Public Roads - ROSA P
30
Click here to load reader
-
Upload
khangminh22 -
Category
Documents
-
view
1 -
download
0
Transcript of Public Roads - ROSA P
WARN Fa rien i 9 eens eine tmione
« POC ee bal Ores ie aot
AM eD i sree we grt oat nee rh wht?
ee
Ohatierteess: soaps Sl ncedase wae ¢ Larne Siete fel Seth.
rhe
y * ‘ ‘ 459 aa ” * ” are int kets b
deteww sat yah oA o " See re RC ik i q - bud
sead-o a nx or a Series ener Co rar ioney sae a 4s a art Does ’ aoa » » Hea dahdi h Z be an we res a af rat Fat oo A ‘ re Ye 40+.) dene i; be Donen
aoe Sie eee tees Che te x cite 4 Cet Bue to) Se UK a3 7 a, SARS ob et Sit tia 4 ‘ 4 4 99-8 eA bd Pate P - var. are rr ie
* re err ahh ales aint ta aie + a a9 ws Perr eer ie Spey 4 dors reed | oat) 5 ope weet ead if veel oer le Pir ee ee heh ee se
* eb oe as tot iene tino sae Ce roe x 8 hoe pees niee ot OV be he ta ” de eel spietianeee Ce + O44) +4 eed a & 14 “4 vos Fig i.) sees “ele ot re ote
8 Fy eo) Waa ea aD aad heen ait we vy ap tive ie Be : $s Dots nod cere aes oe ‘ * * ; "
Fig) heat, pes “ye eye er are one ame Be tbs sia Crore
“9 cen “ ” ae 4 r J p eins a Te eeea ec eon ta Patt based * + ra
Cie er eury ‘ 4 y 4
in Poe eeie ue be etic Me oeee i) i cotta ie Mbit the me <1 Cobar ae a oe at dedy 4 DC ee beret fat o
me oe ar it ay aac ” area tates Us a i i. ie Hats Hi Hd Hy ne 1 Oates see pie , vb 4 ie x a ae ae she! coe asay rian . Sr uh ph Veh AF EE aay boo Wi wee bt he peek ‘ simi Fern ha mia a ot pe wi rate Naini f
were ty Vem serd i aint Aare aay Pewee “ Gag ani i iW tdgit Ge * rey renin ae hie py RRR CLA Ay i es toe dueds atte Creme ane Sek Wed ord care anes acaeanis iy ny eas sal ertts ( bh Wee be
Z Ay im a ined: Me) Ae Rescate 3 aul ve sta tae ‘i he ta yes a ee ws ie, ae whe stig ag pal ae a es Hod ih | We he Py pry . : ; * ao ore Y , “ ) wr Mie titdreek a duet ys ite
0 aa aie 4 eat heat a tit “aah desbl it Baia afiees es op ste = ih Es Kn eee es teat 4 chile ree x) eoth otto lyrtie “ wre 1
‘ dod ok ‘ ‘ rh My hae aaa Faith sey jibe hay a ee iy : . ee : Jy : san. ahah aa ob a ee “ yey " Bee ch
" ya 4 " ii ai "aw as a deatde ry i pigs ut 4 ‘ Ay ee MALT tt oy ay si ie Ny i aii Pewee i a vith cae wee Parte wi ata fraidmends Gd 4b ee eee ed 446 ec pew) “i iwistntiarar an ons ne abate raise deve Pret erd Bin scat pein ase ; : Dear) Dah RC re cna ins iad : Y
At ‘ ake tad Pye a ¥ sia ; ia ai ie ta io a i) jae ed rw h i it a sini et
ce Haas We Dae 2) wats ity ae rout Deets fi “ t ot ebiye
ie patae idea Hk * oe Ne o Sp aye pede aes eee = ate iene HGmenectamlatnacl ah igi baat Ho yy a siete eenien a ee Se ha: ei BS
i Pa he or ae ry ey pga hay ii Pa : aie aa va ‘ Pe Tepe sizing ei “ cet "ay it 4 rat h roeke ea ima fea is eit mpd fa iaiges
is 4 ii Fpl dll erry H es 4 bel (yer me pe 674) Ajai aad * cl ; i . x F
is pos} ‘i dod ni aK rh reds sitereeytnts ite) i Ky Seay . ie ste ene ‘ Ai aigis ate an RIES Pty oriethoacaraci rte ropes tbat
dat cite oa : Vbowed
“ he Pat
4 Sane Pans Wei Ly ie) AP aaa Hop +e
6: My he ab Stal wi'et
ee) Chenu , ; che
ey tr Sitti Ft oa ob Patt au fais say DOW senritcns Figs
th ; 7.
Lee Miguel 4 nye seth ee aid
‘ ‘ F nH ia me 1
ny i
rn) MERAH a i: ; i saad “i eehiatiat
40 . i
iy UAL? agit ie wines yan
| nase is
i
i ; ; : Das 4 | bat ts
HY
BIPRU SS co osname EHS RMU SREY ENE Dea ODN yee RT ii aoe Peta toe COE oth Je) 4 a) etal sie se wo8 eet see Me det aisha 4e4 Pit ae were ery BF ; tities ir i ! | 7
Pee oR CRT : 1 Abed tcehad ok edad 4 Fig aa 4 ’ ; ‘ “4 ‘ata , Su atts ed bah abet ot hy $09 Sea Te 4 t Ae ae i }
uy
|
r
4
7
aw raw siweGal? e “t 4
Or a 8 bi cs Wits va ita ante peti ter te oe ae Been ict Oia itis ea eae AP fed gt ta ‘ Fer en 4 ¥ dy " ery iy) 0
z rs vcravintay aeietia Tate ak Le toe! afer erie my 40 Aa te Wh) eutaite ‘i Fa ana its is th pep ah gti (ali ica, ey iarieaise “i rahi i) an Hr ni cae neue ie) a ie he
4, bot ah eit it a FU, * vis aad \ ae ce ail 4 ee dad! Hh Maha th ne K HRs ae i ii ore
y Paina ti sift Dea AUR SR haa aa Ee ii vy Ss ii oe : : i oy a H pee | ie pits ee Fell Ee Dad AS es arr eH He a oh ba YT (rer nee ar Hit Teere yet SO tT He ay ayaa te iy bray Whe ba bi Fab he th om ta
ia Ne et aah TA cai Aeneid f ihe aie Mk we dais fi i ‘ ) i wy) oe nan at itt patent oh ii ae ( “ wa Pre) ey haath tyltst ay wy) aaa “a he hed Herts a bed : ‘ : ins bai oe ms Wit a at ARANDA fete RP dee der a eo ; fsa Bar ; nf Tiadar i
v obi 44 fee fe aed i 4 “ H 4 datfmh ny 1 t N 4 os aA a tl Yt BIER Oy we i hayek lied Sa den aa y ad oa i) ‘vias Hh iy ‘ beer err f Puls as Te ee aie ee |
iia
aay tga aad fs WR Waite it ia Crrce ee 4 asda
: Tete et Wee 20, aeathe 4 / ‘ jay bei aie deoadeacaeOed ee ot pes oe ce Brahe aye Pee at cies ek 4. Sten owe aes va iene eat aM rt ni; a “ oe fcr ‘ “:
tip 8 oi at pet Mi perky sf Ween uy FAs wee we Wad Ww t Medi taiet
mi ies i wa mani ine yeu) ph aicisatia a Hi ieee siya Sue fie DAA sip noe a At a ot) . f Heese sd Unt nf baits io Panty NRA (yi ied tie 7H OnE Ryo! at rie poe me an ie Ri ay Nea: ea in ati shi ‘a si ii ae ny Re Rhee ee on Oia fA wise is ia f} at iM Naat ue yaa ) ee ? 2 a ICTR MEK Ke wi i ( ee Raver Ter aa a i Nie if sia si uC re digas iM, } BERRA) lal " ay ats iat ot) Vo sh iy is ‘ae iat a RHA MW he Teo tt Hae sed Hii Den i iD rad sia i Htitieaas
4 he rer tha bods Chor) Ct ah PSOE RITA) SRN vd ta a, shay atisnoae Poni: hee iN ‘ Fateh it ‘ a ys sd sd aia ‘iwi vias u Ay infu a ed aaa mba
rite Y ie ae Be ny aid Keak isis ; a sisi UA.) hips ati tite ma ht oD Patho itlonitiaaeath ' ee, nie
ts /
Waly mee We
os re) if veri i ’ a tab yy } ne Fe aT & , Pee) fi} » Aah ob sd eihs PE a ferris Cyn fae) cice Wed et ok do ies aod Ab hii: de BORLA) 14) sie yee i iii " Per rab Ah AN ee ah oS AA 47 is itty PMC CAC He MRE AS th Cth ioe ot Vdd acd dada da inet mite en sri ite Wi ain "
TAM ahd i, yy ile flat ata nai hn Tut A “any had nhith mee ihe aha) aC! i i ih a ee) Ny aH Woke ea rattan vara a aed 2 | as Ch a i Y t yy od shake | sy Le Ye LAP? WEE RE aD 4 e i 4 Sh nschen ite piesa sd esate ne Pa ia eae CK) a4 aaa 8 thal tae ene Wk vi i 4 HAN, aie. on 3 ay Denn Nie Renee OOS RnR aOR RE a stat ah ha iM nt sb : i dahil vit on tte vey OMe M sie
aL eee hel 4 us Sad Gay a aioe he data FWA Fd i uy OOK oh rik te Hi i) WN) ed ed ah ih i ‘a Ae COCHIN i 5 iat pao ‘ ut Be ae
