpile ..................... ...Sept. 18 .................... ... .......5.6 2.7 450 . 8
A-4134 Stockpile ................... Sept. 18 ............................6.3 3.5 390 9
A-4135 Stockpile .................... ...Sept. 18 ............................. 6.4 2.3 440 7
A-4136 Stockpile ................... Sept. 18 ......................... 4.4 4.2 750 6
A-4145 Section Z .................... .Sept. 19 ...................................... 2.5 350 11
 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE 91

TABLE E-10
WASHO TESTS ON ASPHALTIC CONCRETE IN TEST SEcTIONs

In-Place
Sample No. Location Represented Date Sampled Density Voids Pctg. Pctg. Asphalt Other Tests

Single-Axle Loop: Cum. Pctg. Passing

A-4132 C2 50-u .................Sept. 17 . ..............................5.8 Composite of Samples
A-4142 E2 -35-1 ...................Sept. 17 131 .0 13.2 ..............Sieve
A-4143 Bi -40-u ............... ..Sept. 17 133.5 11.6 4085 4089 4105
A-4144 C2 153-u ............... ..Sept. 17 4093 4104: 4106
A-4148 B2 -40-u ............... ..Sept. 27 135.4 - 10.3 100.0
A-4149 El -40-u ............... ..Sept. 27 136.0 9.9
%in.
3
3/2 in. 93.2
100.0
A-4150 E2 -40-u ............... ..Sept.27 135.1 10.5 in. 78.1
92.7
77.1
No. 3 65.7 63.3
No. 4 56.2 52.9
.-4130 Fl 350 ................ .Sept. 17 134.2 11.2 ............No. 10 37.3 33.9
A-4131 F2 350 ................ .Sept. 17 132.9 12.0 . ...........No. 20 24.9 23.2
A-4140 J2 350 ................ ..Sept. 17 133.5 11.6 ............No. 40 17.8 16.4
A-4141 Ji 350 ................ ..Sept. 17 135.7 10.1 ............ No. 80 9.9 9.2
No.200 3.6 3.8

Tandem-Axle Loop:
A-4093 L2 ....................... ..Sept. 12 133.5 11.6 5.7 Marshall Stability Tests:
A-4100 Ml 350 ....................Sept. 13 131.7 12.8
A-4101 M2 340 .................. ..Sept. 13 -132.6 12.2 ............Voids Pctg. Stability-lbs. Flsw 0.01 in.
A-4102 01 350 .................. ..Sept. 13 133.5 11.6
A-4103 02- 340 ....................Sept. 13 133.5 11.6
A4099 P2 300 .................. ..Sept. 12 ....... .......................5.6
A-4082 S1-1 ...................... ..Sept. 11 ...............................5.0 4.1 1,065
A4085 Ti-I ..................... ..Sept. 11 ...............................5.6 5.3 1,170
6
A-4086 Q2-1 .......................Sept. 12 9
........... ....................5.7 - 3.2 1,060 7
A-4087 Ri 350-1...................Sept. 12 133.5 11.6
A-4088 Ti 350-1 ................... Sept. 12 134.8 10.7
A4089 R2-1 ...................... ..Sept. 12 ................................6.3 4.6 890 7
A-4091 T2 350-1 ................. ..Sept. 12 132.6 12.2
A-4092 R2 350-I ................. ..Sept. 12 133.5 11.6
A-4104 Ui-u ..................... ..Sept. 13 ............................ 5.7
A-4105 Si-u ..................... ..Sept. 15 ............................ 5.5
3.5 860 10
A-4106 Q1-u .......................Sept. 15 ............................. 6 .0
3.5 790 11
A-4111 Qi 375-u ..................Sept. 15 - 136.6 9.5 -
A-4112 Ti 325-u ..................Sept. 15 135.4 10.3
A-4124 Q2 325-u .......... ...... . Sept. 16 135.1 10.5
A4125 T2 325-u ................. Sept. 16 131.7 12.8
 92 TABLE E-11
THICKNESS AND DENSITY OF ASPHALTIC CONCRETE AFTER CONDITIONING TRAFFIC

Location A 315 Location C 315 Location E (-15) Location F 315

Distance from
Center Line Thickness Spec. Gray. Pctg. Voids Thickness Spec. Gray. Pctg. Voids
Thickness Spec. Gray. Pctg. Voids Thickness Spec. Gray. Pctg. Voids

hR 4 ..................4% 2.16 10.7 33/ ....................2

9R 4% 2.22 8.3 . 4% , 2.23 7.8 4 2.225 8.0 2% 2.19 9.5
73/2 R 4% ..................4% ................... 4% .......... ..........2%5
53/2 R 2.24 .7.4 - 4% 2.22 8.3 43% 2.235 7.6 2 3/2 2.20 9.1
'432
33/2 R 4% ...................4% 2.25 7.0 4% ................... 2%
13/2R 43% 2.25 7.0 4% 2.255 6.8 43/i 2.26 6:6 2 3/2 2.26 6.6
0 4 ...................4% ...................4 ....2 %
................ 3 .....................
13/2 L 4 2.24 7.4 4% 2.24 7.4 4% 2.235 7.6 2 2.24 7.4
33/2 L 4% ....................434 .................. .4% .................. . 2%
5%L 434 2.225 8.0 45% 2.25 7.0 4% 2.23 7.8 2% 2.16 10.7
73.4L 4% ..................... 4% ...................4% ...................2
9L 4% 2.25 7.0 4% 2.2 6.6 4 . 2.22 8.3 2% 2.20 9.1
ilL 4 .................... 4% ...................334' ...................2

H (-15) J 315 L 315 N 315

'hR 2% .....................2 .. ..................2% .....................2

9R 2.19 95 2% 2.21 8.7 2% .....................2% 2.18 9.9
2%
734R 2% .....................2% .....................2% .....................2%
534R 2% 2.22 8.3 2% 2.20 9.1 2 .....................2 2.21 8.7
3%R 2% .................. ...2% ......................2 2.20 9.1 2
134R 2 3/s 2.23 7.8 2 /8 2.25 7.0 2% 2.20 9.1 ' 2% 2.28 5.8
0 2% ......................2 .......... ......... 2% 2.12 12.4 2%
13/2 L 2% 2.235 7.6 2% 2.24 7.4 .2 2.21 8.7 2 2.24 7.4
334L 2% .................. ...2% ...................' 1% 2.23 7.8 2
534L 234 2.215 8.4 2% 2.20 , 9.1 2 2.19 9.5 2 2.22 8.3
734L 234 ......... ............2 % .....................2 2.21 8.7 - 2%
9L 2% 2.19 9.5 2% 2.17 10.3 2% 2.185 9.7 2% 2.22 8.3
ilL 2 ......................2

P (-15) ' Q 315 S (-15) T 315

hR2% .................... 3 % ........................ 4 ..................'. 4%...................

9R 2% 2.20 9.1 4% 2.23 7.8 4% 2.23 7.8 434 2.22 8.3
7%R 2% . .................... 4% ..................... 4% ..................... 4%
534R '2% 2.23 7.8 4% 2.24 7.4 4% 2.215 8.5 4 2.20 9.1
334R 2 . .................... 4 ........................ 4% . ................... 4
i%R 2% 2.28 , 5.8 4 2.24 7.4 4% 2.29 5.4 4 2.23 7.8
0 2 .................... 4 ............ .......... 3%, .................... 3%
13/2 L 1% 2.25 7.0 4% 2.25 7.0 , 3% 2.26 6.6 4 ' 2.23 7.8
334L 1% .................. .. 4% ..................... 4 .................... 4
534L 1% 2.26 6.6 4% .2.24 7.4 3% 2.23 7.8 4 ' 2.22 8.3
7%L 2 .................... 4% .................... 4% .................... 4
9L 2% 2.23 7.8 4% 2.225 8.0 4 2.23 7.8 4% 2.23 7.8
ilL 2% ......... ...........4%

TABLE E-12
THICKNESS AND DENSITY OF SPECIAL SECTIONS AFTER
CONDITIONING TRAFFIC

Location W'S II Location Z 195

Distance

hR
from
Centerline Thick-
ness

1%
Specific
Gravity
d
VoiThick-
Pct
Specific
ness , Gravity

2%
3 2.37 2.1
Voids
Pctg.

9R 13% 2.29 '5.4

7%R 15/8 ................. 3% .............
5%R 1% ................ 33% 2 .35 2.9
3%R 13% 2.32 4.1
134R 1% 2.32 4.1 4 2.35 2.9
0 2 4
i%L 2% 2.33 3.7 4' 2.35 2.9
3%L 1% ................. 3% .................
5%L 1% ................. 3
7%L 2%3
9L 13% 2.29 5.4' 3 2.37 2.1
ilL 2 2% ................
 APPENDIX E: BITUMINOUS SURFACING, ASPHALTIC CONCRETE 93

TABLE E-13
MARSHALL TESTS OF WASHO CORES-LAB. P.
Average Average Dry Wet Wt. in Total
Core Diam. Length Volume Weight Weight LW Water Measured Void Density Load Flow Temp.
No. in. in. cc. gm. gm. gm. gm. Volume Volume gm/ce. lbs in. °F.

P2-.4 ............. 3.92 2.10 415 941 939 -2 519 420 7.45 2.24 200 .480 141
P_0* . 3.90 2.00 392 845 852 7 453 399 12.40 2.12 120 .270 141
P2-3 ............. 3.90 1.80 352 797 800 3 442 358 7.85 2.23 120 .280 141
H1-3 ............ 3.90 2.60 509 1,147 1,155 7 637 518 8.27 2.22 340 .333 141
H1_4* . 3.90 2.60 509 1,141 1,145 4 630 515 8.27 2.22 620 .639 143
J2-1 ............. 3.90 2.25 441 979 980 1 545 435 7.03 2.25 310 .280 141
C1-1 ............ 3.93 2.15 427 919 925 6 502 423 '10.33 2.17 230 .660 140.5
C1-1U ........... 3.90 2.05 402 882 885 3 495 390 6.60 2.25
C1-3 .............. 3.90 2.10 412 928 930 2 518 412 7.03 2.25 2,030 .250 75
F1-2 ............. 3.90 2.25 441 1,013 1,017 4 568 449 6.60 2.26 3,100 .280 75
C2-5L .......... 3:90 2.10 412 926 928 2 513 415 7.85 2.23 2,580 .185 75
Q2_3* ..3.90 1.90 372 816 822 6 452 370 8.69 2.21 1,900 .240 75
Ji-i ............. 3.85 2.00 382 882 885 3 491 394 7.45 2:24 2,080 .245 ' 75
F2-1 .............. 3.90 2.55 500 1,117 1,120 3 627 493 6.60 2.26 4,220 .255 75
N2-3 ............ 3.90 1.90 372 830 835 5 458 377 9.10 2.20 1,850 .235 75

TABLE E-13-Continued
Average Average Dry Wet Wt. in Total
Core Diam. Length Volume Weight Weight AW Water Measured Void Density Load Flow Temp.
No. in. in. cc. gm. gm. gm. gm. Volume Volume gm/cc. , lbs. in. °F.

Fl-1: ............8.90 2.20 431 1,006 1,015 9 656 450 ' 7.45 2.24 3,420 215 65
H2-4 ...............85 2.25 429 1,004 1,010 6 564 446 7.03 2.25 4,040 .225 65
S1-2 ................90 1.95 382 855 862 7 473 389 9.10 2.20 2,720 .240 65
F2-2 ...... . ..... ....90 2.35 460 1,068 1,072 4 592 480 8.27 2.22 3,220 .205 65
112-2 ..............90 2.25 441 1,051 1,059- 8 588 471 7.85 2.23 4,450 .210 65
J1-3 ............. 3.90 2.30 450 969 977 8 533 444 9.93 2.18 2,840 .280 65
Q2-3 ................90 2.35 460 1,045 1,054 9 586 468 7.85 2.23 4,030' .285 65
P1-3 ...............90 1.65 322 737 744 ' 7 414 330 7.85 2.23 2,580 .180 65
S1-2 ...............90 1.70 332 735 744 9 411 333 8.69 2.21 140 .183 136
J2-2 ...............90 2.60 509 1,130 1,142 12 630 512 8.69 2.21 440 .250 136
L1-3 ............ 90 2.00 392 828 890 12 452 388 11.57 2.14 220 .210 136
N2-1 ............. 3.90 2.15 421 938 945 .7 533 412 5.79 2.28 330 .195 136
P1-4 ............ 3.90 2.05 402 912 917 5 ' 513 404 6.60 2.26 280 .190 136
Q2-5 ............ . ...
3.90 2.10 412 907 918 11 507 411 8.69 2.21 180 .280 136
N1-4 ............ 3.90 2.25 441 935 943 8 513 430 1033 2.17 190 .195 136
112-5 ............ . 3.90 2.40 470 1,048 1,054 6 570 484 10.33 2.17 250 .227 136

TABLE E-13--Continued
Average Average Dry Wet Wt. in . Total
Core, Diam. Length Volume Weight Weight LW Water Measured Void Density Load Flow Temp.
No. in. in. cc. gm. gm. gm. gm. Volume Volume gm/cc. lbs. in.

J1-4 ..............3.90 2.65 517 1,125 1,132 7 623 509 8.69 2.21 13,600, .110 -19
J2-3 ...............3.90 2.25 441 992 997 5 539 458 10.75, 2.16 13,500 .190 -19
..90
3 2.30 450 923 936 3 502 434 11.99, 2.13 9,000 .098 -19
Fl-3 ..... ........3.90 2.25 441 999 1,006 7 555 451 8.27 2.22 13,000 .175 -19
P2_5* .
112-3 ............ 3.90 2.05' 402 874 882 8 483 399 9.51 2.19 5,720 .135 -19
Q2-5 ............. 3.90 1.95 382 851 855 4 474 381 7.85 2.23 12,500 .178 -19
Greater Less
N1-2 ............ . 3.90 1.95 382 855 864 9 480 384 7.85 2.23 11,000 .210 -19
Less
L2-5 ............ . 3.90 2.45 480 1,041 1,047 6 574 473 8.69 2.21 13,000 .180 -19
° Specimen cracked.
94

Appendix F
SUBGRADE MOISTURE CONTENT STUDIES, 1952 *

Tables for each test section (Tables F-i thru F-15) are
included showing the moisture content at various places
and depths on different dates during and after construction
of the test pavements. The moisture contents reported here
were all based on oven dried samples. Data from the elec-
trical resistance moisture cells are not reported at this
time. The data in Tables F-i to F-15 are summarized and
additional data taken after construction are included in
Tables F-16 and F-17. Figure F-i is included to show the
moisture content of the subgrade soil at saturation.
These tables form the basis for the average values given
in Sections 2 and 4. They were prepared from reports of
individual, moisture • tests made by all of the field staff
engineers. All tests that were made on completed subgrade
are included. Note that the depths given refer to the depth
below top of subgrade in each case, not depth from the
'pavement surface.