AVATAR rrr a aA aa a a , Renny ane ei wat if) aia RUN US Eh Ninety ORTHOD ‘ args kina efter, ate i aie i 4 ; eM hak f, alle das : i iby ; “ an i HY ah Wad ved a oy iy mp ia \ Seer ns tie ath ee ai aths oe ad Oe iain ot iia hte Ha te aA, i ‘at seit aii mY
it al Ce Ne eR PO Fila SOOO UCHR ie a ‘ Ni Ri ay ‘ ita plat eat ly hati aytah i : xy aN Vora TON yt HN it ts nt ad COM se ah Sa Hie i ihe i" i} ERAN TMH ERIE ; i a} wie it ite CN ARO it ‘alate tiatatate tae pe) Oe if gid 1 ritiase it i
dang sna! 4, f ROU Rn Witaty ty Wiaiatay eu TH ae gical AM ’ f ohne chen Para ENS aa DEM RRA ORO RR atic Bie i Ae ares 4) May * vo A ey a ta Pua ait re} sida iar eadall ‘i i! wit as
Br wane a area dala eed dew gs ie Higa hh Pasa OM iis wie ia oo ee . 8) ee er eee « RAR RAN iW ArsPWeet ae 7 a 4) she i) oy 4 ARH
Lt ake mane Rh 1a ne iitod 4) a Want ai yg aout Si af Anas Pa aoe Nth a we yyy Au
4 OUR RA
wa yuan ty Iie saan pdf ie fet " rte ui in ny : ssl Pedals yon art : seal ih it if, a ! Ripe’ i " « yi abet al a yt Reise itd a4 oo by ia al ee hata aR) sn ant ANUA. at fi He a WAKE ate } th: i oe
ate ety Na ae \ Vay on i : wie . Mt ra
SR A aa dye ily Haein 1% it pai k ies be ais ts RHR _ ; (iat iva een Mn ve rae aati at lites ERR REO it ( easy) yt HN i 4a TAO anda aati Wd ; Ry cA Spc wie rrr iy Pt ay Tvl ays brite “iV ri Tato } } NR eat hi PNT en dan yes ate aid PePnwie) ; a iy ia ane uy ja AB aan, Psu y f 2 A : jit: Pal ti eae
Cur ee ON me Gear ROT ot ay RR OULE RR a Deadeesy aviai i titat ines un ) “We tawaipaik de. i cnn ri Asa nya aus i a ODER REN MH R i fea ang eda ME nah ae 1 ti athe bie iat Hea ‘i Amini n ah Va Lata Epo 5 Ae if a iis CORAM MT Ee tev ateese a Ee
¥ aK ‘fy ae hd Hd eh i HOA Aah AAPGEH i ay Neat! AC ROE i Ht “i i ai PARMA hy us es in Lites ti agen iN oe Wee re Dn one eR IN Peart aia HUA RAN iit f oda i 4 Meanie Na we ce
mis | RU REPN RN het DRAWER MER SAHA ISR MR Pa euehi ! i 1) Silanes ah 4 : i ii, ie aihetdaibe itv HPN ere Ve De ny ” : Tih aioe his in rhe i 2 Wile hte tad aN en BR a ai urbe eee KM i) a it BATT A
i bi Y +) a
a y i ti a i
Ann arian bem m) fine i fi} a she ae oS a Oe aye raed: fe i ‘ dea ica as Teta /
a aki HOSUR RY UCR rue tah, Fy pay ifs 4 ‘i OPV POS ELS Me U es LL n H prd e aera! ii at nsdn on * ree ae ait es tw my i OD ii Ai oS en Spi ig nae
¥ va aaed
vhs wane 5 arataty atta sateen Ue Aa Fp Pte i yn ey ihn BA aed a bls ‘a ‘i a res Sea wat ry a tN ie ar
iH ent 4i 4 “ 4 vit an oe 9
ey Hy We Cre Meant a4 ie A SW) ies 4 hii an ani Sata Petia Ne Me i.
FU atta phate at etl Natale! De (tate Palalaaiye tet? : SERN mati uy i: i sin ae f nit aay HN 3h eceaennate ee Ad ya ie i i ae me fer aa 4h Maia Ce 3 Wi ah 4 oh hs a) Whe RL i? ui Hea i ith ie Naiiete i Aah ie if Re bh I; iia By ne mit aa sas titi ee at's Sait Tt aN an
5h i iii ai rm) rf i
ies »
i ) Wy dae FOL A } Re en a r Sh AAs Kay 4 era r san
Sr (8 deal ee eal rn oh Cyt PPL br thc apa ee ae Pita ‘ Re aM, ' ie at it 0 geal ange a ates ny yrs ue whe iyi ty oR PUR a CCM ROM HAL PEC ee Peres) in i } By wae With en Y Haar meine UN
" fh 1 a ros " PRR RSD RC or bn re sit oy Hae it ai Pit wate ca aan tiaita pHa ai aaraaet ay ra * ‘i 4 Py ad bal AW ati Ua 4; Hi " o ay a } TS ve RHE ¢ be ISA Ni ST nee UR IOR OS ALN ARE PR ae Aa taalagtitond i seit a ey WA Aa at Peete Meee eer anu napre PAY, ify? ah ma nie tb a CD nie ee an ai sip ‘ane Dit
. cy } SHRM Me iy SODA Mio ete ary EN A iietr Spe es aod dew ait uy y Ve a 1 ya OHM aH *! ‘ Pah ea Pa eet Do ie ed ai a aes a
acd ey shen a eg Oe PERO HYARTN ve ” hie Puedaiey 4 R ae rie} rn Mi ta ities Jonid APE tA rE alas K eit ie oriond
i f : : f 1! R Y) ae 's my en we ti Ni mOOHN Cie eitaaat oA
4 0 Ay Fy if i, ny dy te 3 y a Bik at Fy 7d a vty
Mahon yy 4
el
ei dash foie ; WHR i bi ai LON Pet 4 fu hy: n nt ae " aia Hat iin
nes fae ha 4 tists erie) Siar ere Be Re) ve f TE aaae sh ape ‘4 iy RAG bye) puae th peas Sn Bi Aue Aah iis DORM Ee Aen Pea ete mangas’ a ies
Lil seek At ae a i vo ed. . . any
4 exe i We) Wad Bad way. re 3 AA HN RME Mn MH § areal ads UNG gee DVD Y DH te eae a) hee aon 2 apaih s my
bat aha ware at aii ah aati 's 4,
ree eM ee agate sts sage Pistia Wiha is Tae ai obs oh ata
a) “a AA : i Heian tmnt ae a Mi ESR Rn eg uate Web a § ° : "
aa va a a XY nt ae i y ur) oy a Pa) sian Heaetewa 4 pa Aree ‘ a4 i‘ sya Face a
saeh MPS Palit ot ay 4 JF ay Min " ehh ve ees oft nae + ry r di 4 otha Rae Cute ety * atti pee VY eRe * e . Poked he oe
ouaet ee pene ns +3 Pee pF 9334-4 ates v)
ie aos Se sit
at Orie) i 4 et ah ay a sa) a) Ps oy 2
i Va sae i th a 99 ” hbo
f sre) Mas raaaistp aoa ay
a UOC a Tan BOM HOM aCe A oh) SO Ten ie ado 8 YOO Wy ta wey 9)
wt ae) &.8 dete why =) wee ‘ ofa?
Harty ale a ae wy ’ POOR Ee ? 19 Wasee We * ‘ J
vino’ tay a'3
‘ + vn yee)
ee ae
SUBLIG. ROADS ee’ dl er | th, Mb. aT, wall hn al
A JOURNAL OF HIGHWAY RESEARCH
FEDERAL WORKS AGENCY PUBLIC ROADS ADMINISTRATION
VO 2A, NO. VY JULY-AUGUST-SEPTEMBER 1946
TESTING ADHESION OF BITUMINOUS COATING ON METAL PIPE
For sale by the Superintendent of Documents, U. S. Government Printing Office
Washington 25, D. C. - See page 2 of cover for prices
PUBLIC ROADS ii.7328 FEDERAL WORKS AGENCY
PUBLIC ROADS ADMINISTRATION Volume 24, No. 9 July-August-September 1946
The reports of research published in this magazine are necessarily qualified by the conditions of the tests from which the data are obtained.
Whenever it is deemed possible to do so, generalizations are drawn from the results of the tests; and, unless this is done, the conclusions
formulated must be considered as specifically pertinent only to described conditions.
In This Issue
A Study of Bituminous-Coated Corrugated Sheet Metal Culverts
A Study of Coarse-Graded Base-Course Materials
Tests of Concrete Containing Waylite .
Tire Wear and Costs
THESRUBLIGEROADSFADMINISIR Ads © N ieee re Federal Works Building, Washington 25, D. C.
REGIONAL HEADQUARTERS > = => == <0) 9-2 23-2) = - =: 720: Phelan’ Building, SaniPranciscom = csa am
DIVISION OFFICES
DIVISION No. 1. Maine, New Hampshire, Vermont, Massachusetts, Cone DIVISION No. 5 (South). Iowa, Kansas, Missouri, and Nebraska. necticut, Rhode Island, New York, and New Jersey. 729 U. S. Courthouse, Kansas City 6, Mo.
76 State St., Albany 1, N. Y.
DIVISION No. 2. Delaware, Maryland, Ohio, Pennsylvania, District of | DIVISION No. 6. Arkansas, Lousiana, Oklahoma, and Texas. Columbia, Virginia, and West Virginia. 502 U. S. Courthouse, Fort Worth 2, Tex.
2022 Tempo Bldg. 2, Washington 25, D. C.
DIVISION No. 3, Alabama, Florida, Georgia, Mississippi, Tennessee, North DIVISION No. 7. Arizona, California, Nevada, and Hawaii. Carolina, and South Carolina. 720 Phelan Building, San Francisco 2, Calif.
204 Ten Forsyth Street Building, Atlanta 3, Ga.
DIVISION No. 4. Illinois, Indiana, Kentucky, and Michigan. DIVISION No. 8 Montana, Oregon, Idaho, Washington, and Alaska. 2938 East 92d St., Chicago 17, Ill. Post Office Box 3900, Portland 8, Oreg.
DIVISION No. 5 (North), North Dakota, South Dakota, Minnesota, and Wisconsin. DIVISION No. 9. Colorado, New Mexico, Wyoming, and Utah.
1109 Main Post Office Building, St. Paul 1, Minn. 254 New Customhouse, Denver 2, Colo.
Because of the necessarily limited edition of this publication it is impossible to distribute it free to any person or institution other than State and county officials actually engaged in planning or constructing public highways, instructors in highway engineering, and periodicals upon an exchange basis. At the present time additions to the free mailing list can be made only as vacancies occur. Those desiring to obtain PUBLIC ROADS can do so by sending 50 cents per year (foreign subscription 65 cents), or 15 cents per
single copy, to the Superintendent of Documents, United States Government Printing Office, Washington 25, D. C.
CERTIFICATE: By direction of the Commissioner of Public Roads, the matter contained herein is published as administrative information and is required for the proper transaction of the public business.
—-=
A STUDY OF BITUMINOUS-COATED COR- RUGATED SHEET ME FAL, CULVER IS
BY THE DIVISION OF PHYSICAL RESEARCH, PUBLIC ROADS ADMINISTRATION
Reported by J. Y. Welborn, Associate Highway Engineer, and P. J. Serafin, Assistant Chemical Engineer
i THE CONSTRUCTION of certain sections on the Blue Ridge parkway during 1936-41, bituminous-
coated corrugated sheet metal culverts were installed for the drainage of surface water. Preliminary inspec- tion of these pipe was made by United States naval inspectors at the plants of the fabricators, at which time the erosion test was made. Samples of the pipe were then sent to the Public Roads laboratory, where the asphalt coating and galvanized metal were tested for conformity with the governing specifications.
Since these culvert pipe have been in service from 4 to 9 years it seemed advisable to determine their service behavior. This report covers the field inspection of the pipe in the fall of 1945 and laboratory analyses of the samples taken.
The types of bituminous-coated metal culverts and the sections of road on which they are used are given in table 1.
In order that the reader may distinguish between the types of culvert pipe used on the various sections and have a better understanding of the conditions found during the inspection, brief descriptions of the three general types of bituminous-coated sheet metal pipe are given below.
TYPES OF BITUMINOUS-COATED CORRUGATED SHEET METAL
CULVERT PIPE DESCRIBED
Galvanized metal pipe coated with asphalt and with an asphalt pavement.—Galvanized corrugated sheet metal pipe is uniformly coated with asphalt on the outside and the inside. One-fourth of the inside circumference, which forms the bottom of the pipe when installed, is coated with an additional thickness of asphalt such that the corrugations in the pipe are filled and a smooth pavement formed. The specifications required that the thickness of asphalt coating on the inside three- fourths of the circumference should be not less than three-hundredths inch and on the bottom quarter that the thickness should be sufficient to meet the require- ments of the erosion test.
Asbestos-bonded metal pipe coated with asphalt and with an asphalt pavement.—In the process of galvan- izing the metal sheet for use in the fabrication of this type of culvert pipe a layer of asbestos felt is rolled into the molten spelter coating on one or both sides of the sheet. In the pipe covered by this report the asbestos felt was on only one side of the sheet. On cooling, a portion of the asbestos felt becomes securely embedded in the coating, leaving a mass of fiber on the surface of the sheet. This surface is then primed with a bituminous material after which the sheets are fabricated into corrugated pipe. The asbestos-bonded surface formed the inside of the pipe inspected. As a final step in manufacture the pipe is coated with asphalt and the asphalt pavement formed as for the plain galvanized metal pipe.
It is claimed that the asbestos treatment assures permanent tight adhesion of the asphalt coating, in-
703454—46—-_1
TABLE 1.—Types of culvert pipe installed on the Blue Ridge parkway
Num- | ber of Seat | Date of
ane ts ites ae ear Fabri- | pipe |.-7.4.| con- Pype of culvert pipe Section) “astor |culverts)“Ulverts| Sere
| ins |. | tion | | | stallea |SPected
Galvanized metal coated with asphalt f 2M-1 A 79 | 26 | 1938-39 and invert paved with asphalt_____- | 2U-2 B 67 11 |
Asbestos-bonded metal coated with as- {2M-2 A 38 | Pe) phalt and invert paved with asphalt__..{ 2N-1 A 87 | 26 |
| ap-2+ A 110 31 | Galvanized metal coated with asphalt j 2N-2 Cc 69 With and invert paved with metal reinforeed ; 2P-1 C (1) 7 DSN EMIthe tole. eS tke ee aya 9G 15 11 | 1939-40
1 Section not completed. Construction started in 1940, stopped in 1941.
creases the resistance of the asphalt coating to frac- ture on impact, and tends to cushion pressure caused by water freezing within the pipe.
Galvanized metal pipe coated with asphalt and with a metal reinforced asphalt pavement.—Galvanized cor- rugated sheet metal is used in the fabrication of this kind of pipe. The outside of the pipe and three-fourths of the inside circumference are uniformly coated with asphalt but the remaining fourth, which forms the bottom of the pipe when installed, is paved with asphalt reinforced with metal.
In fabricating the pavement a layer of asphalt- impregnated felt is placed inside the pipe over the corrugations and over this a sheet of metal, curved to fit the circumference of the pipe, is placed. The felt and the metal plate cover approximately one-fourth of the circumference of the pipe and are the same length as each corrugated section used in fabricating the pipe. The metal reinforcing plate is galvanized sheet iron, perforated on 2-inch “centers across the width of the plate and the rows of perforations are spaced so that a row is directly over each valley of the corrugations when the plate is placed in the pipe. The plate is fastened to the pipe by rivets placed on approximately 4-inch centers across each end and one rivet on each edge near the center of the plate. The ends of sheets are lapped approximately 2 inches at each section junction. With the metal reinforcement in place each length of pipe is coated with asphalt. The hot asphalt fills the valleys of the corrugations between the layer of felt and the pipe and an additional thickness of bituminous material is deposited on the surface of the metal plate, thus forming the metal reinforced asphalt pavement. The reinforcing plate in the pipe used on the Blue Ridge parkway had a spelter coating of 0.68 ounce per square foot and was approximately 26 gage.
In November 1939 a sample of bituminous-coated corrugated sheet metal pipe with reinforced asphalt pavement was submitted from section 2V~—1 for ex- amination of the paved invert and conformity with the specifications. On examining the invert it was observed that the crests of the corrugations, where the felt made
227
FTE OR PIS
TAH CN
PTR NS SAE
TS
Vol. 24, No. 9 PUBLIC ROADS
‘[BJ9UL 0}
UOTSeypB 100d
AIOA pBY PUB payooyo ATP’
SBA\ BUI}ROD
‘Ity Aq poel9aod
9104 AA “YIZUT
O11{US FNOYZNOIY SBA
SSOT ¢
‘O[}11q pue peyxooyo
ATpeq SBAA
BUI}BOO OpTs}No
oy} ‘pescdxe
oloy M
¢
“qorur doiq=JId
‘TI®@4 peeoH=MH
1
a Gul
meas OD.
teeta: te
tien GP
tar at
ie POOL) fear)
phar eal
ae, Smey SNOT
DOT OOOO
ae
OP ome
ee TORT
PNG MH
Id _ | 9t
6F 8I
Sse Sas
“poysny Cc);
Sal tapi OD sens
a
ae LED
ae sett B
O
18 lll vent
© Be
oy een
¢ SSOT YSTY
‘poyoeIQ |
euON |
OO ent 9 ‘OF
IME slopes
|< 1 16
Sli! Gi eace:
See 00-+0S%
Ares ereO Deere
eat ae
ae AIDARRE
NEE OF TOP GL, a pllghi
SIP carne
ek Fare
AP dca
OLR t |
Ge camer
LU LSM
ry oa pO
sal
OSL MH
Cham OE
oF SI
“all
Ue OGLE OLY.