31 ii•u•ia•u•uu
MMMMNEMMMNMMM
SE

31
I
31

51

31 ••iniau•u•ui•
MMMIMMMMMMMMMMM

. . . . —. .
EMEMMEMMEMEMEM
u•i•iu•••i
MMMMMMMNMMMMMM
EMMEMEMEMMMEME
uuu•••iiu•u•u
MMMMEMMMMMMNEM
MEMMEMEMENNEEM
iuma•i••i•ii•
MEMEMEMMEMENOM
EMEMENEMMEMEMM
MMMMEEMEMMEmap
Dry D..sIly - lb.. PS, '0, IL

Figure F-i.

'Prepared by H. S. SwEET, re8earCh engineer.

 APPENDIX F: SUBGRADE MOISTURE CONTENT 95

TABLE F-i
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section A
I 145+65
Station. 143+50 144+00 144+00 142+50 145+50 145+40 144+05 145+35 144+05 145+65 145+65 315-t
Coordinates: 100-0 150-0 150-0 0-0 300-0 290-6R 155-4R 285-15R 155-13L 315-61, 315-6R Oct.30
Date: July 3 July 8 July 12 July 24 July 24 Aug. 4. Aug. 5 Aug. 12 Oct. 1 Oct.30 Oct.30 Depth M. C. Remarks
Depth-in.
0-2 ...............21.5 28.9 28.7 ...............22.1 20.5 24.5 17.5 31.5 25.4
3-4 ..............................21.5 ........... 2in. 25.5
5-6 ............. 20.2 20.9 20.1 20.2 22.7 18.4 ..........24.8 ...... ......
22.4 26.9 24.5
5in. 24.3

7-8 ................................22.7 .........25.6 23.4 24.9 23.4 8in.

9-10 ............. ...22.6 21.7 23.3 22.1 24.7 ..........24.0 .................llin. 21.6
11-12. ..........................24.9 ..........25.4 24.0 21.1 21.1 14in. 23.5
22.7
13-14 ............22.4 23.6 25.5 ..........20.6 . .......24.4 ..........23.4
15 -16 ........... .................. 24.2 2ft. 22.6
22.0 ........23.8 .................3ft. 22.4
17-18...................24.2 23.8 27.3 25.4 22.8 ........23.2 ........ 27.7 26.4 4ft. 22.9
19-20 ..........................25.8 ........23.5 31.8 27.1 26.4 Sft. 26.5 NoSand
21-22 ............23.0 23.6 23.2 27.9 25.9 ........23.2 .............. 6ft. 20.8 Sandy
23-24 ........................21.8 ........25.3 31.6 26.5 26.2 7 ft. 16.7 Sandy
8 ft. 13.9 Sandy
25-27 .............26.0 24.1 23.3 25.0 25.5 . 9ft. 15.1 Sandy
........30.8 36.7 26.1 24.9 lOft. 15.0 Sandy
28-30 ..............................................28.2 27.8
31-33 ...............................................32.7 29.6 11 ft. 17.7 Sandy
------------------------------------------------12 ft. 13.8 Sandy
Mean ... ........ .22.6 23.9 24.0 24.5 24.8 22.4 22.2 25.3 26.4 26.9
25.4 13 ft. 14.0 Sandy
14 ft. 14.4 Sandy
15 ft. 14.9 Sandy
16ft. 15.1 Sandy
17 ft. 14.5 Sandy
18 ft. 12.9 Sandy

TABLE F-2
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section B
Station:
Coordinates: 147+50 148+00 148+00 I 148+00 146+50 149+50 148+40 148+05 146+75
Date:
100-0 150-0 150-0 150-0 0-0 300-0 290-6R 155-4R 25-15L
July 3 July 7 July 12 July 19 July 24 July 24 Aug. 4 Aug. 5 Aug. 16
Depth-in.
0-2 .................................. .....29.7 .............24.0 22.3
.......................21.0 22.5
3-4 ................................. ................................ 23.3
22.6 22.7 .............21.6
5-6 ................................. .....27.4 24.1 23.9
24.9 .......................20.7 ..............21.1
7-8 ................................. ..............................26.0 .......................20.7 ............
9-10................................. .....26.7 22.0
24.7 25.4 ............25.0 21.9 ...............22.9
11-12 ................................ .................... .........25.0 ........................23.7 .............23.0
........
13-14 ............................... .....28.4 25.1 24.2 22.8 . ......................23.1 .............21.6
15-16 ............................... .....................................24.0 22.3 ..............22.0
17-18...............................
. .....25.3 25.6 27.2 24.6 . .......................23.4 .............23.8
19-20 ................................ ................................26.1 . ......................23.8 ........
21-22. ...................................25.8 : 24.1
26.1 . 25.4 ..........26.1 22.6 ..............22.9
23-24 ............................................................. 24.7 .......................24.0 ............22.7
25-27 ........................ ...
.... .. 24.7 26.2 25.5 ..........25.4 24.1 ....................24.6
Mean ................................ .. 26.9 25.3 25.1 24.6 24.6 22.7 22.6 22.9 .22.9
 TABLE F-3
96
SUBGRADE MoIsTURE CONTENT STUDIES-BASIC DATA-1952
Section C

Station: 152+00 152+00 150+50 153+50 153+40 153+35 153+25 153+65 153+65 153+65
Coordinates: 150-0 150-0 0-0 300-0 290-6R 285-15R 275-15R 315-61, 315-0 315-6R
Date: July 7 July 19 July 24 July24 Aug. 4 Aug. 12 Aug. 15 Oct.30 Oct. 30 Oct.30
Depth-in.
0-2 ............................23.2 22.3 ................23.2 22.6 22.5
3....4 ............................................24.6 21.1 ...........................22.6 28.1 21.6
5-6 .............................23.7 22.3 ................ 24.8 23.5 . 24.7

7-8 .....................................24.1 ................24.3 23.3 23.8 23.7 22.9 23.7

9-10 ...........................25.7 ............27.6 24.0 ...........................26.0 23.0 26.2
11-12 ...................................25.8 ...................24.5 22.7 24.6

13-14 ............................25.4 23.4 ...................23.6 23.2 23.6 26.3 27.9 25.1

15-16 ............................................26. 7 25.3 .............................25.0 22.6 24.7
17-18 ..........................24.0 23.9 ...................26.0 23.6 23.4

19-20 ....................................22.1 ...................23.4 23.0 24.7 26.0 24.7 25.0

21-22 ..........................24.9 . ...........27.2 23.8 ..............................27.6 23.1 23.9
23-24 ............................... 23.1 ...................23.1 22.1 24.3

25-27 ..........................34.2 ............30.3 25.6 ' ............21.2 26.0 24.4 24.3 25.3
28-30 ............................................................29.0 25.2 25.4
31-33 ...........................................................29.4 25.2 26.9
34-36 ...........................................................26.0 25.3 27.5

Mean ........................ 25.9 23.4 27.3 24.0 23.9 22.8 24.2 26.0 24.8 25.0

TABLE F-4
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section D

Station: 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+10
Coordinates: 160-6R 16061, 1606R 160-61, 1006R 160-61, 160-6R 1606L 1606R 160-61,
Date: June 12 June 12 June 13 June 13 June 14 June 14 June 16 June 16 June 18 June 18
Depth-in.
13 .........................24'.O .26.8
15 .......................25.1 26.7 21.7 23.2 24.9 25.7 25.1 25.3 24.7 25.1
17 .......................23.0 25.4 19.2 23.0 22.6 25.0 26.0 25.0 24.1 25.9

19 .......................23.4 24.7 22.6 24.2 23.4 25.0 24.8 25.0 24.3 25.9
21 ........................22.5 26.7 23.8 24.2 25..1 26.4 24.7 24.0 25.1 24.8
23 .......................24.3 28.1 24.6 24.4 26.7 23.6 24.6 24.4 27.5 23.5

25 .......................28.0 25.5 31.0 24.4 25.8 26.8 29.5 24.9

Mean ....................23.7 26.4 23.3 1 24.1 25.6 25.0 25.2 25.1 25.9 25.0

Section D

Station: 156+10 156+10 156+10 156+10 156+05 156+05 156+00 156+00 156+10 156+10
Coordinates: 160-6R 160-6L 160-6R 160-6L 155-6R 155-61, 150-6R 150-6L 160-51, 160-6R
Date: June 20 June 20 June 21 June 21 June 23 June 23 June 25 June 25 June 26 June 28
Depth-in.
1 ....................................................23.6 25.1 29.6 29.7 27.1 28.3
3 .....................................................23.3 23.9 27.4 27.6 27.5 29.3
23.6 25.8 26.2 27.0 27.2
5 ....................................................22.4
22.6 23.9 25.0 26.4 27.7
7 .....................................................21.0 24.4 25.2
9 ...........................................22 .9 25.7 22.6 22.9 23.8 25.3
11 ...........................................23.2 26.8 22.5 24.0 22.2 25.4 23.5 23.6

13 ...........................................23 .8 26.5 23.1 23.7 23.9 23.4 24.5 23.5

23.9 23.8 26.0 22.1 23.0 22.8 22.8 24.6 23.6
15 ..........................24.2 23.5 24.5 22.4
17 .........................24.3 24.1 23.8 27.1 22.4 23.6 21.5
26.9 24.5 27.6 23.0 23.9 24.4 22.9 24.4 23.2
19 ..........................24.1 23.7
21 ..........................22.723.7 ...........................
23 .........................23.3 23.8 ...........................23.5 22.8

25 .........................25.4 25.9 ............................ 25 .3

27 ......................................................25.8
Mean .................... 24.0 24.7 23.7 25.6 22.6 23.6 24.5, 25.2 25.3 25.1
 TABLE F-4-Contjnuecj 97
SUBGRADE MOISTURE CoNTENT STUDIES-BASIC DATA-1952 (Continued)
Section D
Station: 156+10 158+10 156+10 156+10 156+10 156+00 156+00 154+50 157+50 157+25
Coordinates: 180-61, 160-6R 160-61, 160-0 160-0 150-0 150-019 300-0 275-15R
Date: June 28 June 30 June 30 July 2 July 7 July 12 July July0-025 July 25 Aug. 15

Depth-in.
0- 2 .....................25.0 25.0 23.6 23.7 23:4 23.4 210.1 ........................21.8
3- 4 ....................26.9 25.4 25.2 .......... 21.0 22.5
5- 6 ....................26.9 26.7 26.2 24.05 22.3 24.8 22.9 ........................22.6
7- 8 ....................25.5 23.1 23.2 .......... 22.8 ..........22.2
910 ....................23.9 24.1 22.5 23.1 23:5 24.8 ..............25.6 22.9
11-12 ....................23.5 22.6 23.9 .......... 23.5 ...........22.6
13-14 ....................25.3 0 23.9 . 27.2 20.8 23.8 .25.6 23.7 ...........23.5
15-16 ....................24.8 22.7 23.9 . 25.3 26.3
17-18 ...................24.7 23.3 25.5 31.9 25.1 24.4 24.2 ............22.8
19-20 ...................26.3 22.6 27.0 24.5 ............24.0
21-22 ...................25.8 23.6 23 0.2 .
21.5 26.0 23.9 . 27.0 23.0
23-24 ...................24.1 25.7 25.3 . 26.3 ............29.1
25-27 ...................24.5 29.0 27.6 23.9 25.1 27.2 . 26.6
Mean ...................25.2 24.4 25.0 24.2 24.2 24.9 23.6 24.7 23.7 23.9

Section D
Station:
Coordinates: 149-IOL 149-421 149-1021 150-8L
Date: Oct. 8 Oct. 8 Oct.8 Oct18
Depth-in.
6 ....................................................... 22.9
8 .......................................23.0
..
25-27 ....................26.7
..
28-30 ........................... 28.5

TABLE F-S,
SUBÔRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section E
Station: 160+00
150-0 160+00 160+00
Coordinates: 150-012 160+00
150-019 158+50 161+50
300-025 159+50 161+35 160+05 158+35
Date: July 2 150-0
July 7 July July July0-025 July 100-0 285-1521 155-13L
Aug. 4 Aug. 12 Oct. 1
Oct.BL30 Oct.62130 Nov.0 3
Depth-in. Depth
0-2 .........24.8 24.2 22.8 23.1 ................20.6 ..........27.2 6in........ ...20.5 .218 22.2
3-4 ......... 21.3 20.7 ........... ...... ...........9in ........ .. 21.5 22.8 23.4
5-6 .........27.2 24.4 24.3 23.3 .........................17.3 20.7 l2in......... 22.3 22.7 24.1
lSin ....... .. 22.6 22.1 22.8
7-8 ......... 25.1 ..........................20.0 33.0 l8in ....... .. 23.3 22.9 22.2
9-10 .........23.9 21.8 24.4 . 23.9 23.5 ............... ..........2lin ....... .. 23.3 25.0 24.3
11-12 .........24.8 ..........................21.3 23.0 24in ....... .. 24.2 25.4 30.9
13-14 ......... 023.2 22.9 23.5 23.3 ..........................24.7 27in ....... .. 26.3 25.0 30.6
15-16 ......... 23.2 24.7 .................. 23.5 3Oin ....... .. 26.9 25.2 25.7
17-18 .........25.8 22.3 22.9 23.0 ...........................24.0 33in......... 26.0 24.6 ........
3Gm.......... 25.4 26.9 .........
19-20 .......... 24.4 33.7
21-22 .........25.3 23.7 25.2 . 26.0 23.1 ............... ...... .....4ft.......................... 23.9
23-24 ..........25.3 ......................... 24.2 24.2 5ft ....... ............... 24.5
Gft........ ........... 27.3
25-27 .........24.5 26.6 26.5 . ....... 27.7 28.2 ........... 27.0 23.4 ...... .. 25.4
7ft ................... 25.6
8ft..........................
Mean .........25.0 23.7 24.2 24.0 24.4 240 ........ 21.9 26.1 9ft........................... 26.7
10 ft.......................... 25.9
Coordinates: 149-1021 150-721 149-421 149-4L 150-iL 149-IOL 11 ft ................... .. 25..9
Date: Oct. 8 Oct. 8 Oct. 8 Oct. 9 Oct. 9 Oct. 9
13 ft ............. ......... 253
Depth-in. l4ft ............. .......... 25:9
0 15 ft ................... . 30.4
4 ............19.0 21.8 23.2 19.5 20.4 20.5 l6ft........................ 29.2
33 ............27.6 28.4 28.0 25.9 24.6 24.7 l8ft ................... . 250
l9ft....................... 25.0
 ... .
98 THE WASHO ROAD TEST, PART ONE

...
TABLE F-6
SUECRADE MoIsTuRE CONTENT STUDIES-BA SIC DATA-i 952
c.__.:_._. •I:,

158+35 161+65
Station: 180+00 160+00 160+00 160+00 158+50 161+50 159+78 159+95
Coordinates: 150-0 150-0 150-0 150-0 300-0 0-0 172-0 155-13L 315-6R 315-0 315-61, 6R 0 61.
Date: July 2 July 7 July 12 July 19 July 25 July 25 Aug. 4 Oct. 1 Oct. 29 Oct. 29 Oct. 29 Oct. 30 Oct. 30 Oct. 30

Depth-in.