Re ee
Aas CD ncmay (an
nttenny pack |
Lencar
Ge wie O
O Dal inher
serene SSOlM
Oly Dosu
AI De a See
EIS
Ss FOO
Saaz Id
MH | 9I
2a 81
Se
0071-068
Paget Sls
eae ODM Bi her
ONES
Ny ie abo a ce
ake Vee
ee Oe As
PPO
OS rie
Ck
ere. ene
ea
By bao
Id MH | 91
Iv 81
pee put
00-1, OSE
() Vel Gag as ll bereeall Sactaa t- Gag
ita ae
ay A CG
pe et
oe a
ag a
eee ge
SSO] ‘peyoBlQ
|---
ODs sips
ge
Op mes 0°LT
TOW he e
ee
91 #9
Sie Sl cage
meee 00+198
(a) I aes Cgk--
it ae
te Sa
ae
ae
ee DOOD) t|aiaccw heen iees
ee geen
¢ SSO] ‘poyoBIQ
|
Oper
eta: Oor
088 IY
eae
FL FIT
FC. Dale B
eet
as Si 06-++9F€
(2) Nay
ae ODarR
(rn beta
ler
wae ae O
RY pet ey
hee ee
es
9soo] ‘pexovlo
ATPV
| CONE
| Opa
9°98 TONE
eae
91 9¢
SU Ste les oak
fee GL+EPE
(3) e, Oleae* ae OD tall
iene OGD
ale capes
SDOMISU Dal cp a 2 eee
tpt Pal
ala wae
syle (0) Oe a es Op
Garis an OD.
ae ee
Caer igen
91 OF
ST seer ras
te
08-+9E
eee, F | La
k OD age ai
Nae ties te
ll a
ed ODS
oral alg cn
eo eal M
ais
g SSOT ‘eSOOT
‘poyxoBIQ, |----
OD naaa ae
OD Yi
Z CL Id
MH | #1
(63 VC4
Fi a
Saks ee
09-++-908
‘paysni AYYSIS
CAD) Sees
ae Ba 200d | ait
aura Ea
aCe Bee Rare ODER
E aie
> aL
aan ae e SSOT
YSTY ‘OSOO]
‘poexyoeIQ |-----
Mub}ays| |
OD aanrs 0°68
Ge Wale
ey 91
9
Sly tal
eee! sae 00-++282
23-NZ WOTqOeg
Apes
ia ODBEE| Geile.
eh Pomp Las i ODEa piperidine
acne 9SOOT
OUIOS ‘payovId
ATPV
| --
Op
| OD sams
Nec QT. hu | Opera
Ika. |) Wit
oF STlaho
Finca te
cs eee 08+668
re laren wt ODS
ae |Te. sal ata
ciara ane
ines ODS CTC
te Pes
ape
dne. Cae
ako
ODER ea l
ian
las ODA ia
ia nae OD arem
6 ‘8h MH
Wah ol) HAY
821 Gr
2
a se
oe 8-98
() er. ODis Gy lFig
eat oe
UNE ie DOOD Tia ee
ul ier
es eho
mer as
SO Ley
DOOD) Ales
pe nOClON
Us een
OD eras CE DStiaealy slfaertee sige
MH | $I
PPL Sime)
ily oro a
19+ELE
Onn pete as OD
nk teh tt eee
eee ae
OD os, geiko
SSO[ MOT
‘poxovso APYBTS
| -- OD
reper en
ware: Operas ade.
Sars ne
MH | 2
81 OST
S mle e
tapa ae 19-998
(@)Vaaities BOD
SSN eer
. Breas
XO
PIOULOS 500)
hi wee UnT
ee MERLE
el a nero sacs O
D je
dues a. tom
AUST Se e
ee ODaee me GES
Norm | ape
ens MH | 21
SIZ O8-S
hlie 2:
aoe 00+19¢
oie tos
eae ODE t
a
oo ee
CP aber Ss EP
ONOOU OT SRE
E chien a
eee
Sek poeyoeto
APYSYS
| -
ODS Fria
ODiseeeas 6 ‘9%
MH | MH | 91
°* L,
Sine eh l
eeepae
: oe ae o8+82E
OMe sa
tar OD iraiel Beco
nae yea acre
as DOOD Vrenes eee
Taira
ir cen pexovio
ATpV_ |-----—~ O
DiPReala
ae & OD a
e
69 ees hi
LCL LOL
8¢ ST Lm.
Jl-aeernsoaer Ly+908
OU mae & ODS: or mere OLLI
rar Pies
RL ae
eae ae
ote @SOO] 9MOS
‘peyoRio ATPe | -—— ~~ OD aaainl anna’
Opa
0°SE LCE aihhe e
aet ch
91 raat
Se Alls c
pa ae 8L+£62
|
rs eee
AGU arranetork
a. laa cet
POCO hig Seeceee
Ae ia
fe pexyooyo ATYSS
| 0) Oa
tol eee a ODiepa
Lg MH
Ce BOR
88 Slit
Bitae 5
a, meee 00-+99
“poor Os!
Bi. 7 Nig ae
Babe SCO Al ei
ee eh,
Ae”
delete Punl e
le
eee (DSO) ls es
GD Sala
OD iis as
Te =
nar eee
Id | 91
eg 1
ta) bes p
ias
- ee 00+
(C) 5 aa
tie ae ODie
Tallin),
ees eS
ay i DOC E) S| ken
een
er ee
Ah asooT
‘pexoevso ATPV
| --
OD ae alta aa OD a
ia
€°
TC ao ereay
91 GF
Sha Sie
ee
PO+EFS
SA sola
OD rma
wake ies 6 CLL
Rive aS:
ae
a eRe eee
ee OD
rh le
oP OP
Tce |
eo Dena
| CoOL
Id MH | 91
&P 8T
kee
ellie
See) pees
OD apogee
igen Selig Ol O
OO
(DOO) 45 ea
at oo
Gar ee
poet ae
va POOL
er ae C
OON SCOP
Fath Tes
MH | MH | #1
£8 ¥
5 Eten:
eae 0951-706
oe
eee eee OD Sean
a ROM al eermet
ey ROD
TONNE OT chi
rer fun
SUP nate
es peyaeyO |
UNIS)
Ce a a 81
MH
MH | FI
Z9T Sin
|S ee
€L+81
oa.
Seana NOD
Fi
cine he ite eS
OD)
cal pee ee
tee Ee
eee Aion
oe DOP
Gd sem C
UON
Wh ate OP
a LYLE
Id MH | 9F
og 81
Sebaiac
mews! aso!
CC) lthlinaeca te OD:
Sica se nee dae
Bells ceed one op
ha
ee
ey en
Pee
SIDES Meg
Pa, Mare}iiSh ee
OD aaa £°9
cl Cage | aah cane
91 09
Sl Ae
ee at
€o+09
(ih Rama OD
eiali tween
i IP tei
ate, TOOL) Ay areas aye ia
oo Re
a
9SOOT ‘poyowso
ATPV
| ————~ Ore alerts ae ODaana:
0°ST = cae
eee eT Clea
COT 0g
Show Lee, v
ette PO+TFL
ie othe
oa: OD ieee
ie. smn
PRi aol OL
CULOS DOOD) aii tur
cee: pe a:
ome 8 pera
PeMOCIO AW
US ITSa se
OD aeeclen a
n Co
LS MH
Id | 9t
68 | en
| aay
1
L9+¥61
Le ake
eee BOIS Si ee a
e oho
ke OD
a
ree ite
we ns
ten neers
DOOD Aiiae . - ODE Pei
awe OP raat
ae MH
| Id_
| 9
Sir STi
ie se
OLE
‘OA RIES. F
ODF iron
. ae
RE GNlE ROOD Gly ie
ep, Waren ae.
er
ae Re
PeyoBy |
OD> Ae ble saa
OD iseaes Tete
Mla
MH | FI
QL SI*heel”
Seem
¥8+86
CP sole a
e OD Fever
ae Bree.
By MOT CUL0S
DOOD) Naame eae
emer
Pee BEd DOOD
Na eenme
ODSsewel) cube
Op aint OXOCE™
SE ees a MH | FI
6F1 G55;
|. aden
G8-++F8
eo) aca OD
abalar seer
aticklin ute a
| ODI Tie
i tae
te eee
ee PexyoBlD
|--=-- Opa
26 ak OD a
Ce eb O
E ieee
ian | Ot
oF Shey
ty Se
pe ae 96+
; @) Tlenes
ce ODE rdEs |:aaca SemreN
Bante.
ws WOOT)
Rata ae
ake
bmn de
inom Le
ODie es ae ODA
pele OD aaeas
Si alg aieckl
ian |) yt
FP Cl
dl ee eee
€L-+€9
“paysni ATIYSIS
(@), elie
ies ODF > Bin
Race 2
Bas ee |
OT
OULOS D000).