0-2 ..............24.9 15.1 22.3 19.4 ............ 24.2 22.4 . 20.8 21.4 25.1 19.6 22.0
3- 4 ............. 19.5 17.1 20.8 .................19.9. .......
5- 6 .............24.8 18.8 21.1 21.3 .............23.9 . 20.4 ..........19.4 22.0 22.1
7- 8 ............. 20.4 .............22.1 23.8 ..........21.8 16.7 ..........22.5
9-10 ..............20.6 20.0 20.8 22.0 19.6 . 22.3 .................18.7 .......
11-12 ............. 22.2 ..............22.5 21.4 .........20.4 19.7 18.1
13-14 ..............21.5 22.5 22.7 22.6 ..............22.8 ..........19.3 19.7 ..........25.4
15-16 .............. 23.7 21.6 . 24.0 23.6 .................16.7 .......
17-18 .............23.7 22.4 24.9 23.7 ............... 23.5 .........17.6 19.0 25.1
19-20 ............. 25.4 ...............23.7 19.9 .................17.6 ..........23.9
21-22 .............23.8 24.3 25.5 . 26.0 21.3 23.6 . ............... 21.4 .......
.

23-24 ............. 25.6 ...............23.2 ................ 20.3 22.1

25-27 .............24.1 24.8 26.6 26.7 22.2 40.2 21.7 25.6 26.4 ....... 19.7 24.8
28-32 ............. 26 .3 25.7 24.0 ........ 18.7 22.5
Mean ............. 23.7 21.1 23.4 22.6 23.6 20.4 24.2 25.5 .22.9 22.8 22.6 19.5 19.6 22.9

Coordinates: 149-jOE I 150-7E. I 149-41t I 149-4L 1 150-71, 1 149-IOL

Date: I I Oct. 13 Oct. 13 1 Oct. 13 1 Oct. 13 1 Oct. 13 1 Oct. 13

Depth-in.

F1
14-17 ............II 21.6 '23.6 I 21.8 1 22.9 I 23.5 I 22:5
 APPENDIX F: SUBGRADE MOISTURE CONTENT 99

TABLE F-7
SUBGRADE MOISTURE •CONTENT STUDIES-BASIC DATA-1952
Section G
Station: 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+05 156+05
Coordinates: 140-61, 140-6R 140-61, 140-611 140-61, 140-6R 140-61, 140-6R 145-6L 145-6R
Date: June 16 June 16 June 18 June 18 June20 June20 June21 June21 June23 June23

Depth-in.
1 ...............................................................24.0 23.2 23.5 29.2 22.1 22.0
3 ...............................................................25.3 22.8 27.5 27.1 24.1 197
5 ................................................................22.1 24.6 27.6 21.6 23.5 23.0
7 .............................................20.4 21.4 23.5 26.4 25.0 23.8 24.5 22.8
9 ............................................21.1 24.1 23.9 26.4 25.9 25.1 23.2 25.6
11. ...........................................26.6 26.1 26.0 26.3 25.2 226 22.5 27.0
13 ........................22.5 26.5 22.2 27.6 .......................23.2 24.0 27.2 24.0
15 ..........................23.3 ' 28.2 23.6 25.9 ........................24.8 24.7. 24.6 27.1
.17 ........................23.4 28.3 24.8 26.0 .......................25.3 26.6 26.0 24.8
19 ........................ 26.2 27.0 . ........................................25.6 28.4 26.1 26.0
21 ....................... 28.1 29.6
23 ....................... 29.3 27.8

Mean .................... 25.5 27.9 23.1 25.2 24.1 25.0 25.4 25.3 24.4 24.2

Section G
Station: 156+00 156+00 156+10 156+10 156+10 156+10 156+10 156+10 156+10 156+10
Coordinates: . 150-61, 150-6R 140-6L 140-611 140-61, 140-6R 140-6L 140-6R 140-0 140-0
Date: June25 June25 June26 . June 26 June 28 June28 June30 June30 July 2 July 7
Depth-in.
1 ...........................29.6 29.6 28.5 27.6 29.2 28.5 26.0 25.2 25.4 21.3
3 ...........................29.0 30.8 29.1 27.3 27.8 29.7 26.0 26.8
5 ..........................25.0 28.8 27.9 26.9 26.5 25.8 27.6 28.5 22.0 25.0
7 ..........................23.7 26.6 26.2 25.6 25.9 26.7 26.5 24.2
9 ..........................23.0 23.2 24.5 23.1 24.5 23.8 ..............24.9 25.1 25.0
11 ..........................24.4 25.6 24.0 23.9 22.9 26.0 27.1 26.0
13 ..........................27.0 25.4 26.6 24.8 25.5 26.2 26.1 22.3 .............24.7
15 ..........................24.6 25.2 25.7 26.0 25.0 24.2 24.8 22.5
17 .........................23.2 24.4 24.5 25.1 22.6 24.5 25.7 25.3 26.5 25.4
19 .........................24.9 25.5 24.8 26.2 24.2 26.1 25.2 28.4
21 ................................................................23.8 28.4 25.1 ..............28.0 26.0
23 ............................................27.6 28.0 25.3 28.9 26.4 28.0
25 .............................................................. 27.0 28.6 28.1 26.8 30.4 28.2
27 .......................................... 28.5 28.0
Mean .................... 25.5 26.5 26.5 26.1 25.4 26.7 26.2 25.7 26.2 25.1
 100 THE WASHO ROAD TEST, PART ONE

TABLE F-7 (Continued)

SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section G

157+40 157+35 154+75 156+01 156+00 156+01

Station: 156+00 156+00 154+50 157+50
10-6L 15-15L 275-15R 149-41, 1507L 149-IOL
Coordinates: 150-0 150-0 300-0 0-0
Oct. 14 Oct. 14 Oct. 14
Date: July 12 . July 19 July25 July 25 Aug. 4 Aug. 13 Aug. 16

Depth-in.
0- 2 .......................24.8 .................18.8 19.9 21.4
3-4 .........................................23.4 22.5 ..................23.2 20.6. ...........
5- 6 .......................25.2 25.7 .......... 19.1 23.2 23.7

7- 8 ................................22:8 .......... 21.2 22.9 21.0

9-10 ..........................................24.1 21.9
11-12 ................................25.4 ........... 23.1 23.5 21.5

13-14 .......................23.4 24.6 ........... 24.0 25.3 23.8

15-16 ............................................24.2 26.4 ...................21.3 21.1
17-18 .........................24.6 24.3' ...........22.8 21.5 23.2

19-20 ..................................278 ...........23.9 24.8 22.2 ..........25.3

21-22 ........................ 28.4 .............26.6 28.9
23-24 ................................... 29.8 .......... 23.0 25.0 23.9

25-27 ..................... 29.0 ........... 28:2 29.7 . ........ 28.0 26.3

Mean .................... 25:9 25.8 25.3 25.9 22.0 23.8 23.0 22.3 20.9 25.3

Section G

Station: 156+01 156+00 156+01

Coordinates: . 149-4R 150-7R 149-bR
Date: Oct. 14 Oct. 14 Oct. 14

Depth-in.
..
0 .......................18.6 19.7
3 .......................................20.7
16..................... .. ..........22.6 22.8
18 .......................24.7

TABLE F-8
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section H

153+65
Station: 152+00 152+00 150+50 153+50 153+40 151+65 153+25
2515L
152+01
1494L 6L 0
Coordinates: 150-0 150-0 300-0 0-0 I0-6L 1550
Aug. 18 Oct. 14 Oct 29 Oct. 29 Oct. 29
Date: July 8 July 19 July 25 July 25 Aug. 4 Aug. 13

Depth-in.
O- 2 .............24.2 24.8 ............23.0 22.0 22.1
3- 4...............................21.5 24.4 ........... 24.7 23.9 22.1
5-6 .......... ...23..5 24.5 ...................22.6 .............25.2
7- 8.....................25.6 ....................23.1 .............21.3 24.8 23.7 23.0
9-10 .......... .....23.8 ............24.3 23.2 ............ 23.7 23.4 20.6
11-12 .......................24.4 ....................21.5 .............24.5
13-14...............22.1 24.6 ....................21.7 .............24.8 ............21.9 22.2
15-16 .......... .......................24.8 24.3 ......................................22.7 20.8 23.7
17-18 .......... ..... 24.1 23.1 .....................23.4 .............22.7
19-20 .......... ................24.2 ....................2Z.0 .............24.6 ............23.9 23.1
21-22 ............... 24.2 ..............27.9 23.2 ...............23.0 25.6 28.4 23.3
23-24 .......... ...............23.8 .....................22.8 .............25.3
25-27 .......... ....26.7 ..............28.8 28.5 ...............27.6 ............25.1 24.8
28..............................................25 .4 26.0 26.5
31 .............................................25 . 7 25.8
34............................................25 .2 25.3 28.8
40...........................................24 .8
Mean ........... .. 24.1 24.4 25.5 24.7 22.5 22.0 24.2 23.9 24.3 24.2 24.3
 APPENDIX F: SUBGRADE MOISTURE CONTENT 101

TABLE F-9
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DA'rA-1952
Section J

Station: 148+00 148+00 148+00 146+50 149+50 149+40 147+95 149+35 148+01 148+00 148+01
Coordinates: 150-0 150-0 150-0 300-0 0-0 10-6L 155-0 15-15L 149-411 150-7R 149-bR
Date: July 7 July 12 July 19 July25 July25 Aug. 5 Aug. 6 Aug. 12 Oct. 15 Oct. 15 Oct. 15

Depth-in.

0- 2...............22.5 26.4 19.2 ......................23.8 21.1 23.2

3- 4.........................................21.8 25.1 ...............22.4
5- 6...............173 24.9 19.4 .......................25.3 .............21.5 22.5 22.4 23.1
7- 8..................................21.5 .......................22.8 .............19.8
9-10 .......... .....26.9 24.3 ..............22.2 23.7 .......... 20.8
11-12 ......... ...........................22.2 ......................24.0 ...............18.0
13-14 .......... ......25.2 24.8 21:1 ..........................................20.2
15-16...............................................22.8 25.6 ..............21.4
17-18 .......... ......24.5 25.9 25.8 ...................... 22.1 ...............21.7
19-20 .......... ......................22.5 . .....................22.6 ...............23.3
21-22 .......... .... 23.5 23.6 .............24.1 26.5 .............. 25.5
23-34 .......... ........................ 23.3 ......................26.0 ........ 22.7
25-27: ............ 24.6 25.2 ...........20.3 26.7 .................... 24.9 22.6 22.3 22.3
Mean .......... .. 23.5 .25.0 21.9 22.3 25.5 23.8 22.2 21.7 22.6 22.4 22.7

__________ __________ __________

Station: 148+01 148+00 148+01 146+35
Coordivates: 149-41, 150-71, 149-IOL 315-1R 315-8R 315-4R 315-0 315-41, 315-8L 315-11L
Date: Oct. 15 Oct. 15 Oct. 15 Oct. 29 Oct. 29 Oct. 29 Oct. 29 Oct. 29 Oct. 29 Oct. 29

Depth-in.

2 ..................................................... 23.8 19.9 22.5 ................................19.7

5 ...................................................... 25.8 19.1! 20.9 ........................18.6 20.2
8 .................................. 22.8 22.2 29.7 22J1 21.9 20.7 26.1 21.7 21.7
11 ..........................19.0 ......................22.2 23.2 22.0 .............21.5 20.7 22.1
14 .....................................................20.4 23.2 19.8 21.4 22.6 22.8 22.6
17 .....................................................21.7 22.9 21.2 .............21.2 24.5 24.6
20 ..................................................... 22.4 25.9 20.1 22.2 23.1 23.5 21.0
23 .........................22.5 ......................20.3 23.1 23.2 .............22.7 21.9 '22.8
26 .................................. 21.9 23.1 22.8 22.6 21.5 21.8 20.9 23.3 23.9
29 .......................................................25.0 25.5 22.5 ............23.8 24.7 24.9-
32 .....................................................22.4 25.9 22.3 24.1 23.8 28.4 28.7
35 ......................................................................................... 24.2 28.9
38 .............................................................................. 26.2
Mean .................... 20.8 22.4 22.7 23.3 23.1 21.6 22.7 23.0 23.5 22.9
 .
102 THE WASHO ROAD TEST, PART ONE

..
.. .
TABLE F-b
SUBCRADE MoIsTuRE CONTENT STUDIES-BASIC DATA-1952
Section K

Station: 144+00 144+00 144+00 142+50 145+50 144+05 143+95 143+95 144+01 144+00 144+01
Coordinates: 150-0 150-0 150-0 300-0 0-0 145-0 155-41, 155-13L 149-4R 150.7R 149-loft
Date: July 8 July 12 July 19 July 25 July 25 Aug. 5 Aug. 6 Oct.. 1 Oct. 15 Oct. 15 Oct. 15

Depth-in.
0- 2...............24.9 21.7 21.0 ..............................20.6 22.1
3- 4...............25.7 26.9 22.2 17.4 23.5 21.5 24.0
5- 6.....................................................................31.6
7- 8...............24.3 25.6 23.9 ..............................22.0 23.4 21.7 22.8
9-10 ........... ................................20.8 21.6 24.0 21.7
........
11-12 .......... ....... ............. 24.6 .............................. 22.5
13-14 .......... ......23.9 21.0 22.6
15-16.................25.5 21.9 22.2 21.3 20.4 22.0 20.2 26.5
19-20 .......... ................................................. .........
17-18 ..........
.......... ............. 22.2 ..............................30.2
21-22...............26.8 24.0 23.9 26.0 .............. 23.2 23.6
23-24 .......... ......................................... 22.1
25-27 .......... .... 33.8 19.7
23.3 .......... 26.4 ....... ...........
. .......... 34.4
28-33 ......................................... 29.0 .....................21.9 22.3 21.0

.: .
34-39 .......... .......... ................... 24.6
40-45 .......... ........ ...................... 30.3
46-51 ...........31.3
52-57 .......... 29.5
......
Mean...........26.4 23.5 22.8 25:7 21.3 22.7 22.0 26.4 22.7 22.0 21.9