congas oan
Shee ae
Cee nt
aie bs [PE OOI@)
|| = ODie
mae | he, Op a
e
O'S pelle
iken \eey
0g Clee
| sakes
een! 00+¢¢
ye seca
ODe Atay Se Poy eS (Se iilatke
ee ne
a
Bae. Serer
peyoeio ATpV_
| --——— (0) OA
Sli
ae ea ODGE 4
F at gaa
G3 he l
ies
91 66
SL Fh hare
00+FF
Postar ATO Gale d
eer
eal mere UGH eles
ek FINDA || P
ee)
al ol PO>TIOU CG), || ike Maier cene on
ene mnie
SSO[ MO]
‘poyVIQ |------~ OUON
| => 5525 d
ueq | g“e¢
MH | MH | FI
921 gle
ES &
ase 89-+8I quar
J29 sayout
cI-JNZ@ Uolqoeg
edid dd
jo eps | TOSPUPY
sory souriveddy
ees
44aA{No eat
SITY | WT
Paadr toed
treat
eyeur pesodxe
-jno0 uo
' ‘
: :
‘ON 01984S
. pon
eEen
Surieo
{I9AUL poAed Jo
UOTIIPUOD, 1048M
Tebaen
jo —
jo jo
Jo 1049
“en a
Jo wor OAL
Oe
Thos oper)
;uonoojorg | S880
[UUeL | -ueIC
-1puon aAoqe
edid episut
8UT}BO00 Jo UOTIIPUOD
ESET
: pug
228
quaaur paand
yoydsn
yjyun adid
p1aajna ojo
paziuvazob pajnod-yjoydsv
of Dop uoyoadsuy—Z ATAV J,
229 POBLUCVRVUADS July—August—September 1946
*poqoodsut oq
JOU P[Nod
JAGAUT ‘sliqep
YIM Poy Wang
¢ *[B19UL
0} UOISeype 100d
AIOA pey PUB Poyooyo ATpeq sv
Suryvoo ‘[[y A
q peioaod
oloy AA
*A[}}1IQ puw peyooyo A[peq SBAi
BUT}BOD OpIS}]NO
oY} “posodxo
O10 AA
¢ : “qotut doiq=Iq@
“[[84 peeH=MH
1
qe! Lk,
» TRA
RCO Uaings | nae
an rem
(ery
orm: ORs |
ees
ees
ee
Suyyreds ‘ssoy MOT
|~~-7 OD i
gen
ec ee OD mapa
SPCC marsh
wee Id
| 9
08 Sie
|| Seer a “SL-+0bF
OUSS eres OD
Aiaca lho
hahish Make Be uence
hee DOOD a snciengcs
Oba Sea
&, Oe
Ce eee
OD Fee ctls
ees OD E
soalee
1 ea ODeage
TOC ae atid
MH | #1
69 TCeea
| Peer
6F+ZIF (S)iedlie. coe
OD 55s |
out & Bakes |" MOTE
OULOS “DOOM
enaelacs aon
dm So me
tea
esse ee ODT
ah eee
OPE Aric
eos ODSeame
See po ye
Id
tI oF
UE ell aaa
09+ 10%
AS) gates
ODT
CE aC cee
onkries i] aes
a tian: Ce) Oe aad
RFs oa, P
eg
eer Fon eet bay
a: ORS M
e
OD sea
eo ead
ODaaaar Eso o
ete OE td ek ca
TCS OE
9¢ 8I
Yay
ad Oki FE+16E
coh pe
EE SP alt Aiea
RG eae Soe
RE
er Slae cease
(Rube ANE et hs
Fe a | Onis
rie z
TCM A!
GN ea
tn be
AMIS
GAP get)
e 0) oe ean
(ar a
Teas
Ors Op ae
SO ee
EAN
ET ol) (
Ca
ae) ee lemme?
Windle BoOU
Tes uge eae
to
ace 1
Cia age
“ais aaaleetania qysus]
e11yUe PeyooyO
[7 - pas
ODT wea)
Sean od e
e MH | Gt
OFT 08
aie ree 6L+1¥8
(male wee 5
OD: aaNet
a wt eer
Sek, Le OD ites a
ac
Le Poa
RT
SD
oe OD
3G alae at SU
ON S05
ODS cee
|ronr eens (
ota.
MH | 9F
96 S04.
at ee
00+TE8 OD
Soares ODS
A GAaea
WLM
Est ay. sonal: OD
Fad silos ait bk cerel
aut
Genta SaDONDOUL)
sina ae
TIBUISHl es
sree ODiggae peer
ee ae
MH | 91
19 Sh
goligre
se pee Z6+L1E
(tania noe.
OD Fie || tik w
etter
(oie ey
| Pnites ore
spor cee
s = Pi
ee
ee DOOM
Ultie
ae OD eral
gene ODarase
Gi69=h°L9| Fe
TROP od phi
eo Shane
en 60+60€
Oe eae SA SOE* 1) ameter
ices 87
a eed
pee
OD gana Se elude
AE
Fhe isl, O
tis
peyoegD |
OHO
Niger 0 DIRE
| tay Mars 27
Oe ee
Id
9T ¥9
81 yd
phe ORT SOG
Cea) ie
sae ODS
ee
eee Mee Pp ee
ODER A,
Ta Slo.
oF 2s
WY cee
ae eee Oia
antic oe WSS |
ODaro leita
ag
SEL | Se oven
(no: 80
8I Sal re aah hy OFT OLG
A) a en ye foe
ge Se iy Rare
Ci
FC pee
ae ae
Rea ate
asoo] ‘poyoVIQ
|-----— ODeoanalipeeiec Opn
jplee” el
RO WP
ca
18 ¥Z
aes eo
an o¢+202 GP*
|| uae Pel S Fee
Be aaa
ie One Ol
ae er ea
aa
poexovio A[peg
|-- ~~
ODE aaalie
ee ODuny
|e aie
ANG Sis og
ee)
Ok 8
8I a
ag 00+F6L
AS aa 5 3, ORG are
BOM Kowa
SI, Gores
ODF teag ligip a
feet 8 eS Fee eo
PoyoeID |
- 7 OP ieee
yas ODiir
6'¢ Tipps
eaee 91
£9 BLS
las Saris Ae
SP+T9LT
{fcc boog fosceessseeeefonno Boop [ons
TIE SEN N
D (oo Bong | o
de
| a [
no lke
|e fe
tert Ce
Me eee OST
Neen ae
ee ie ee Sees.
Se POOP). |S dibs
tle ©)
PRA
EE Yt
ae, ot
DOG Raitt
> INTO
9 ek
IBC NS
ee
sae le AA EL delta seen
aban SR GOGGIn” || Por
wl)
a. ae,
Rin < ere tOOeN
ta, ce
aLF ry ake poyooyg
|---- —-~-9soo[ UOS ‘Ud
JOTUT 4B poyowD
[~~~ uIMTpey,
|~-- >
JOM | 0°89
AN Figs g
are ie
ot 9LT
STA lh a
cer
tak eee 6+ EFI
(z) REY
ae
i Sa
Cs as a
era” ee
ae ODA
aa gta
bee ete
heen
Le ODS
i eay |
teak. OD:
ae We eo
ICS Bai
ton 9L
G8 8I
Ee vl
tae nOScR
EEL
(CLM ESOnO
DN Mies |O s
era, scm
inl e ODL Writ
thio
nape tee
Seg oD
pexyoeIQ | -
(0) 0) oa 3 fice Ree
I '¥ IMS
Te ee
91 (43
81 ae
ec ees
L0D Lela
Aline <= O
D at oc 8'| a
cer
eG, 3, |G e
T A oe
ODEg tig meee
2iPas BT W
ee ag poyoeio
A[peg |--~--—~ ODaaae
alien Operas
0'88 MSE
S Ilge a
t. Be
91 68
i Qa tPocae aie oL+6L
(OU ea
Crees eo
ie OP areal
erage capt pte OD
alk
aa tic
a So ket
ODT Eear
tne a OD sagan
ene OD meee
8h
TOs | aes
91 82
SDS i eee
oe coe, 98+69
(os [rime
OD aaa
TEs ree
ecgl 18, LAMM
COD RRC aAIR OGRE) 2° *) Wee
Eek Vw
aes peyxooyO |
euON |----~--dueq,_
| Fre
METS lar
ee
iat LOT
81 ST
ee
AL Se)ieg
Waa MOD st ollas Seki
coat, elm e
g ate
OD mel cener
thet ys
ASOO] 9UIOS
‘PayoeyO |~-~-~ ~~ AUT STS
eae
Gece Me)
Rees
TE eot
8F Striilin
st te
0o+&F ;
Ove | aera DOOD
Ti ee
Se Seach ia DOOR
anae ake
tne Tat
DPOHIVIO sey eae OD eee
| eae mas
TCI Oa ie ae
MH | 91
6F Sigh
wilco
MAee 6L+06 od
(z) Pea
OD mae
dirs a
i
pn
cee ae
on ot
ee pe
ce
ee ae
eee
(3) is | aaaeanese CONTA
tna oe O Diane
Olea || ame
MH | FI
eal Sy
| eae
aes Ne aoeae
:I-N@ Wor
; OR
i SonaaNor ial a
or
OD is Salts:
a eae
OD sa
Dia, aac 998
oO 5
Eee ee
““““pexoeig |" WINIpeyW
|7----- Op"
meee e alan e
ee
MH | #1
PST PG ge Vy W
ey ee b+
F69 “XG
i
Bg Bee
en aes ee ee
iE
ee
Ss: YISUg]
OINQUO PoyoVIQ
| --——~ OD teal P
oe Daa
SOL =
ye Ree, MH | 71
bh Voge
| sete
eee Gb
(cee ac OD S
ealer a Prvcea
al edad
OD
oe alka
a
Oe
eo ae
ODipgpa litter
es 0Dse alates
OD sacl
Ome lee
lee eee
I Terao
Cs ae ae
(i copes
POODLE Ginga.
1 lips g
ery sae DOOD)
Ml eases a= (teres
a eee tae: r
ies
Stason Pei
e s
teu op Siar
aa
mG ie
ot
Og
at
= betcee
°C
Oe Fo
eer Fae ae
MOUTS Get
tata ROMOCUC)
is a eanarg SP Nees
s AER 9soo]
‘poyovig |-~---
ODS aril a OD aaaan
Fg TK
lag
91 1g
SEs") fh Ses
ean es S9-+909
hee Mulia
(CDG a
|. pe
and 4
REL
Re Ge OD ae
ee cant,
ten bee
ee pexovso
ATYSITS |-----
ODS sta Pye
OVar ey
Ele) |
ae ey
TGs hee
&F Shad)
Galt”
go eee 0e+FI¢
, eel
ition DOOD
Nga Aie ape ten l
e 7 Raat POOH
Ikea) wo YISUS|
O114UO SYOVIO
OSIOASUBIT, |-~~~-~ ODsasatiero
ire Coy Rly.
a soe ee
TGiaege 68
SER. |e gap
ceed 61+908
ee)
il pte
7, iui 9
eae ES
le Fe
eee SE
STEEN OSs val
orgs cael ees C
ae) ye. b
este
AEE TT)
| Tae
| OCS
Te
ae aE
i ie “et
DOULTG ele
neo eee ier i
Ded ite eee POUL) Nia
\ gas
cnet
ee
Ca iin
as ae
eo Sa
ODS
es sila oe OD? ese ot
OD ali
Cw es Acs ae
cer GL
Oty. & OOM. ©: Sige ee
ce. een:
eae ee et PS
Rag PPO
IY enn
5 eke
tee
one OHNE. Teta OR ear
a. A Ops tts:
am
FNS a RT
9I Ly
Lad PS
es 90+ 0FF (3)
i820) Sl git See
2 asl ae
ais Scat DOOR) A
gr shod
ee aan
an eee
ae nee
poyxovig |-------- euON
|-"~-7--dmeq | ze
URGE” | item
9T 19
Sipe lye Saas
F6+92P quaolad
qaaq | sayour
2Z-INZ W0T009
edid Jo opts
uoIseyp Vy
sso’'— souvlvoddy
4J@A[NO q30Aqno
VUSIY | WoL
Tjeur pesodxa
| -yno uo
{IOAUT PoAed
Jo uONIpUCD ents
Danory aye
Oe
wie eae
pon Jo
uolIpuog
ae
oe
Jo Mop
ae
opein
pte
sen
|qasuery | -meic
TOIWB4S PUB U0I}0AS
-Ipuog eaoqe
odid apisul Sut} B00 Jo uOITpPUDD
cMicpet el ‘
pug
quaaur
paan
d yoydsp
yy
adid
j4aa
)nd
oJaU
L papwUog-sojsagsy
pa}vod-yJoYydsp
LOf
DJVp
UOYadsuT—'g
AIAV
J,
4
oe ean ek
al OA,
6 I ™
OP Ghee 4 f*
wa PP ew
ay by
SOR Ne
- ad
ee
a
a le i
a caer ee
fond cS} A ol N = ° > PAOsB TIGER O Ar, 230
*“UOIJIPUOD
POS
UT
oq
0}
pervedde
puv
odid
pepuoqg-sojseqse
sem
JopuTeUIeI
‘posn
sem
odId
pozluBA[es
pe}vooun
Jo
YASUE]
euO
pus
WEL
IV
+ ‘e
did
pepuog-sojseqse
Sem
Jopureurel
‘pes
n sea
odid
[v{e
ul
PezIuUBATeS
paeod-
*[BJOUL
0}
UOTSEYpB
100d
AJoA
pey
puw
payooeyo
ATpvq
sem
Buryv0o
‘TTY
Aq
peJeAod
v19y
A
"yoru
doiq
=1q
qreydse
Jo
Y4Sue]
eu
pue
JOT
VV
¢ “e
[1}1
1q
puB
peyooyo
ATPeq
Sv
SUuT
}vOd
ep
Is}n
o oy}
‘pesodxe
o19y
AA
z ‘TeM
PvPeaH=
MH
1
G)aarlenrtretO
Dare
(at eS
TA
eg
Ta
1S
pial
(POl
ee 6
PGi
Ny
det
RP
PLS
OB tite
a
ea
ocak
OD
RRA
Sas
Ur
8 SP
TO
N |
cone
9T
&8
SE)
Lib
ae
oe
eee
00+6
€8
(7)
ae
ee
ae
OD
Sere
Tete
sol
cecwees
[a
Nene
ee
ee
ONO
Port
e aie
ed
POyBIN
|
OD
gi
sete
OD
ae
6 ‘8
LON
sae
Spee
¢
91
6h
SLY
FASE
cnn
ale
Pee
00+-
828
OC)
iets
OD
FT ia
r ae
tem
ieee
DOO
Ut
aia
aie
OAc
Re
7 <a
ERE
Ais
peyooyD
|
OD
a is
aac
OD,
52
Sia
bee
ae ae
NCEE
Se
een
eine
9T
68
5 Raia
Coal
WN
=
=
29+9
18
G)
eal
OL
Sia
pa
my
Deo
al
Re
hOU
OUL0SS
DOOD
TT
ears.
Skee
erie”
CL
ee
DOCS
) Fi
l au
s ODE
§
Als.
DP
a OD
ped
0's
LL
CEEs
aaienrs
9T
L9
SLA
Slee
6 apie.
SZ+2
08
Oa
Gay
se
a
Opase-*
edge
anta
g |e
ela
et
a OD
Ree:
Si
ge
bie oa
ee
ea
peyo
eyo
|---
-—
ODS
rites
ce
Opt
0°0r
WCE
Sil
aah
9L
cOr
eee)
Rae
oe
| 96+96L
Ne
aise
ODigucaltcaas
oo
Seas
Coes
See
DOOD
SE
aS
tee
ak dees
cae
a ae
ODE
Ss
sak
a SON,
[=
Olas
Saas
Cis
saaaaes
iat
8L
Sma
ee oe
as
06-292
One
|e car
POO
OI
EGS
ae
eas
PANO
PL
OUIUS
(DOOD
ria
Wig
ain
laee
aers
e ats
1 e
San
uae
OD
ea alike
batt
§USS
| OD
areen
G61
2H
|
ee
ras
8
sia
|e
Sees
26+692
@)
[eec
croo
e lo
g |-
----
7 2
onto
[ene
OD
ane
ieee
eee
POCO
uh
faa
OD
hea
Op
a
zg
1G)
Site
s gt
96
ST
pet
iar
4
ee
a
0+
6EL
(2)
glagaeen,
OD
ne
pee
es Para
eee
Ones
| POOD
Ne
Neh
cate
Toe
gir
ene
fo
Bee
peyooyO
|
OD
Sait
thee
Gi
a Oe
0
iT
Clog
(a
a aa
ies
a 9
9¢
See
eee
ee
06+862
(Gan
| ap
0)
noe
Gas
ota
So MOT
OULOSe
OOTY)
Meas
wusrriana
aa:
cig
oN
: meee
QOD)
PF
Oe
kaa
OD
Z 18
AA
Eo
ears
a
SIL
OC
a
3)
ish
5 acme
neme
in
ag!
99-+
+6IL
@
al
=a
ODIs
Ia.
Seen
eee
ae
OD
ets
sneha
el
Be cose
a aad”
Cere
b alla
rae
© Dias
|
eae
Oe
8%
TORE
pies
91
9L
ST
al
eels
Sea
00++
OTZ
(Gy,
gule
s aie
DOO‘)
sl aauacte
aa als cape
ae
[OOS
P SRF
aime
e aa
ae
eS
peyovlo
A[pe
g |---~
OD
Finalise
gs
ok
OD
tis
vs
TACE
L 2
eae
iat
OF
Le
a
eae
es
Cet
aie
a 6€--
969
(G)
seb
eee
sana
NS
Ani
wile
Le AN
ON
Ti
pci
Pata
Pig
ODF
ae
TRS
gig
het
Sa
RNC
ne
Sk
Be
SOD)
PP
OD
ze
el
inde
OD
Saat
1-08
ANSEL
Se
a
at
68
OF
me
eS
ere
afl
0S--
989
12ou3)
(c)
ph
We
seer
t n
PAIRS
QPORC
IT
tn
Re
“aS:
gar
Sa
ie
CIA
SEN
NOEY
Gio
Sirs
SF
LOO
halide
sae
OD
eta
ln
anu
&
OD
iaes
L
ve
AN
Airis
Siaeae
:
&
FL
GE
{i
eae
ee
ee
LE+F99
(AN
eee
OD
pees
a |
aaaraet
eee
ice
ee
OD
Fe
Seah
Sal
eA
coe
ta
meee
Ce
ES
ROOD
) aan
ODppasu
ita
a QO
9
TOS)
ening.
§
91
GL
ST.
ip!
gine
ccna
aaa
SLT
ps9
(oJ
alle
a
oe
BOOS
) |
Rieg
aie
Caps,
GRE
ina
OR
Team
|e
ca
rts
Lael
Cat
bk,
er
ee
Peep
| CHONG
ieee
OE
ae.