Station: 144+01 144+00 144+01 142+45 142+45 142+45 144+30 144+30 144+30
Coordinates: 149-41, 150-71, 149-IOL 305-6R 305-0 305-61, 120-loft 120-1OL 120-0
Date: Oct. 15 Oct. 15 Oct. 15 Oct. 30 Oct. 30 Oct. 30 Nov. 18 Nov. 18 Nov. 18

Depth-in.
0- 2...............................20.2....................................
5- 6...............................21.2 20.6 2.2 21.0 23.9 27.3
7- 8..............21.7 20.9 20.7 20.7 21.7 20.3
11-12 ......... ........................18.4 19.8 17.7 22.7 24.9 23.9-
14 ............ ......................... 19.2 19.2 . ...................................
17-18 ......... .........................17.4 23.5 21.1 22.5 23.0 24.1
20................. ....................19.5 21:0 23.9
21.2
23-24............. .......... ............. 23.4 20.9 23.7 . 21.7 20.3
26.....................................20.4 21.5 20.6
28-30 ......... .....21.6 22.7 25.3 18.0 21.3 27.3 18.9 24.8 23.4
32....................................20.4 22.7 25.1
35-36 ...................... ........... 26.5 25.7 ............ 25.4 21.7 26.9
42 ............ ....................... ....................... 27;4 25.8 26.8
Mean ......... .. 21.7 21.8 23.0 20.4 21.9 22.3 23.1 23.7 24.7
 APPENDIX F: SUBGRADE MOISTURE CONTENT 103

TABLE F-il
SUBGRADE MOISTURE CONTENT STUDIES-BASIC. DATA-1952

SECTION L SECTION M SECTION N SECTION 0

-
114+65
Station: 106+40 105+26 105+05 110+40 109+30 114+40 114+25
Coordinates: 290-6R 176-14R 155-13L 290-611 180-14R 290-6R 275-1511 315-IlL 315-81, 315-4L 315-0 315-4L 315-8R 315-1111 117+05
155-411
118+40 117+20 117+52
Date: Aug. 6 Aug. 14 Oct. I Aug. 6 Aug. 14 Aug. 6 Aug. 15 Oct. 28 Oct. 28 Oct. 28 Oct. 28 Oct. 28 Oct. 28 Oct. 28 Aug. 6 290-611 170-1411 202-14R
Aug. 6 Aug. 13 Aug. 13

Depth-in.:
0-2 20.2 23.1 21.7 22.6 22.7 21.2 17.8 21.0 16.5 20.1 ........... 17.5 19.4 18.9 20.7 204 20.0 21.1
3-4 ......... 23.9 ... 22.1 ... 21.9 21.3 .............20.4 18.6 22.6 24.8 20.8 ........................
5-6 26.3 ...........23.7 22.4 20.7 20.1 ...............................................................18.5
7-9 ..........22.0 ...........16.5 23.5 ............19.4 19.8 21.4 20.8 21.7 19.9 20.0 18.5 21.7 .. 17.5 ................
9-10 ........ 22.9 ... 21.9 ... 21.0 21.4 19.6 20.8 19.1 17.4 19.2 22.8 .............21.6 22.8
11-12.......... 15.3 22.0 ............17.9 17.6 ...............................................................18.4
13-14 .......19.3 ............22.2 ............15.8 14.1 22.1 22.5 21.1 17.3 19.0 21.1 14.7 .. 19.8 .................
15-16.......25.8 13.7 .. 25.4 ... 17.7 16.9 24.4 17.3 ..............17.2 16.4 21.3 .............24.6 16.2
17-18 ....... 18.3 ............. 15.1 13.7 ...............................................................20.5 ...............
19-20 .......20.2 ............. 16.6 17.9 16.8 ..............17.5 17.1 21.3 23.3 .. 18.5 .................
21-22 .... ... 23.0 ... - 28.1 ... 22.5 20.3 ............. 23.6 22.5 20.8 22.1 21.2 .............28.6 15.8
23-24 22.0 ............. 20.4 ................................................................ 31.8 . .
25-27 ......... 21.9 22.4 21.1 ............. 24.8 20.8 21.3 24.0 .
28........... 22.4 22.0 .
31 ............ 25.1 25.5 ..
Mean 21.2 23.7 18.2 22.5 24.0 18.4 18.0 20.9 19.7 21.4 20.2 19.3 20.6 21.1 21.4 20.7 23.7 19.0

SECTION L SECTION M SECTION N SECTION 0

Oct. 13 Oct. 13 Oct. 11
Oct. 10 Nov. 23
Date: . . . . Date
Depth: 12 in. 14 in. Sin. 16 in. 8 in. 20 in. Depth: 5 in. 24 in. I in. 7 in.
Coordinates: Coordinates:

149-418.................. 20.7 ........... 000-1018.......................... 19.6 23.3

22.0 25.8 18.3 21.8 149-418.... 21.8 21.5 ..................
150-7R .... .......... .....19.8 ........... 21.6 26.2 19.0 21.9 150-718.... 22.2 21.7 ..................
149-bR ............. .... 21.8 ........... 23.9 25.6 17.7 21.0 . 149-1R... -23.8 31.1
149-4L.................. 23.4 ........... 24.9- 23.4 20.4 16.9 . 149-4L.... 23.5 22.9 ..................
150-7L 19.8 .................... 22.8 25.4 20.6 17.8 150-7L.... 23.4 21.1
149-IOL.............- 18.3 ........... 21.3 25.2 18.8 14.9 149-I0L... 22.6 25.4 .................
104 THE WASHO ROAD TEST, PART ONE

TABLE F-12
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DA'rA-1952
Section P

119+35 (Coordinate -15)

Station: 121+05 122+35 121+05 122+05

Coordinates: 155-4R 285-16R 155-13L 255-13L IlL 8L 4L 2L CL 4R 8R hR
Date: Aug. 6 Aug. 14 Oct. 1 Oct. 1 Oct. 25 Oct. 25 Oct. 25 Oct.31 Oct. 25 Oct. 25 Oct. 25 Oct. 25

Depth-in.

0- 2 ...................19.5 20,2 15.0 19.5 .............................................

3_ 4 ...................20.6 ......................................
5- 6 ...........................20.0 16.6 22.3 17.6 21.2 23.5 21.8 21.8 21.2 20.1 24.1
7- 8 ...........................20.7 16.8 24.3 ............................................
9-10 ...................22.0 ............................18.2 20.5 23.4 22.1 ...........21.6 20.0 24.3
11-12 ...........................21.4 17.1 22.5 19.1 20.6 23.4 27.2 23.3 26.7 18.6 22.1
13-14 ...........................18.8 ...........................................
15-16 ...................20.4 ...........19.9 20.9 19.6 24.2 23.5 22.5 ...........27.7 19.5 21.6
17-18 ...........................19.2 .................... 23.7 20.8 21.9 19.3 21.6 20.9 19.3 24.1
19-20 ...........................21.1 19.3 18.6 ................................................
21-22 ...................20.5 ......................... 19.0 21.6 20.5 24.9 ......... 19.1 19.7 22.9
23-34 ........................... 22.5 16.2 23.0 22.3 20.1 18.5 21.9 17.6 17.5 19.1 22.1
25-27 ............................ 21.9 19.2 26.5 21.1 22.8 20.8 20.2 ......... 21.7 21.0 22.3
30 ..................................................... 2 3.2 23.2 21.9 22.7 20.8 22.1 25.4 26.8
Mean ................. 20.6 20.6 17.5 22.2 20.4 21.7 21.9 22.5 21.0 22.1 20.3 23.4

Station: 120+99 121+00 120+99 119+35 122+25 121+25 121+25 120+50 120+50 120+50 121+15 121+15 121+15
Coordinates: 149-4L 150-7L 149-IOL -15-2L 275-2R 175-IOL 175-loft 100-IOL 100-0 100-,I0R 165-bR 165-8R 16$-51L
Date: Oct. 10 Oct. 10 Oct. 10 Oct. 31 Nov. 12 Nov. 17 Nov. 18 Nov. 17 Nov. 17 Nov. 17 Nov. 17 Nov. 17 Nov. 17

Depth-in.

0-2 ........... ............................ 23.0 21.7 22.1

3 ....................................21.9 ..............................................................
6....................................22.7 21.8 22.8 17.5 23.0 21.8 23.0 23.3 21.3
9.............21.4 21.3 20.2 ......... 22.7 ...................................................................
12.....................................24.2 20.9 21.8 21.1 21.8 22.1 ...........................
15......................................29.6 ....................................................................
18 .....................................24.9 20.4 23.8 17.3 20.2 21.3 ...........................
24......................................21.0 21.5 . 22.8 18.6 20.5 22.6 ..........................
27 ......................................25.4 ..................................................................
30..............22.8 22.8 33.4 ......... 26.6 20.4 26.3 23.4 23.8 23.8 ..........................
36.........................................30.0 24.4 24.4 22.4 19.9 24.4 ..........................
42....................................... 22.2 29.4 23.8 25.6 21.1 21.9 24.1 ..........................
48.........................................31.2 23.6 ............................................................
54.......................................19.0 27.9 25.1
60.........................................31.3 ....................................................................
66......................................18.2 34.0 ...................................................................
72 ........................................32.9 ...................................................................
78......................................18.1 34.3 ..................................................................
90......................................17.2 30.9 ...................................................................
96.........................................32.4 ...................................................................
102 .................................... 19.7 35.0 ..................................................................
114.................................... 22.8 32.1 .................................................................
126.................................... 22.9 31.6 .................................................................
Mean ........ ..22.1 22.1 26.8 20.0 28.7 22.4 23.9 20.2 21.6 23.2 23.0 22.5 21.7
 APPENDIX F: SUBGRADE MOISTURE CONTENT 105

TABLE F-13
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952

SECTION Q II SECTION ft
119+35
Station : 122+50 119+50 122+40 119+75 120+95 - 118+50 115+50 118+40 116+95 117+15 118+25
Coordinates: 0-0 300-0 I0-61, 275-I5R 145-31, 811 4R - t. 8L 0-40 300-0 I0-6L 155-15R 135-0 25-15R
Date: Jul July 26 Aug. 6 Aug. 15 Oct. I Oct. 28 Oct. 28 Oct. 28 Oct. 28 July 26 July26 Aug. 5 Aug. 12 Aug. 13 Aug. IS

0-2 ............ .......... .........22.5 21.9 19.1 20.8 20.8 22.5 19.7 ................23.2 22.8 22.8 22.6
3-4 ............ ....14.9 17.5 ....................................................21.6 19.6 ..........25.2 17.7 .......
5-6 ............ .................22.0 21.5. 19.5 21.6 22.2 21.6 20.1 .................21.4 ................22.0
7-8 ..............................17.4 20.9 19.9 21.2 22.3 20.3 21.8 .................22.8 ................21.8
9-10 ........... ....12.2 19.5 ......................................................21.1 19.7 ..........20.8 20.0 ......
11-12 ............................21.4 21.1 20.7 23.4 21.3 22.1 21.2 .................24.3 .................21.8
13-14...........................17.9 23.5 ..........22.5 21.7 22.1 18.8 .................23.1 .................21.3
15-16: .............19.9 21.9 .................19.7 .................................22.3 19.5 ..........21.2 20.6 .......
17-18 ... ............ ......... 22.5 18.3 ..........22.6 21.3 23.9 17.8 ..................23.4 .................23.1
19-20 ............................
... 24.9 21.7 19.8 21.6 21.4 21.9 19.7 ..................22.0 .................24.6
21-22 ........... ... 20.9 20.6 ......................................................20.0 23.8 ......... 22.1 20.4 .......
23-24 .......... ................. 28.7 24.2 18.5 20.2 21.7 20.6 18.0 ..................20.3 ................ 23.8
25-27 .......... ....18.6 14.4 ..........27.1 21.7 21.2 21.9 20.2 19.8 18.2 21.5 ....................... 22.9
29.. 17.9 20.2 17.2
32...................................................19.5 20.1 21.6 20.1
Mean .......... .. 17.3 18.8 22.2 22.2 19.9 21.1 21.1 21.5 19.5 20.6 20.8 22.6 22.4 20.3 22.7
S
SECTION R

Date Oct. 10
Depth 1 21 in.
Coordinates:
149-4R 22.3
150-711 20.4
149-1R 22.2
149-4L 24.1
150-71, 22.4
149-10L 24.4

TABLE F-14
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952
Section S

Station: 114+50 111+50 114+40 112+95 113+14 113+27 112+55 114+65

Coordinates ...................... ...0-0 300-0 10-IlL 155-4L 136-4L 123-4L 195-I5R I IL 6L 4L 4R 6R lift
Date: July26 Juiy 26 Aug. 5 Aug. 8 Aug. 9 Aug. II Aug. II Oct. 27 Oct. 27 Oct. 27 Oct. 27 Oct. 27 Oct. 27 Oct. 27
Depth-in.
0-2 .................... ..................22.3 18.9 22.1 20.7 19.9 ...........................................
3-4 ......................20.1 18.5 .......... 24.0 23.4 22.3 19.1 24.6 23.5 21.1 21.4 24.2 22.9 21.8
5-6 ................... ................. 22.0 .........................................................................
7-8 ....................................19.6 .................................22.2 19.3 20.4 .........22.4 22.6 22.5
910 ....................19.0 21.2 .......... 22.7 21.7 23.6 21.3 22.1 18.5 23.9 21:2 22.4 21.6 22.2
11-12 .................................. 22.2 ............................................................................
13-14 .... ............ .................. .. 22.5 .................................21.8 21.6 23.8 ...........26.6 22.5 21.0
15-16 ................. ....19.8 21.2 ..........19.6 19.4 22.7 19.1 23.8 21.1 24.1 26.5 23.5 22.9 22.1
17-18 ................. ......... .........24.5 ...............................................................................
19-20 .................................. 22.0 ................................23.7 26.0 22.2 ..........23.0 27.6 24.1
21-22 ................... 18.3 19.2 ......... 20.3 19.6 18.9 17.8 22.8 20.1 25.0 22.4 22.6 25.2 24.3
23-24 ................................... 21.2 ...............................................................................
25-27 ................. ... 22.0 17.2 ..................................... 20.4 20.0 26.9 ........ 24.0 25.1 23.4
28 ....................................................................... 21.4 19.4 23.0 22.2 25.3 23.7 23.6
31 ....................................................................... 18.9 21.5 231 ........ 292 24.4 23.5
34 ....................................................................... 20.3 18.5 24.1 24.3 27.5 25.5 25.1
Mean .................. 19.8 19.4 22.0 21.1 21.2 21.6 19.4 22.0 20.9 23.4 23.0 24.6 24.0 23.1
106 THE WASHO ROAD TEST, PART ONE

TABLE F-15
SUBGRADE MOISTURE CONTENT STUDIES-BASIC DATA-1952

SECTION T SECTION U

107+35
Station: 110+50 110+40 108+95 109+10 104+95 106+35 104+95
Coordinates: 0-0 10-61, 155-41, 140-41, 315-11L 315-61, 315-4L 315-0 315-0 315-4R 315-6R 315-1R 155-51, 15-51, 155-13L
Date: July26 Aug. 6 Aug. 7 Aug. 8 Oct. 27 Oct. 27 Oct. 27 Oct. 25 Oct. 31 Oct. 27 Oct. 27 Oct. 27 Aug. 7 Aug. 14 Oct. 1
Depth
0-2in ........ ........ .. 23.1 18.5 18.7 21.6 32.3 22.3 22.5 23.7 19.9 22.6 20.8 16.2 17.3 12.8
3-4in ........... 20.1 ...... 22.4 19.6 ................................................................18.0
5-6in ........ ...........22.1 ..................18.2 19.1 36.2 ..........23.8 20.1 23.4 22.2 ............21.7 11.6
7-8in ........ ........ .. 21.5 ..................27.6 22.7 26.4 20.8 24.1 242 23.3 23.6 ............27.2 15.7
9-10 in ....... ...19.1 .........25.6 24.4 ........................................................ 21.7
11-12 in ...... ...........20.0 ..................25.7 24.3 23.1 .......... 23.2 24.5 23.4 21.6 .. ..........24.4 20.3
13-l4in ............................. ..........24.5 29.1 29.8 .22.8 22.2 22.9 20.9 22.8 ............24.1 .......
15-l6in.........18.8 .........24.6 22.4 ..............................................................22.5 22.9
17-l8in........... ...... 20.2 ..................19.3 26.5 22.3 ......... 21.4 22.1 18.1 22.4 ............25.7 .......
19-2Oin.................19.0 ..................16.4 18.0 25.9 20.1 21.2 24.8 20.4 19.8 ............25.8 23.4
21-22 in......... 18.2 .........20.3 18.5 ............................................................. 22.4
23-24.in............... .. 19.9 .................22.4 17.9 20.4 ........ 17.7 19.3 18.8 21.7 ............22.5 22.2
25-27 in ...... .. 15.2 ................. ..... .'17.2 20.2 18.5 17.0 18.6 18.2 18.1 19.7 ........... 19.4 18.7
Mean ........ 1118.3 1 20.8 122.3 120.7 121.4 1 23.3 1 23.9 I 20.61 21.8 121.8 I 21.0 1 21.6 11 20.2 I 23.1 I 18.5

SECTION T SECTION U

Station 107+35t-Oct. 31
Date: Oct. 9 Date: Oct. 9 Oet. 0
Depth: 30 in. Depth M. C. Depth M. C. Depth M. C. Depth: On. 36,in.
Coordinates: ' Coordinates:
149-4R ...... 3 ft. 18.5 9 ft. 23.8 15 ft 26.8 -..................
.
150-7R ........27.4 4 ft. 20.8 10 ft. 23.3 16 ft 27.1 150-7R 27.8 19.5
149-10R 5 ft. 24.9 lift. 23.9 17 ft 26.9 149-4L ....... 21.2
149-4L ...... .. 17.3 6 ft. 28.1 12 ft. 24 .1 18 ft 26.0 . , 149-10R 19.7 18.9
150-7L ........ 16.5 7 ft. 27.8 13 ft. 24.4 19 ft 25.7 150-7L ......... 21.0
149-1OL ...... ..17.6 8 ft. 27.5 14 ft. 27.2 ,............'. 149-1OL. ...... .28.7
 TABLE F-16 0
107
AVERAGE SUBGRADE MoIsTuRE CONTENTS IN TANDEM-AXLE Loop-1952

Lift August Oct-Nov. . August Oct-Nov.

Depth Section As Construe ted (Under Gravel) (After Paving) Section As Constructed July (Under Gravel) (After Paving)
12. M.C. (N) Date M.C. (N) M.C. (N) M.C. (N) Date M.C. (N) M.C. (N) M.C. (N)

0-6
7-12
L ............18.8
20.6
(13)
(13)
Aug. 1
July 24
23.4
22.5
(4)
(2)
22.7
17.2
(2)
(3)
Q ............19.2
22.2
(6)
(6)
Aug. 1
July 21
16.2
15.9
(2)
(2)
22.0
20.2
(4)
(4)
20.8
21.4
(10)
(10)
13-18 20.1 (13) July 24 21.1 (3) 19.8 (6) 18.5 (6) July 18 20 9 (2) 20.6 (4) 21.6 (9)
19-24 24.8 (6) July 22 21.7 (3) 20.5 (6) July 16 20.8 (2) 24.9 (4) 20.3 (10)
25-27 . 16.5 (2) 27.1 (I) 20.5 (5)

0- 6
7-12
M ...........22.5
21.0 (5)
(6)
Aug. I
July 23
22.5
'22.5
(4)
(3)
22.8 (6) R ..........22.1
20.8
(5)
(6)
Aug.
July
1
15
20.6
20.4
(2)
(2)
22.2
21.9
(8)
(6)
13-18 23.7 (6) July 22 23.8 (2) 25.3 (8) 27.8 (6) July 10 20.9 (2) 22.1 (8)
19-24 23.2 (6) July 22 28.1 (1) 20.1 (6) July 9 21.9 (2) 22.2 (6) 22.6 (6)
'25-27 . 19.9 (2) 22.9 (1)

0- 6
7-12
N ............19.4
23.0 (6)
(6)
July 31
July 22
20.0
18.7
(4)
(4)
20.2
19.9
(12)
(20)
S...........19.6'
21.8 (5)
(6)
Aug.
July
1
15
19.3
20.1
(2)
(2)
21.5
21.9
(10) 22.8
21.6
(7)
(6) (13)
13-18 15.4 (6) July 21 14.7 (4) 19.1 (13) 21.7 (6) July 10 20.5 (2) 21.3 (6) 23.2 (13)
19-24 20.7 (6) July 21 18.5 (2) 20.0 (18) 19.6 (6) July 9 18.8 (2) 20.0 (6) 23.8 (13)
25-27 21.9 (1) 21.9 (6) 19.6 (2) 23.3 (6)

0-8
7-12
0 ............22.0
24.0 (6)
(6)
July 31
July 22
20.3
20.6
(6)
(5)
22.4
23.3
(7)
(1)
T .......... .'10.3
25.7
(6)
(6)
Aug.
July
1
14
20.1
19.1
(1)
(1)
20.7
22.9
(6)
(4)
23.2
23.9
(15)
(15)
13-18 22.8 (6) July 21 20.5 (5) 22.5 (6) July 10 18.8 (1) 22.4 (3) 23.1 (15)
19-24 20.6 (6) July 18 23.2 (5) 24.0 (6) 17.3 (6) July 9 18.2 (1) 19.4 (4) 20.3 (15)
25-27 15.2 (1) 18.4 (8)

0- 6
7-12
P ............
.
22.2
25.0
(6)
(6)
July 25
July 19
20.1
21.4
(4)
(3)
21.2
21.7
(25)
(29)
U ..........24.5
25.6
(13)
(15)
July
July
25
10
18.3
24.4
(4)
(3)
12.2
20.9
(2)
(4)
13-18 21.4 (6) July 18 19.5 (3) 22.0 (24) 25.5 (12) July 10 24.1 (3) 22.9 (1)
19-24 22.5 (6) July 17 21.4 (3) 20.6 (25) 19.2 (13) July 9 23.6 (3) 22.8 (2)
25-27 21.9 (1) 22.1 (10) 19.4 (1) 18.7 (1)

2-inch A.C. Tangent: 4-inch A.C. Tangent:

0- 6 21.2 (36) 21.2 (22) 21.4 (52) 22.0 (35) 18.9 (7) 21.2 (32) 21.8 (34)
7-12 21.7 (37) 20.9 (17) 20.8 (53) 23.4 (39) 18.8 (7) 22.1 (23) 22.3 (42)
13-18 20.6 (37) 19.5 (17) 21.3 (49) 23.6 (36) 20.5 (7) 21.9 (22) 22.8 (38)
19-24 20.4 (30) 22.0 (15) 20.8 (49) 19.3 (37) 20.2 (7) 21.8 (23) 21.7 (46)
25-27 21.9 (2) 22.0 (16) 18.2 (7) 23.1 (3) 20.5 (20)

TABLE F-17
AVERAGE SUBGRADE MOISTURE CONTENTS IN 4-INCH A.C. TANGENT OF SINGLE-AXLE Loop-1952

Section Lift Depth Inches As Constructed June July August October November
M.C. (N) Date M.C. (N) M.C. (N) M.C. (N) M.C. (N) M.C. (N)

A .............0- 6 24.5 (13)................22.9

July 29 (8) 22.0 (6) 24.5 (8)
7-12 24.6 (12)................22.9
July 2 (5) 24.5 (5) 22.9 (8)
13-18 24.8 1 ................24.6
(13) July (7) 22.6 (5) 24.7 (6)
19-24 26.0 30 ...............24.7
(14) June (5) 23.9 (5) 27.3 (7)
25-27 20.6 21 ...............24.8
(6) June (5) 30.8 (1) 29.2 (3)
B ..............0- 6 24.7 ' (6) July 29 ...............24.6 (9) 21.9 (6)
7-12 24.8 (6) July 2 ...............25.0 (7) . 22.5 (5)
13-18 22.0 (6) June 23 ...............25.0 (10) 22.8 (5)
19-24 24.8 ' (6) June 21 ...............25.3 (7) 23.5 (5)
25-27 , .......................25.2 (5) 24.6 (1)
C ............0- 6 23.9 (6) July 29 ..............22.9 (6) 23.6 (6) 24.1 (3)
7-12 24.1 (6) June 30 ..............
25.4 (5) 23.9 (6) 24.3 (6)
13-18 20.2 (6) June 20 ... 24.8 (6) 23.9 (6) 25.3 (6)
19-24 25.8 (6) June 17 .... 24.2 (5) 23.4 (6) 24.6 (6)
25-27 ...... 30.0 (3) 23.6 (2) 24.7 (3)' .
D .............0- 6 23.4 (6) July 29 26.2 (27) 23.0 (10) 22.2 (2) 22.9 (1)
'7-12 23.7 (6) June 19 24.0 (31) 23.7 (7) 22.4' (2) 23.0 (1)
13-18 23.7 (6) June 12 24.2 (59) 25.1 (10) 23.2 (2)
19-24 26.4 (6) June 10 .245 '(56) 24.6 (7) 26.5 (2)
25-27 .... 26.6 (15) 25.4 (3) 26.6 (1) 26.7 (1)
E .............0- 6 25.7 (6) July 28 ....
23.6 (10) 19.0 (2) 21.5 (10) 22.2 (1)
7-12 23.5 (6) June 20 ....23.9 (7) 20.6 (2) 23.8 (6) 23.8 (2)
13-18 22.6 (6) June 17 ....
23.5 (10) 24.4. (2) 22.8 (5) 22.5 (2)
19-24 23.1 (6) June 14 ....
24.8 (6) 24.3 (2) 2&.0 (6) 27.6 (2)
25-27 .... ' 26.7 (5) 27.0 (1) 24.9 (3) 30.6 (1)
4" A.C. Tangent.... 24.5 (37) 23.4 (43) 22.2 (22) 23.0 (23)
24.2 24.2 (31) 23.2 (20) 23.6 (23)
23.1 25.0 (43) 23.3 (20) 24.2 (19)
25.4 24.7 (30) 24.0 (20) 26.2 (21)
26.2 (21) '26.0 (6) 26.7 (11)
108 THE WASHO ROAD TEST, PART ONE

TABLE F-17
AVERAGE SUBGRADE MoIsTuRE CONTENTS IN 2-INcH A.C. TANGENT OF SINGLE-AXLE Loop-1952

Section
Li D h AC t d August
(After Gravel Placed)
October-November -
Inches M.C. Date M.C. (N) (After Paving) (N)
()

F .....................0- 6 21.2 (6) July 30 20.4 (10) 24.2 (1) 21.5 (13)
7-12 21.0 (6) June 18 20.8 (7) .... 20.8 (12)
13-18 19.8 (9) June 16 22.9 ....... 21.9 (17)
19-24 24.1 (6) June 14 24.6 (7) .. ..21.8 (9)
25-27 ... ..
24.9 (5) .. ..
-26.4 (6)
G .......................0- 6 26.4 (6) July 29 23.9 (9) 21.0 (6) 20.6
7-12 23.0 June 18 24.0 (6) 22.2 (6)
13-18 23.2 (6) June 16 24.9 (9) 23.4 (6) 22.5 (5)
19-24 28.3 (6) June 13 27.9 (7) 23.8 (6)
25-27 .... 29.1 (5) 27.2 (2)
H .....................0- 6 25.7 (6) July 29 23.8 (6) 23.0 (5) 23.6 (3)
7-12 25.4 (6) June23 24.3 (5) 22.6 (4) 23.2 (6)
13-18 20.6 (6) June 19 -238 (6) 23.2 (4) 22.3 (5)
19-24 24.9 (5) June 17 24.6 (5) 23.7 (4) 24.6 (6)
25-27 .... 28.0 (3) 27.6 (1) 25.0 (2)
. 6
J.................... .0- 23.8 (6) July 29 22.1 (8) 22.9 (6) 21.5 (12)
7-12 22.7 (6) July 2 23.5 (6) 21.1 (5) 22.5 (16)
• 13-18 24.0 (6) July 1 24.5 (8) - 21.4 (4) 22.2 (13)
19-24 23.0 (6) June 20 23.9 (6) 24.0 (5) 22.4 (14)
• 25-27 .... 24.2 (4) 24.9 (1) 22.4 (12)
. 6
K ...................0- 25.4 (12) July 28 22.9 (8) 22.0 (3) 24.1 (9)
7-12 21.8 (13) July .8 23.5 (6) 22.8 (2) 21.5 (17)
13-18 23.2 (13) July 7 22.4 (8) 21.1 (2) 21.8 (9)
19-24 23.8 (6) June 23 24.6 (5) 23.4 (2) 22.6 (11)
- 25-27 . .... 25.8 (4) .... 24.2 (4)
2" A.C. Tangent:
0- 6.........................24.7 22.5 (41) 22.3 (21) 21.9 (42)
7-12 ...................... ...22.4 23.1 (30) 22.0 (17) 21.9 (51)
13-18 ...................... ...22.2 (40) 23.7. (41) 22.6 22.1 (49)
19-24 ..................... 24.8 (29) 24.4 (30) 23.8 22.6 (40)
25-27 ....................... ............................26.4 (21) 26.7 (4) 23.9 (24)
Single Axle Loop: (Both Tangents)
0- 6.........................24.6 (73) 23.0 (84) 22.2 (43) 22.3 (65)
7-12: .........................
...23.3 (73) 23.7 (61) - 22.6 (37) 22.4 (74)
13-18 ...................... ... 22.6 (77) 24.2 (84) 23.0 22.7 (68)
19-24 - ........................ 25.1 (67) . .24.6 (63) 23.9 . 23.8 (61)
25-27 ....................... .......................... 26.3 (42) 26.3 (10) 24.8 (35)
 109

Appendix G
IDENTIFICATION AND STABILITY TESTS ON TYPICAL SUBGRADE SOIL*
In order that comprehensive information covering the
road test subgrade soil would be available, several testing
laboratories were asked to conduct certain tests on a
sample of this material. A 2000 pound sample, designated
No. 381, was taken at D-50-30 L from a depth of 0 to 2
feet. Preliminary studies indicated this to be typical of
the soil in the area. It was thoroughly mixed and then
divided into small samples which were sent to the cooper-
ating laboratories. Summaries of the reports of these lab-
oratories along with data from WASHO lab tests are in-
cluded in the, tables which make up this appendix. Some
of the data in the tables are based on samples other than
No. 381, however since they were taken for the same pur-
pose, they are grouped in this appendix for convenience.