19
WAN
ET
os
|
eas
9T-
9¢
ST
hi
ane
eo
Z8+G
F9
(:)
[torneo
nO
Gs
eee
a
ol TO
O ON
S)
a
a
ae
poop
|-~--umrpeyy
|---
----
qo
FIZ
ETS
aia
9
oF
ee
irda
to
S6-+
8E9
“4y1
OAUT
ul
peysni
Alpe
(C3
Sat
Sele
eee
>
oe
er
Oe
UNC
Oh
|e
aac
ey
= MENS
Cal
| lb
oe
De
FPOOLIS
Tree
ye
OD
Serr
lis
aA
Pee
ODEFE
?
SY,
MACE
eee
9
8€
SL
Gea
alee
eae
0¢-+Z09
anal
ae
ee
IQR
jp
e
Bic
ae
OD
peiag
S35
s os
ae
9SO0]
‘pey
oB1
|-----""aWON
|
---
OD
gaat
(ag
S\VET
A
|
ie
aaa
9T
oF
ST
adel
aaa
Sea
ee
CE-TL8S
(ees,
aaa
OD
tee
cinaesaaees
pean
oc
eo
ak
ee
ODS
eiSias
cacaaeee
Gir
Sees
9s
oo]
‘pexoeso
ATpVg
|~--~-~~
qUSS
OD
L&8
TGS
Kemi
aee<
9T
oF
SU
ego
ta saa
09-299
4
en
lt
ODES
a aes
eae
| CPR
ee gee
ra PE
Pha
e )
eM
Leet
WERENT
Ct
rie
DOS)
i
ia
OD
ares
|
one
ge
OD
ai.
0 OP
CO
RE
|
steote
tee
9
8
She
Sal.
tek
Rrpn
ecty
an
00+FFS
@st
sss
Op
gana
Gnas
Biswas
FIC
eee
ilia
rs
See
acer
Taree
ee pe
yxoo
yD
|
QOREr
soll
ae
Open
s 1s
ISIS
fee
9T
8F
ST
ay
Vek
ena
$S+-
089
(oot
at nears
ee
aien
s Gal
camer
iy
sil
Wy
ees
Vk
Soa
EE
ee
POOH)
Ne
ODm
Cee
OP.
sar
BOTS.
NTT
Wen
ee
|).
01,
8h
en
ey
ere
0S-+
21S
(Che
Nees
er
Ooh
Tala
y a se
oe cules
eas
OD
aaaaa|
ome
TREES ER
S weet
MEA
OR
sean
|
2a
te
QUONG
aan
op"
||
¥ 02
TONGS
tata
9T
8g
Sal
yh
Sab
aee
66-++
LOS
(e\eeliize
3 Qo
seercar
aes
el
Pa
tee
ODRRVa
Esai
eta
Saami
ee
EE
pexo
vlQ
| -7777
TCU
|
ODE
open
Sic1
NCES
eal
iat
oF
UG.
eblP
i tk
ae ca
m LE
--LL
b (Co)
aes
iil
a
DOOD
Se
urdee
eae
naga
r:
fais
ae
DOO
DATS
Sena
etre
Ae
sper
¢
OSOO
T “p
eyow
slo
ATPV
| -—-
4U3§
|--
OD
L Lt
AM
EE
1g
ial
og
1
5Gay
ey
dl
Pa thar
ee
0°-+-99F
(Oa
cipl
e sa
ngee
t)
Se
MO
SEBG
ae
RET
SR Uae
ee.
oP
Tea
or
OD
35 pe5\
2
hee
ss
Oper
Wicaatae
O Gemm
ed
ENS:
WAR
Ok
or
Se
MVE
peel
s so
a 9+
6F
F (ra
i eas
OD.
ean
We aSck
ae Re
a SPT
oP
ODMR
Samet
oa
Bebe
IRe
oe
LE
eas)
||
OD
gaat
ea
e ra Oy
|
ae
TCS
Ries
OL
gg
OSU
a
iiat
ens
pas?
66+
86h
ek
ae
DOOD
bln
veras
waar
mee,
caps
ae
DOOD
Sl
oan
eau
en aenrs
Gs
Can
ee
Ae
peyo
VIQ
| CO
NSE
| Soe
Oy
Oks
ANNE
, 91
8h
eae
aes
OS--
LIF
‘od
CR
Rae ete
Chiba
ita
a
WEE
f|/eetae
ects
DOTOOU
ORC
eae
waae
Pete
ene
aie
Raat
PeyxoVso
ATPB
Y |”
READ
E lenge
Wey
\e]
Osan
Pr
acat
ieae
s sf
TR
G he
a
eee
a
9
86
SL
EU
oy
a ae
pare
0$+-
80F
“4B
UI
SOJSOGSY
(7)
ean
ae
OOF)
Tile
COLL
DO
Tip
init
sear
ae
ele
eot
Bias
aes
ergo
eee
ieee
Sao
ic
DOOK)
sium
ne
OUON)|
Sinmun
duvqd
|
0°¢
TC.
totes
OT
(Ay)
ST,
ile
pce
Sere
n 68-+90F
JUdILIT:
JO9T
SaYyoUT
*G-dZ
UOTIEg
edid
yo
opis
|
OSeURY
soy
souvivedd
y aoe
440A
[No
ree
WsIY
|
49'L
aouile
aaa
iimoat
e ejeul
pesodxe
-3n0
UO
punole
: Q
2 me)
Co
GGuEpio5
3uty
e00
|
——
— JJ
OAUL
paaed
JO
UOIIPUOD
JojeM
WolyTpu0e
jo
ee
ae
Jo
1049
0 10
1784
8 nae
worjoeg
jo
01
qJeaut
jo
Moy
log
epRi
yn
; W0
1}00
} 01g
eseyy
|
yysu
e'T
|
-ure
lq
-Ipuog
9Ao0qe
odid
epIsul
3UI}
R0d
JO
UOTJ
IPUO
_D
wuseeld
pu
plaauL
paan
d yyoydsy
ypm
adad
jiaa
qna
Joya
papu
og-s
ojsa
gsy
pajnoo-yoydsy
lof
vypp
UoyoadsuT
—F
AAV,
| July—August—September 1946
es
GE
*[ejour 0}
WOISeypsB 100d
AJOA pBy puv poyxoeyo
ATpeq sv
3uT}BOd ‘Ty
Aq potoAO0d
OY MA
Tr) lar) N
oat (3 0 a | home ae sg beg gaat OD Seiell ai2.& te Se Ok ee eee alls Ses | oe OD NLL OT: | aber: Ciel Tan pey aes Deeg eotemerr Sicee tt eee OD gral Creaing cae ag a ee warn ew aaa oar LOOM aH £ MOUONT [5 ys ADO OOU Mam Ee MOUONT
yer
Aa De
lk
ae
[oe
aie
Come)
acelin
sae
eokae
roe
oe
Boa
gg
a
eS
ee
ae
So
essa
OD
etal
itic
se
eae
Ele
ae
OD
eo aaeerare GC tesa Mn dll Game OS ea ek Me eae eh coy ea ae apes go Fail Me Meseee Rabi ge gee UOLEL. |e oe ee alc FULD OINT (6%) MO) Os acer OD sino Spek Oe toga ee ODis lene saat sao PCSHLATP Sd JOC Gs ame nor wnIpsyy |~~~"~7~ “wexyOlg |~~~~~ euoNy Craale ar, % CDS ila eel hee a A OBA |e Gee ay |, SAE ee 9 Cite RT EO RR Sco etisalat Se (eid ares aaa JUSS
(z)
a HOD
Go
se
OD
caak
phe
aO Daal
nek,
ak
Spue
te
dn
PousmM
OSOOT
|Secmmanaan
ss
temewes
OD
Saal
ae
sans
tell
oe os
Opies
(z)
met
2) U Riaearl
Vat
eas
OD
Flas
OD
poatiieg
set
bead.
a] Via
pte
© ee
OD
i sass
soa
|. as
¥en
UsStH
|taegt
ae
ateal
ae
ee Ope
=
OO
acai
Op
cat
ss
ODea
\eercs.
OD
tao
oe
ae
waa:
be
SUI}SnI
OU
‘4oeqUyT
|-~~-7-~
ORS
r=
SUS
Sse
aE aee
een,
Vl
mle
Opie
(A ars Opec atasy goarOD ss slat aa OP srl. SE, Oa er a ee A el eee OD saa| ve ee GON | ee PexOClG jn wees ODman
teem
a
DOO)
ior
came
OPsenls—
aes
7 ODEAl
Sen
Bc
oe
suTJsni
euros
‘yoRyuy
|--
~~~
DOOD
Mien
aa AN OGIAN?
sat
cent
5 eta
7a
ouON
(Cy ev aioe 139 ie ae rn Fs leg nae ODE >a ge on ge ae ie a ee SUISHA OW, GOUT alae cn ae cee ne |e unipeyy | uayorq A[peg |~-~-~ 443119
(z)
ae
wre
Opes.