TABLE G-1
CLASSIFICATION TEST DATA FROM DIFFERENT LABORATORIES ON TYPICAL SUBGRADE SOIL

Percentage Finer Than . Stand. Comp.

Sample LL PL PI Spec. ________________
0.05 I 0.005 0.001
Gray.
Opt. Max.
tory
No. 10 No. 40 No. 200 mm. mm. mm. M.C. Denn.

381-Cl 38 28 10 100 99 83 78 28 ii .................A

381- 38.5 ..........11 100 99 86 78 20 2.51 24.3
381- 36.8 7.1 100 94.2 B
100 91.0 ............21.0 ..............2.51 26.1 90.4 C
381-02 37.9 29.0 8.9 99.8 99.4 88.6 ...........................2.30 ..................D
381-P2 37.3 28.2 9.1 100 99.6 88.0 ...........................2.14 .................D
381- 37 (24) 13 99:9 99.4 87.5 77.6 24.8 .............2.52 25.9 90.8 E
381-W2 40 (26) 14 100 . 90 86 22 2.55 24
-X2 39 (26) 13 94 F
100 89 85 24 2.55 ......': ...........F
-Y2 39 (26) 13 100 91 86. 24 2.55 25
-Z2 39 (26) 13 93 F
100 90 87 23 2.55 ....................F
-A3 40 (26) 14 100 90 86 23 2.54 ...................F
-B3 40 (26) 14 100 90 87 22 2.55 23 95 F
381- 34.5 25.6 8.9' 100 98 85 ............................2.43
381-01 34.5 246 9.9 26.1 91.1 G
100 99 87 . ...........................2.47 26.1 91.1 G
381- 38 29 9 100 (99) 846 78
2.42 22
24.3 ' 96.3 H
381-Wi 41.0 28.1 12.9 ................(90) 20 ...................25.8
-Xl 38.9 . 26.6 12.3 ................ 92.3 I
-Yl 38.3 26.1 12.2 ........... 25.4 94.1 I
-Z1 38.2 26.9 ' 11.3 ............ 25.3 93.8 I
25.0 93.5 I
381- 36.2 ............10.5 100 ' 99 88 75 27 10 2.50 25.0 92.1 J
381- 40.3 29.9 10.4 100 99 81 68 19 4 2.54 24.0 96.0 '0

'381-Al 38.2 27.0 11.2 ........... WASHO

-Al 38.2 27.1 11.1 ........... WL
-Ml 39.0 26.7 12.3 ...........87.0 .......................................................WL
-Ml 37.2 25.8 11.4 ...........87.0 .........................................................WL
WL'
-K1 37.3 27.4 ' .............. 88.3 ......................'
-Gl 37.4 26.2 .............................WL
11.2 ...........88.3 ......................................................
WL
42 (27) 15 100 84 79 24 6 2.55 26.3 89.5 K
841- 37 24 13 99 98 95 86 35 13 ............................L
841- 38 28 10 100 94 89 20 6 2.6 ....................M
841-A 36.5 21.7 14.8 ............
B, .................................. 22.7 97.1 I
24.2 97.6 I
841- 36.7 27.9 8.8 .......... WASHO

SPrepared by H. S. SWEET, reeearch engineer.

110 THE WASHO ROAD TEST, PART ONE

TABLE G-2
IDENTIFICATION TEST DATA 6N TYPICAL SUBGRADE SOIL

• Modified Comp. I
Lineal SL Ceita- Classification Description
Laboratory Sample No. FME Slge tion
Opt. M.C. Max. Dens.

A................381—Cl ...........................PR: A-4 ........... Grey fine sandy.

.........
Used: ML ........ ...calcareous slightly
plastic silt

B............ ....381— ...........................HRB: A-6 (8). . .. Tan Clay-Silt

.........
C' ... . ...... ....381 21.9 97.9 ..................................HRB: A-4 (8). . . . Silty Clay. Loam
D2 .......... ....381-02 20.0 96.3 26.6 3.0 ...............HRB:A-4 (8)....
D2 .........381—P2 20.0 96.3 .27.4 4.0 ...............HRB: A-4 (B)....
F' ..............381 19 103
G ..............381 Rose Moist. Equiv.: 24.4 3.6 ................HRB: A-4 (8).... Silty Loam
H ..............381 23.0 100.3
J............... 381 . 23.8 97.0
K ............................................34 7.6 24
M ........... 841 ...............................................Over
200
I ............ 381—Wi ................................................600 psi ......................
381—X1 ...............................................700 psi ......................
L............ 841 ........................... ...................Brown Lean Clay
0............ 381 21 102.8

Note: 'All tests by lab. C conducted on composite of 381—A2, B2, C2, D2.
2 Compaction test is by California Field Method.
Compaction, stability, consolidation, and shear tests conducted by lab. F on composite sample of 381—W2, X2, Y2, Z2,
A3, B3. .
. 1 Compaction by California Impact Test.
 APPENDIX G: TYPICAL SUBGRADE SOIL

TABLE G-3
MINERALOGICAL AND CHEMICAL ANALYSIS ON TYPICAL SUBGRADE SOIL

Mineralogical Analysis:
Laboratory A (estimated from specific gravities): Sand-20% Calcite,
80% Silica
Silt-40% Calcite,
60% Silica
Clay-33 % Montmorillonite,
67% Silica
Laboratory H (Microscopic analysis): Weathered tuff or volcanic ash with considerable montmorillonite clay. The prin-
cipal constituents of the ash are volcanic glass, feldspar, and other minor accessory
minerals.
Chemical Analysis:

Percentage Compoaiion
Constituent

Lab. D Lab.G Lab. H Lab. I Lab. J Lab. L

Si02 ................................... ... 566 5351

A1203....................................10.8

.•
Fe203 ...................................3.06 13.23
CaO ...................................9.13
3.0 .............3.86
10.1 10.39
MgO ..................................... 1.49 1.9 3.20
Na20 ....................................0.44 '.....
K20 ....................................0.98
CO2 ......................................0.0097
S03 ......................................0.06 0.0006. ...

.
Loss on ignition ...........................17.82 Tr.
16.2 15.56 8.6
Conversion to:
CaCO3 ............................... 18.54
MgCO3............................... 6.69
Moist., Organic, etc................ .... 3.92
Soluble:
Carbonate ........................... 370 ppm
Chloride .................... 0
Sulphate ........................... ..... 0
.. .
pH ............................... ...............8.05 79 7.6

R2 O3 Group ....................................... .. • •
Insoluble residue ... .......................... ........63.25
5:11
Soluble Si02 ..........................................3.27
Total Chlorides as Na and K ..........................<0.02
Highly Calcareous
......
Insoluble carbonates . ...
as lime
.
.. ........... .. ...... . ...
........................... High.......
 THE WASHO ROAD TEST, PART ONE
112

TABLE G-4
TRIAXIAL COMPRESSION AND STABILITY DATA ON TYPICAL
SUBGRADE SOIL (SAMPLE 381)
Dry Coiqp. Test Depth Pvmt. Friction Cohesion
Density MC. M.C. Ratio Thick. Angle C "It
lb/cu. ft. Pctg. Pctg. 2/It In. Ø-Deg. Psi. Value

Lab. E:
90.6 24.2 24.2 0.75 6 26 15 81.5
90.8 25.9 25.9 1.35 11 12 7 45
89.2 27.2 27.2 2.45 20 3.5 5 21.5
88.2 28.5 28.5 2.95 24 2.5 3.5 16
90.6 24.2 17.7 0.75 6 Too strong 97.5
to determine
90.8 25.9 1.9.7 0.75 63 6.5
6 97
89.2 27.2 20.8 0.75 51 96 94.5
88.2 28.5 22.1 0.75 18 216 78
87.3 Coefficient of permeability at 750 F:
4.2 X 10-1 ft./day.
MC.
• Capillary M.C. After Applied Ultimate Strain at
Moist After Capillary Lateral Compress. Ultimate
Time Drying Ab- Pressure Strength Pctg.
• Days Pctg. sorption Psi. Psi.
Pctg.
Lab. K:
82.7 19.6 20 11.9 34.8 5.6 20.5 3.01
83.8 21.6 .......
. 18.4 18.4 5.6 108.2 1.90
86.1 23.7 20 13.0 32.0 5.6 27.1 2.64
.89.0. 25.8 ........ 22.8 22.8 5.6 114.6 3.95
89.4 27.4 20 13.9 26.8 5.6 60.5 6.50
86.7 29.5 20 15.1 26.2 5.5 63.1 7.55
.

84.2 31.3 .20 15.5 26.3 5.5 52.5 6.40

89.6 26.3 20 13.9 28.2 0 23.2 2.15
89.5 26.3 20 13.9 28.4 5.6 41.2 1 4.29
89.6 26.4 20 13.9 28.3 Specimen acciden-
tally destroyed.

TABLE G-5
TRIAXIAL COMPRESSION TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381)-LAB. F

Initial Dry Density lb/cu. ft. 90 90 95 95 100 100 90 90 95 95 99 98 90 90 95 95 99 100

bit. M.C. Pctg. 24 24 24 24 21 21 24 24 23 23 22 23 23 24 23 23 23 22

LaterialPressureinKips/nq.ft. 0 0 0 0 0 0 2 2 2 2 2 2 4 4 4 4 4 4

Reduction inHeight, Pctg. Vertical Minus Lateral Pressure-Rips Per Sq. Ft.
0 ............................0 0 0 0 0 0 0 0 0 0 0 0 0 0 00 0 0
0.05..........................0.92 0.69 0.50 0.46 0.28 0.69 046 0.46 0.46 ..... 0.55 0.87 0.87 0.69
0.64 0.69
0.10 .........................1.38 0.92 0.69 0.69 0.37 0.92 0.50 0.55 0.46 0.69 0.09 0.60 0.92 0.87 0.73
0.69 0.69
0.20 ......................... 1.83 1.38 0.92 1.15 0.64 1.15 0.55 0.64 0.50 0.69 0.09 0.69 0.96 0.92 0.78
0.69 0.69 0.69
0.50 ....................... 2.52 2.52 1.38 2.06 1.38 2.08 0.69 2.16 0.50 0.69 0.46 2.29 1.38 1.47 1.15
0.69 0.69 0.92
I ............................ 4.54 3.94 2.30 2.98 2.71 4.31 2.71 4.54 1.38 1.84 2.29 5.00 4.31 4.08 4.54
0.73 0.69 2.61
2 ............................6.75 6.52 3.82 4.50 6.28 9.69 6.75 8.07 3.58 4.27 5.50 10.55 9.84 4.82 8.76
3.31 2.70 8.30
3 ............................ 6.70 7.21 5.78 6.10 11.24 16.00 9.46 9.78 6.01 6.88 9.86 16.48 12.71 12.26 11.58
6.01 5.78 13.81
4 .............................5.28 5.73 7.94 7.71 16.75 19.92 10.58 10.58 11.008.34 9.45 14.86 20.18 13.86 13.36 12.90
8.80 8.35 17.77
5...............................10.00 9.18 19.20 13.71 11.20 11.20 12.92 11.98 18.79 21.80 14.60 14.19 13.81
11.70 11.48 19.91
6................................11.42 992 18.75 .... 11.66 11.42 14.00 20.90 21.99 15.10 14.70 14.50
13.84 13.52 21.19
7 ................................ 11 .50 8.95 ...... 11.76 11.59 14.21 15.55 22.40 21.99 15.58 14.98 15.00
14.90
18.22
15.50
15.05
15.98
21.75
22.40
8.................................11.01 ........ 11.83 11.67 15.00 16.49 23.00 18.37 15.81
15.22 18.92 22.79 13.78 16.01
15.20
15.48 15.89
16.70 16.48 22.59
9 ....................................... 11.68 11.81
10 .......................................10.98 11.39 15.30 16.58 16.92 18.79 13.62 16.10 15.70 16.10
16.91 16.80 22.78
12 ....................................... 10.50 13.71 16.13 .... 16.15 15.68 16.57
16.80 16.75 23.00
14 ....................................... 12.23 15.60 ....... 16.22 15.39 16.74
18.29 15.98 22.72
16....................................... 16.08 15.08 18.81
15.80 15.28 22.10
18....................................... 15.58 .....
14.70 18.74 21.23
20 ....................................... 14.70 ........
1822
Max. Vert.-Lat. Press ...........6.75 7.21 11.50 9.92 19.20 19.92 11.83 11.67 15.30 16.92 23.00 21.99 18.22 15.70 16.91 16.80 16.81 23.00

Correnp. Red in Ht. Pctg 2 3 7 6 .5 4 8 8 10 9 8 6 14 10 10 10 16 12

 APPENDIX G: TYPICAL SUBGRADE SOIL 113

TABLE G-6
STABILOMETER TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381)a

Dry . Dry
Dry Density, . Per CU.
Compaction Test M.C. ,,,, Density Compaction Test M.C. .. ,. Density Compaction .TestrM.C.
MC. Pctg. Pctg. lb. per MC. Pctg. Pctg. lb. per M.C. Pctg. Pctg.
cu ft. Cu. ft.

Lab. C: S

84.2............24.. 19.7 67 86.7' 26 18.8 77 91.0 Opt. 18.2. 91

84.7 ............24 23.2 49 86.5 26 23.0 56 91.0 Opt. 22.0 65
83;0 ............24 29.0 34 88.4 26 ' 23.6 ' 43 91.1 Opt. 24.0 56
84.0 ............. 24 29.8 29 88.8 26 27.0 33 91.9 Opt. 27.6 37
83.9 ............. 26 20.8 72 86.2 28 21.1 76 89.6 24 21.2 70
85.4............ 26 23.3 52 86.6 28 24.7 50 91.5 24 22.9 60
86.0 ............ 26 25.7 48 87.0 28 28.0 26 90.2 :24. 25.6 53
86.3 ............ 26 28.9 30 87.9 28 29.4 14 89.0 24 29.7 36
84.6 ............ 26 29.7 25
85.7 ............ 28 20.1 80 87.8 24 . 20.5 78 91.0 26 20.2, 79
84.7 ............ 28 23.7 . 55 88.5 24 23.4 58 90.9 ' 26 23.6 , 55
84.8 ............ 28 27.3 36 87.9 24 28.0 42, 91.1 26 25.1 50
84.7 ............ 28 31.9 22 90.0 24 30.6 29 90.3 '26 .27.4 40
85.3 ............ 24 20.7 66 88.5 26 19.7 84 95.5 Opt. 19.6 85
86.9 ............ 24 23.2 49 89.0 26 23.2 62 96.8 24 . 22.8 59
85.4 ............ 24. 29.2 33 89.1 26 ' 24.9 53 96.4 ' 24 24.5 41
88.2'. ........... . 24 .30.6 19 . 88.5 26 28.9 40
88.7 28 19.2 85
88.5 28 26.5 , ' 35
89.7 28 '26.9 30 '
88.3 28 ' 29.3 36

Lab. D: (160 Psi. Vertical Pressure)

Sample 381-02 ' . Sample 381-P2
(96.3) .............. (20.0) 17.0 42 (96.3) 1 (20.0) 1 17.4 56

Results of a special study. "R' values shown do not represent the resistance values determined in the standard test as used by the CalilorniaDivision of Highways.
 TABLE G-7
114
STABILOMETER TESTS AND DESIGN SURFACING DEPTHS FOR TYPICAL SUBGRADE SOIL (SAMPLE 381)-LAB. B
(Note that the thicknesses recommended are from Lab. B report only and are not necessarily identical to the recommendations
of other laboratories).
Design Surfacing Depth-in.
Com,paction Stabilometer
Treatment* M.C. Pctg. Dry Density Pd. Test M.C. Pct€. '"R" Value Swell Press. Psi.
18.0004b. 22,500-lb. 13,5004b.
Axle-Load Axle-Load Axle-Load

1 21.6 89.9 21.6 79 43/ 5 33/

2 21.6 89.2 20.7 79 43/ . 5 3Y
3 . 21.6 90.0 21.5 80 43/i 5 33/i
4 21.6 89.9 28.5 33 4.8 18 193/2 16
5 21.6 90.6 28.6 ' 38 - . 4.96 163/i 173/b 143/

1 23.8 91.5 23.8 72 63/2 7 532

2 23.8 90.6 23.2 75 532 6 432
3 23.8 89.9 24.1 74 53/i 63/ 5
4 23.8 91.1 . 27.4 44 2.12 143/i 16 13
5 23.8. 90.7 28.5 41 3.56 153/ 17 14

1 ' 25.6 90.6 25.6 37 17 18 15

2 25.6 90.1 25.0 56 11 12 10
3 25.6 90.6 25.5 56 11 12 10
4 25.6 90.6 27.3 27 0.80 20 213/i 173/i
5 25.6 90.4 27.9 24 1.20 21 223/ 183/

1 27.1 87.9 27.1. . 12 243/i 26 22

2 27.1 87.7 26.4' 26 20 213/ 18
3 , 27.1 87.8 27.3 . 15 233/ 2 53/2 21
4 27.1 87.6 28.5 10 ' 0.36 25 ' ' 27 223/
5 , 27.1 87.8 29.0 8 0.40 11 253/2 273/i 23

*Treatment 1: Specimen compacted using regular laboratory procedure. Specimen tested immediately after compaction.
Treatment 2: Same as (1) except placed in swell-pressure apparatus and allowed to air-dry overnight before stabilometer test.
Treatment 3: Same as (2) except specimen in swell-pressure apparatus stored in fog-room overnight before stabilometer test.
Treatment 4: Same as (2) except water placed on top of compacted specimen in swell-pressure apparatus and allowed to
stand overnight.
Treatment 5: Same as (2) except specimen in swell apparatus totally, immersed in water overnight.
"Compaction was accomplished with a Triaxial Institute type of kneading compactor using 40 blows at a foot pressure of
100 psi. Surfacing depths shown on data sheet two are those required to protect the soil from distress due to plastic flow and are
related primarily to "R" value. They do not take swell pressure into consideration."
Note that these tests were not made by the standard procedure of the California Division of Highways.

TABLE G-8
CALIFORNIA BEARING RATIO TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381) AT DIFFERENT LABORATORIES

CBR at Different Penetrations

pe,n Pctg. Swell Test M.C. Saturation
0.1' 0.2' 0.3' 0.4 0.51

Lab.D:
96.3 20.0 - 4 16.2 22.2 1.3 2.5 3.9 4.7 5.8
96.3 20.0 4 17.1 21.7 1.5 3.3 , 3.9 4.7 5.8

Lab.F:
99.2 20 4 0.2 ' 21.3 . 8 10
98.0 20 4 ' 0.4 23.5 8 10
93.3 20 4 0.9 25.8 6 6 '..................................................
94.6 24 4 0.2 24.8 4 8
95.9 23 4 0.3 24.0 6 12
91.5 22 4 0.8 26.2 10 14

Lab. J:
77.9 ' 20.7 0 ...............20.7 , 5.0 3.9 37 3.6 3.5 40
77.9 20.7 5 0.87 34.2 2.9 2.6 - 2.2 1.7 1.3 40
85.7 22.0 0 ........... 22.0 5.8 5.5 5.3 5.2 ' 5.3 33
85.7 22.0 5 0.89 33.3 5.0 3.8 3.5 '3.2 2.9 33
92.6 19.3 0 ..............19.3 10.8 10.0 9.5 9.4 9.11 27
92.6 19.3 5 0.93 31.1 7.5 6.3 5.5 5.3 5.1 27
81.4 27.1 0 .............27.1 2.0 1.8 1.8 1.6 1.7 37
81.4 27.1 5 ' 0.42 364 2.3 1.8 1.6 1.3 1.0 37
85.1 28.2 0 .............28.2 3.7 3.3 2.6 2.5 2.2 33
85.1 28.2 5 0.45 '32.5 4.2 3.3 3.1 2.7 2.3 33
90.5 27.4 0 ............ 27.4 1.7 1.1 0.8 0.7 0.6 29
90.5 27.4 5 1.14 34.2 0.8 0.5 0.5 0.5 0.6 29
 APPENDIX G: TYPICAL SUBGRADE SOIL 115

TABLE G-9
CALIFORNIA BEARING RATIO TsTs' ON TYPICAL SUBGRADE SOIL AT LAB I
CBR at berent Penetrations
Sam$e No. Pctg. Swell Test M.C.
0.1' 0.2' 0.3' 0.4' 0.5'

381-X1 ........................85.3 19.5 0 ..........

. '19.5 44.7 40.0 .40.0 38.6 38.5
92.0 22.7 0 22.7 30.7 29.8 29.5 28.3 28.2
81.9 . 22.8 4 1.8 32.0 4.5 4.0 3.9 3.9 4.0
92.5 25.8 4 1.0 26.5 5.7 5.8 5.9 5.7 6.2
90.8 25.5 4 1.6 28.6 6.0 6.2 6.3 6.5 7.0
83.4 . 21.8 4 2.5 33.6 3.5 3.1 .3.2 3.0 3.1
381-1 .......................85.6 18.9 4 3.2 32.8 6.7 , 5.7 5.3 . 4.9 4.9
85.6 24.9 4 1.4 . 31.4 4.7 4.0 3. 6 3.6 36
91.8. 24.9 4 2.0 26.2 5.3 5.8 5.9 5.9 '6.2
381-Yl .......................92.0 27.6 16 .0.6 29.3 6.7 7.5 ' 7.4 7.3 7.2
86.8 29.1 0 29.1' 2.0 1.7 . 1.7 . 1.6 1.6
92.6 24.7 , 0 24.7 20.5 18..1 , 17.4 ' 17.4 .17.7
90.6 20.0 0 20.0 39.7 36.5 35.3 . 33.9 33.5'
88.3 19.5 0 19.5 36.0 35.0 32.6 . 30:9 29.5
86.8 20.1. 0 20.1 32.0 36.0' 35.8. 32.7 30.8
84.7 20.1 0 20.1 26.8 24.8 22.8 21.5 20.8
90.3 29.0 0 29.0 2.2 2.1 2.1 2.0 2.0
84.3 29.7 0 29.7 '1.9 1.7 1.7. 1.5 1.5
90.8 27.2 0 27.2 4.8 4.3 4.0 3.6 3.6.
86.6 27.2 ' 0 27.2 4.2 4.0 3.6 ' 3.4 3.2
87.7 27.8 0 27.8 4.5; 4.1 3.9 ' 3.6 .35
88.1 26.0 0 26:0 ' 6.3 5.8 5.6 5.2 ' 5.1
84.1 27.8 0 27.8 2.7 ' 2.7 2.6 ' 2.6 2.6
84.0 26.4 0 26.4 5.3 4.9 4.6 4.3 '4.2
85.9 . 26.4 0 ...........
. '26.4 . 6.0 5.1 4.7 4.5 4.3
89.9 26.2 ' 0 26.2 7.3 6.3 63 5.8 ' 5.7
85.2 24.2 0 ........ 24.2 9.3 8.5 8.1 " 7.7 7.7
89.6 24.9 0 24.9 13.5 13.3 '13.0 12.9 12.8
87.6 24.8 0 24.8 12.0 10.7 10.5 9.9 9.9
85.9 24.1 0 24.1 11.3 11.1 11.1' 10.9 '10.8
83.9 24.7. 0 ...,..., 24.7 10.5 9.8 9.5 9.1 9.0
92.4 24.7 4 2.0 26.1 5.3 6.2 6.5 6.8 , 7.7
381-Wi .........................87.7 ' 25.8 4 0.8 36.3 . 7.3 7.7 7.6 7.2 7.6
86.8 23.2 4 1.3 313 6.0 .5.3 4.8 ' 4.8 , 4.8
83.8 24.9 4 0.8 31.1 4.0 3.5 3.2 3.2 3.1
841-AB ...................... 96.7 22.4 4 3.2 26.5 4.0 ' 3.7 3.5 3.5 ' 3.7
96.5 '24.9 19 1.4 26;0 5.3 5.3 4.9 4.9 ' 4.8
116 9HE 1*ASH0'ROAD TEST, PART ONE

TABLE G-1O
STABILOMETER AND CB]. TESTS ON TYPICAL SUBGRADE SOIL-LAB C (SAMPLE 381)
- STABILOMETER "R" VALUES

Moisture Content at Test

20% 24% 26% 28% 30%

Dry Density in lb.
per cu. ft. . Moisture Content of Coinpaction-Pctg.

24 26 28 24 26 28 24 26 28 24 26 28 24 26 28

84 66 : 75 72 45 53 52 32 . 49 46 .21 41 40 11 32 32
86 65 76 76 44 58 57 33 50 50 22 42 38 12 33 29
88 . 68 81 76 45 60 58 31 52 53 16 41 37 7 30 27
90 74 84 78 45 59 61 32 54 53 18 42 36 6 30 24

.CBR VALUES

TestM.C. CBR at Indicated Inches Penetration

Compaction Days Soaking I Pctg. Swell
MC. Pctg. Top Pctg. Bottom Pctg. 01 0.2-Q.5

90 24 24 . 24 21.3 • 18.7
90 24 81.2 . 28.2 4 1.50 4.5 5.6
90 26 26 26. 19.3 16.9
90. 26 30.2 28.9 4 1.14 9.3 8.3
90 28 .28 28 137 12.0
90 28 30.2 28.5 4 0.87 8.1 7.6
84 24 24 24 15.9 14.0
84 24 33.7 . 31.2 4 1.40 4.2 8.8
.84 26 26 26 11.7 10.4
84 26 33.0 31.2 4 . .j•.10 4.6 3.8
84 28 28 28 10.5 8.7
84 28 32.3 32.3 4 0.97 4.6 4.0
81.4 26:0 26 : . 26 9.3 8.1
81.4. 26.0 33.7 35.1 4 • 1.06 3.4 2.6
81.4 28.0 28 28 6.8 5.9
81.4 28.0 34.0 34.0 4 0.97 2.7 2.4
 \APPENDIx G: TYPICAL SUBGRADE SOIL . 117

TABLE G-11
CO1qSOLIDAPION TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381)-LAB. F

mit. dry dens. Ib./cu. ft .................90 90 95 95 99 98

Initial M.C. Pctg....................... 24 . 24 24 24 24 24
mit. Sample.Thickness-In..............0.5000 0.5000 . 0.5000 0.5000 0.5000 0.5000

Pressure Kipe/sq. ft. Reduction in Thickness-Petg,

0.02 ..................................0.2 ci -0.3 0 0.4

2.0 ...................................1.1 0.5 -0.04 -0.4 -0.5 0.4
.
4.0. ..................................1.9
0.02. ................................-0.1
1.1
-0.6
0.2
-0.6
-0.4
-1.8
-0.4
-'1.9
0.6
-0.5

Time-Minutes Avg. Consolidation Between Load !ncreases-Pct€.

0.09....................................36. 34 9 No No 31
0.25 .................................. 44 37 18 Consolida- Consolida- 38
0.49 ...................................48 42 27 tion tion 43
1.00 ..................................53 48 37 ............................ 46
4.00 ..................................60
9.00 ..................................65
25.00 .................................74
64.00 .................................78
55
59
68
64
73
76
............................
...........................
...........................
54
54
54
'
73 82 ........................... 54

Pressure on Sample, Kips per sq. ft. Coefficient of Permeability ft. Per Day

0.02 ......................................000504
2....................... ................000329
4......................................000594.
.000472
.000654
.000434
..
. . .000218

.000341
.000169
.000309
.000415
.000354
.000s
.000269
.00591
.000290
.000340

TABLE G-12
DIRECT SHEAR TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381)-LAB. F
Jot. diy dens. lb./cu. ft.
Initial M.C. Pctg.
Init. Thickness-In.
90
24
0.499
. 90
24
0.499
95
24
0.499
90
24
0.499
95
24
0.499
99
25
0.499
95
24
0.499
98
26
0.499
. 98
26
0.499
90
24
0.499
*0
24
0.499
Normal Press. Kipe/s.f. 0.02 0.02 0.02 0.02 0.02 0.02 0.02 0.02 0.02 2 2

Shear Displacement
in.(applied.02'/rnin.) 8.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. Ti. S.S. T.I. S.S. Ti. B.S. T.I. S.S. Ti.

0000 00 00 00 00 00 00 00 00 0
D.66i
0.002................... 0.10
0 .10 0 0.05 +2 0.09 0 0.05 0 0.18 -1 0.17 3 0 -1 0.20 +1 0.15 0 0.10 0 0.30 0
0.005.................... 0.12 +1 oio 5 0.11 +1 0.10 0 0.21 +8 0.36 9 0.15 +1 0.30 8 0.25 +4 .............1.30 +3
0.01 .................... 0.15 5 0.18 11 0.19 6 0.19 0 0.22 13 0.47 II 0.20 9 0.40 15 0.44 9 1.5 +15 1.88 14
0.02.................... 0.17 12 0.20 28 0.19 14 .0.20 4 0.18 24 .0.50 22 0.22 18 0.51 57 0.44 38 2.10 35 1.95 31
0.03..................... 0.17 18 0.20 35 0.19 19 0.19 8 0.18 34 0.39 53 0.20 21 0.50 100 0.28 62 2.15 52 1.89 44
0.04.................... 0.17 23 0.19 43 0.17 23 0.18 12 0.17 49 0.25 85 0.18 24 0.35 130 0.22 80 2.09 65 1.82 55
0.05.................... 0.17 25 0.18 49 0.15 26 0.15 13 0.15 59 0.20 125 0.18 30 0.30 150 . .............2.08 75
D.06. 0.17 28 0.18 60 ..............0.15 17 ........................0.18 34 0.28 165 .............2.05 82
0.08.................... 0.17 32 .............................................................0.15 53 0.25 195 .............2.04 93
0.12.................... 0..13 35
.
0.10.................... 0.16 34 ..............................................................0.14 64
0.15.................... 0.13 37 ............................. ..............................................................................................
Max. Sb. Str. K/s.f.
Thick. Before Shearing
Inun4ated-Days
.0.17
0.540
1
0.20
0.531
1
0.19
0.555
1
0.20
0.550
8
0.22
0.649
8
0.50
0.541
8
0.22
0.546
1
0.51
0.529
1
0.44
0.534
1
2.15
0.492
1 - . 1.95
0.492
1
 THE WASHO ROAD TEST, PART ONES
118
TABLE G-12
DI1tCT SHEAR TESTS ON TYPICAL SUBGRADE SOIL (SAMPLE 381)-LAB. F-Continued)

95 95 99 99 90 90 95 95 99 99
hilt. Dry Dens. lb/cu. ft. 24 24 24 24 25 25
Initial M.C. Pctg. 24 24 25 25
0.499 0.499 0.499 0.499 0.499 0.499 0.499 0.499 0.499 0.499
mit. Thickness-In. 2 4 4 . 4 4 4 4
Normal Press. Kips/s.f. 2 2 2

Shear Displacement Inches T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I. S.S. T.I.
(applied.02/min.) S.S. T.I. S.S. T.I. S.S. T.I. S.S.

00 00 .00 00 00 00 00 0
0 ......................................0 00 00
0.20 +1 160 0 0.32 0 0.75 0 0.22 +1 0.30 +1 0.85 0
0.002 ..................................0.30 0 1.25 +1 0.74 0
2.30 0
0.005 ............................... 0.95 +3 2.20 6 1.70 +4 0.75 4 2.35 0 0.55 0 1.90 -1 0.65 2 0.50 1
2.48 15 1.80 11 2.70 +1 1.60 +1 3.20 +7 2.40 7 2.10 3 3.80 +11
0.01 ...................................2.10 18 2.62 20
2.70 1 3.10 10 3.71 28 3.70 30 4.65 25 4.60 '39
0.02 ................................ 2.70 45 2.52 50 2.96
2.98
45
74
3.60
3.77
50
91 2.75 -4 3.20 18 3.80 43 3.75 45 .10 52 4.73 68
0.03 ...................................2.75 '75 2.45 69
2.72 -6 3.13 24 3.75 55 3.67 60 5.10 77 4.73 89
0.04 ................................ 2.55 91 2.35 87 2.90 100
120
3.55 128
3.40 159 2.61 -10 3.02 28 3.70 61 3.55 68 5.10 97 4.60 110
0.05.......................................... 2.70
2.52 -12 ..........................3.45 75 4.80 113 4.45 127
0.06 ...........................................2.50 135 3.20 185 2.47 -14 ..................................82 4.10 118
0.08 ...........................................2.15 147 .............. 2.47 -18 ......................................3.85 120
0.10 ...........................................
2.75 3.20 3.80 3.75 5.10 4.73
Max. Sh.Str.K/s.1.. ......... . ....... ...2.75 2.52 2.98 3.77
0.510 0.496 0.488 0.497 0.498 . 0.499 0.499
Thick. Before Shearing ................. .. 0.501 0.498 0.501
1 1 1 1 1 1 1
Inundated-Days .................... .. 1 1 1

S.S.=.Shear Stress in Rips per sq. ft.

T.I.=Thickness Increase in 0.0001 in.

Appendix H
TRANSVERSE POSITION OF TEST VEHICLES *

The distances from the edge of. the pavement that a
number of trucks operate in normal highway use, fall in
a known pattern not unlike a standard probability curve.
A means was sought to guide the test drivers so that they.
would drive at certain distances from the pavement edge
in an orderly sequence that would simulate normal high-
way operation. Since most existing highways have lane
widths of from 10 to 12 feet, it was decided for the WASHO
test to set up a simplified transverse position pattern based
on those normally attained on 11 foot lands as repored by
the Bureau of Public Roads.
For the WASHO test project this condition is simulated
by operating each of the test trucks for one trip in 10 with
the outside edge of the outside rear dual tire about four
inches in from the edge of the pavement, for two trips in
10 with the outsideedge of that tire 2 feet 4 inches in from
the edge, and for the remaining 7 trips in 10 with the edge
of the tire at random points between these two positions.
Therefore stripes were painted on the WASHO test
pavements with their centerlines 4 inches and 2 feet 4
inches from the edge. The outer stripe is white and the
inner one yellow.
The test drivers are instrticted to follow the above pat-
tern using the stripes as guide lines. To insure that they
are in the proper position, most of the drivers use a rear
view mirror on the right side of the cab so that they can
actually see their rear wheels and the stripes simultane-
ously. Since the test trailers are equipped with side running
lights, it was a simple matter to modify one of them to
illuminate the pavement near the rear tires for . night
operation. Contrary to what one might think, the drivers
prefer the guide lines on the right of the vehicle to lines
undè'i their left wheels.. Perhaps this is because it is nor-
mal todrive with respect to the right hand pavement edge.
Periodic checks of the transverse position pattern actually
* Prepared by W. N. CAREY. Ia., project engineer.
attained by the test drivers are made and the early checks
indicate that their average positions are much closer to
the pattern than they would be if permitted random travel.
Since ten trips are required. to complete one cycle of the
prescribed pattern, it is unlikely that the drivers could
remember which position t take on each successive trip.
Consequently, a device was. , developed to remind them. This
device consists of a box mounted in the cab on which two
lights are installed (See Fig. 11-3). One is white and one
yellow. When the white light is on, the driver follows the
white line, when the yellow light is on, he follows the yel-
low line; when no light is on (7 out of 10 trips) he drives
between the two lines. These lights are controlled by a
stepping switch in the box wired in the proper sequence.
The switch moves to a new position each time the vehicle
completes a' trip around the loop.
Some simple sensing device had to be found that could
provide an indication that a trip had been, completed in
order to activate the stepping switch. At the Maryland
test short radius turnarounds were used at each end of
the test strips. Thus, a simple cam arrangement. connected
to the steering mechanism could be used. Every time the
'driver made a sharp turn, the cam closed a switch which
in turn operated the stepping switch which was wired to
change the signal lights at every second turn.
At the WASHO test, the turnarounds have relatively
large radii and they are so superelevated that the driver
turns his. steering wheel very little when going around
them. Thus, a different type of sensing device was required.
After consideration was given to many mechanical and
electronic systems, all of which were discarded as imprac-
ticable for one reason or another, a sensing device involv-
ing radio signals was developed which has performed very
well in all kinds of weather. This system involves no new
principles, but probably has not been used in this way
'efore.
A transmitter is located at one point on each loop with
 APPENDIX H: TRANSVERSE POSITION OF VEHICLES 119

a directional antenna beamed across the pavement. Each

truck carries a receiver tuned to the transmitter frequency.
As the truck passes through the radio beam, the signal is
picked up by the receiver and actuates a sensitive relay
which in turn operates a heavier 6 volt relay. The 6 volt
relay is the switch that controls the stepping switch in
the signal light box. The radio signal is strong enough
to operate the relay only in the vicinity of the transmit-
/td 120,,fd ting antenna so the truck must pass that point in order
RFC for the lights to change. The 6 volt relay also controls a
RFC
counter 8.
051

steppinç
L fOmid
switch
L en (see text) - I
rfcl-t4TNol4wiam
finid - linlonQ
- 4 k.,s. LI - Copperttrip!-nn
-typist. relay red in long
L2
217465Mc rfc2-Ohmit.Z-50
L3
/inution L2 -,in DCOpper tubn
lOOk
switch I L3 Hairpin loop Nol2enam
-25-25,,td

A-
8+ 8-
90%, LI
826 - 826
L2 - 2T No 14 anon, spaced P. it on X50 form tap at Center mutttpl*
L I - IT close Coupled over center top
k
RFC- Ohmite Z50
Figure H-I. Circuit of radio receiver and relays. Ol- 4 A $
&tandby
A C

UTC S-6I
7.5vcl
0
On-Off

115s 60

j" R4Gv

- Merit
P3157 2Mfd
I 00 000
__ I 1 s31T
Merit
Figure H-2. Interior of receiver-relay box. B.
5vO3A

Figure 11-4. Transmitter circuit.

Figure 11-3. Truck cab showing light box and receiver. Figure H-S. Transmitter with cover remo,e'L
120 THE WASHO ROAD TEST, PART ONE

Figure 11-6. Bottom view of transmitter. Figure H-7. Field installation of transmitter and
antenna.
trip counter so the number of truck passes is also accu- relay is normally closed and opens when the signal is
rately recorded. received, a time delay relay was incorporated to prevent the
For the benefit of anyone who might be interested in counter and stepping switch from operating when the
the details of this equipment, a description is included power switch was turned on at the beginning of a run
showing the circuits. Although no new principles are in- before the tube heated up enough to draw plate current
volved, a great deal of developmental work was done be- and close the sensitive relay. This is shown in the diagram.
fore satisfactory operation of this equipment could be Figure H-2 is a view of the receiver and relay box with
attained. This work was done primarily by R. C. Hopkins its cover removed to show the layout. The green light
of the Equipment Development Unit of the Highway Trans-
port Division, Bureau of Public Roads, assisted by
Frank Y. Speight of the National Research Council and
the author. All three hold amateur radio licenses and pre- ox
liminary work was done in the 220mc. amateur frequency :
band.
The frequency finally selected for the prototype was
217.465 mc., a..frequency allotted for government teleme-
tering by IRAC (Interdepartmental Radio Advisory Com-
mittee). A station license was obtained with the help of
the Bureau of Public Roads. No licensed operator is re-
quired in this particular case and A-O transmission with-
out station identification is permitted. The reasoning be-
hind the selection of the 217.465 mc. frequency was as
follows: I
A directional antenna with small dimensions could
be constructed because of the relatively short wavelength.
The frequency is "low" enough to permit the use of
I -
reasonably simple circuity and inexpensive receiving tubes
in the receivers.
Transmitting tubes could be conventional. Those I -
selected were available on the surplus market for 95c each. it
Since they operate 24 hours a day, seven days a week,
the replacement cost problem is significant.
Because of the characteristics of Very High Fre-
quencies (VHF) (including 217.465 mc.) the transmitter
could be operated at fairly high power without danger
of interfering with other radio services located beyond
line-of-sight distances.
Since there were only two loops and thus only two
transmitters and S vehicles or 8 receivers, the receivers
were made as simple and as inexpensive as possible and I.,
I•
the transmitters built to supply as much power as neces- I
sary to operate them. After a search of model control
literature a simple basic circuit involving a super-regen-
erative receiver was found that, with some modifications,
was adaptable to VHF and could be used. The circuit is
shown in Figure H-i. Filament and relay current is taken
from the truck batteries and plate current (about 3.5 ma.)
from small vibrator power supplies. Since the sensitive Figure H-8. Transmitter monitor.
 APPENDIX H : TRANSVERSE POSITION OF VEHICLES
lights when the delay relay closes indicating that the set
is operative. The red light gives a visual indication when
the relays operate so that if they fail the driver is aware
that son1ething is wrong in the set. A half wave dipole is
mounted on the side of the truck cab facing the trans-
mitting antenna and the receiver is fed with coaxial
cable. Figure H-3 shows the entire installation in the
cab of a truck. The position indicating light box is on the
steering column (see arrow) and the receiver-relay box
under the dash.
The transmitter is essehtially a tuned plate—tuned grid
oscillator With an input power of about 100 watts. The
circuit, including power supply, is shown in Figure H-4.
The layout, which is quite critical, is shown in Figures
H-5 and H-6. Because of the unstable nature of an oscil-
lator of this type, it is essential to make frequent checks
of the output frequency in order to comply with IRAC
requirements.
The antenna is a half wave dipole in a corner reflector
fed at the center with coaxial cable. The cable impedance
is matched to the antenna impedance with a coaxial match-
ing section. Figure H-7 shows the antenna and the field
121
installation.
Since no alarm system is provided to show transmitter
failure, the drivers are instructed to report immediately
any failure of their receivers to operate. A handy check
of relative signal strength is available in a simple absorp-
tion wavemeter which hangs opposite the transmitter in
a weather-tight box The indicating meter is visible
through a. window to any of the engineers passing by. If
the transmitter fails or its signal strength gets too low,
it is apparent in the wavemeter reading. The wavemeter
is shown in Figure H-8.
Use of this equipment under field conditions has indi-
cated that it is highly reliable and provided that reason-
able care is taken in its installation and maintenance it
will provide trouble-free service. There are no mechanical
parts to wear out or get out of line, no photoelectric cells•
to adjust for varying light conditions, no capacity sensing
devices to be effected by rain etc., no sensitive high gain
amplifiers nor other expensive components. Although
equipment of this type is restricted to very few applica-
tions, it is felt that these designs are worth considering
where simple telemetering can be used.