sce
OD
et
we
ODE
sia|
"Secs
Sale
bleed
ual
b Sb
oe SR
a
es
|
Pee
SEL
ce
(setts
sae
ouON
”Y 3) hapa OUseiG seg ODS sire ODeeiico te eee. SULISUL OM “VOCUS |enn ge etwas a. ee ystH | uexolq A[peg |“ umMrpeyy
DQ
hz)
ee | ee
oe
2) es
es
ke 1]
ie ae
ae | OP
~~ “T[BULg
tay) aioe see OP aaatraeees ODEs | Sees OD ice seta pone ks Sekt ally Acie wk RA mk ACLS | joie ODee=|r ae Op-7>7"}" “wmntpeyy NX han! Ma ee ODael eae ODragl «ae Osa Nie aoe ie Deke Le Os eG ae I ee OUO'Ns linc = mee oe POO bys lignee ak Opis S Se eared OP es). waka ODS al amet OD 9e2 | as ee ee aT aa Po, SUIS OW “AORTUP era ae es elle wmMIpeyy | uayolq A[peg |--~~~ ouO NT
oe
gee
| oma
Op
|
nye
ol es
a OD Sh
eee
se
eee
a
en
en
er een)
on [oO
|
eee
ogre]
LS bee OD 5 seen, OD aT aea5. OD eat ae ere eS a eee Sees we eee rT ae OEO:.Nialt o> oat oe DOO} ssa ae op--- 63) Ce Ses Dec vile sa ODS ahr ae OD rao gene Det earn pue ye dn peusny ‘asooryy |-~-- ~~ LOOs)al we meas ysty | uexolg A[peg |~-~---—~ op" pe (z) heer AID ao (pe ee oy O elie ae a ODS" | >> att Seas Ca ao aE OL es ae | Cte ak ae ee OTLO.Na eee ee POOH ps mea Open Meek; OD; al alas ODT ss hiaweck DD Salsa se oF oa es SUIS OMe OCU alin aetna me aol oe eee OD365|— kee POXOCIG): lee wae ODaas ol tate aee OD Nore EOD sacl ome ae ODgnilse: o ee et oe Polen APeq! OsoO micas semana |P a eee Op---|- wexyoIg A[peg |~-~~~ l[ews COIS. = Bee te os IGA ese OD anit) im CD.- | a ee (DONOOlGpyp CCIGe Spile 98 OSOOT Ni atanne OD 5s) | URI PINT |= eae peyovln | --~ qYSIS ‘ae ae IOOg |~~~~-~-Op--7|-~-~---Op---|-----------Burysnd IW ZI[s ‘spue ye esoo7TT |~---~~1oog | ysty AoA | UeyOIg A[peg |“ umMIpepy
=
eo
KO)
Unga
lagie
ten
UD
to
on
a be Olen
leet:
RATinc
Mi
ae
i
oe
a
Eek
Leer
BE
ee
OD
aaallimm
cee
DONO
CLO
fame
ODgcr
a Per eee OO Mee es he | ae ODSe a SONU arene OD aeecoONs (z) op PeODE=|se aeRO alae ace) ae Surjsni ou “yowquy |-~7--~ OD aa liss kaa QDaa5ilsasteat are OD = 72 >| ae op (z) Pare ed bates OD al cae ODES le Sas gee ee Spud 3B 8soOT |~--- ~~ JOO S| ae ame Ysty | ueyoIq A[peg |-~~~~ Tews aly Sar Opi ale aee ODes althaa WOOL) Minin tee eter ae aE ee oe SO eee col Gon a ak SOR pe || aes OUONT [5557 POAIOMO |ss1 wn op--~ _ Ose see te cOD eral 7DexoOU) le ceteu mr or a See nSUTISnT OU ORlUy |TtaeendOOd, | LUDTIDOL ts GO yOldPATP Cdn |—= 10 ON
2)
eel
ee es
Opiraalase
ae
OD
mame
ace
ODaIes
| tenn
ew
oe
nS
eae
as
noel
ee
sae
TERIGn
| eee
OULOING
|| SSr
= smnces.
DOO)
lea
ae
ee Opies
fer
Nee
eae
ODS
Se eeaO
Ds
al
am
cee
ODS
Talia
See
WEAK
Sor
oe
Tear
sursni
our0g
|-~~---~
Ope
lke
=a
ODas
hs
coe
ee
ODS
asic
ee Trews
Ag), Ale age ATG ec OUONT I. ane HOOT), teas SUTJSNI 9UIOS ‘spud 4B BSOO'T |~~7- ~~ Jood |~"wimipeyy | uexo1q A[peg |---~~ auON
gee
uoIseypy
sso’T
souvlvodd
y
uoIseypVy
SSo'T
souvivoddy
4IOATNO
no
uo
aqeyd
sl
a
Zur}
Boo
rire
SULO1OJUTOI
[BJO
Pesodxa
JO
WOTJIPUdD
4 =
jo wor
qOAUT
9AOgR
3
d
JO ane
“tpuo, adid eptsut 3u1yR09 jo uoNTpu0D JAOAUI UI SUT}VOO AVY dse JO UOTJIPUDD yuosel
*poulmmexo oq
JOU P[Nod
yABAUT Po9Aed
JO UOT}IPUOD
pue PTY Al[esed
JAIVA[ND JO
PUI J9TINO
¢ a}
Iq puB poyooyo
A[TpeVq SBA
SUT]ROD opIs}NoO
9y4 ‘pesodxe
soy AK ¢
(sy a= momen 0 8000-1 @ i ~-=----Qp---
Sure
Gf,
wees
1A
49ATNO
punoe
WOl}Ipuoa
10S
Noo DS ton cml somal
09 CO OD ra LTS HOOCHMOONOCNN
Wot SSSOIBKAKD oD
I~ SOMO HiSH Sor DSSN Sl
ol aol
APMOOMOOWDAMODOWDON
Anat MANN Nig N
PR
IAS
QUIDLIT
JIOA
UT
jo
apely
WE ale Se
EE
i MH
er ck MH
ieee
Id.
LEC kas 2
LOE
hes
eae
MEP. 2S ces
aie
Recs
yy
Mie
(Fae,
iSite Se
MES
TS ora
Ga Se aee Meee MBA | Ty 1 3 FOIE sad, Iq | MH
Lino oeerre 1 eines MH | MH Id | MH
Re ee ane
Id | MH Id | MH Id | MH te es ME 1 Serr The ja
Id
| MH
Id_| MH peas MH figs Id eit MH
ws
| WoT
| UOTWOe}OId pug
jiaa
ur
yoydsp
pads
ofur
as
yyun
adid
jlaajyno
[ojaw
pazv
uvay
vb
paynoo-j)pydsv
Lof
DJpp
worjgadsuy~—G
WAV
J,
lt an ge ae |
oy
=.
nd
“yor
ur
doi.
=I.
Te} our jo a
sey
‘TRA. PBOH
= MA
1
66 Sia, Whe oes 8&+F2z £6 ce ai NS ee Se 02+29% TL SL it * acca CS+SFS 9g cee |e Ae ae 9F+E2z SF Ae al pee he 0S-+F0z 6h ie = baie ies 8e+161 el PG. Ree CE+FLT 96 SL Ce ale coc saree ¢9+99T 66 ST Piet aay OL+EST Le Ci ae ale crear ag) 00+¢FI
FOL
Gy
y Oslo
ee eee
LI+OFT
?T-AZ
UOro0g
Sh
Chae
is
eS ees
Ch+668
€Z Slt Mich ae oe Go+Z6E
FEL
OS
ena
ees
OO+188
SOT Si. > Wil ain eet 00+#S8 6¢ STy eee eee OS+1FE GP ge OeSias ss se "5 00+912 GP Slee dle aoe es 00-+10z ‘I-dz Worqoag
24
To,
Ae
aeee
ae
0g+929
z6 (Ce Na! evan San LS-++F9 08 (SS itm aa © PO+LIO OL OC aS a eae 81+96¢ SF OS atl sor nae 8%+921¢
1g
ST
elo
gee
TETFFS
OL 0S) 2a ak TL+L8¢ PRD (eal ar ase G1+S¢¢
19
Ree
| ae”
Ges
gs+ees
0g LEM eel ml PPE co e9+FT¢ 62 TC: anals woken Oe 8Z+-F08 001 SIMAL almowe ead teas 68-+06F &P SL» alec ae es PO+G8P
oF
ST
So"
cae
anes
OS+PLF
09 Si, Meee €S-+-99F GL 8I rahe Sadie AN SIL ST Aly Client wae GL+L¥P
J00.
sayouy
1Z-N@
WOLJOIg
edid
edid
one
jo Jo 1049 ON
qysuery| -weI
UOT}BIS PUB
HOTJOAS
5 yA rie ae
232 POR ET Ca Cesena, Vol. 24, No. 9.
Figure 1.—Typican ConpiTion oF FLow FROM CRESTS OF CORRUGATIONS IN THE Top QUARTER INSIDE THE CULVERT PIPE.
contact, were not coated with asphalt. Also that the underside of the reinforcing plate, which was in con- tact with the felt, was not uniformly coated. Although the metal plate was perforated the space between the felt and the plate was too small to permit the hot asphalt to completely fill it.
LARGE NUMBER OF FIELD INSTALLATIONS INSPECTED
Because of the large number of culvert pipes it was not considered necessary to inspect all of them. To get a general idea of the condition of the pipes it was planned to inspect every third installation. This plan was not adhered to strictly because of inaccessi- bility of some of the outlets or because some of the culverts were filled with debris. The plan of inspection was altered in some instances to include culverts of special interest.
A separate report form was used for each culvert inspected to record data pertaining to the type and condition of the installation.
The date of installation, diameter and length of culvert pipe, gage of metal, type of end protection, and grade of the pipe invert were obtained from the records for each section of road. The soil surrounding the culvert was observed only as to its moisture con- tent. The quantity of water flowing through the pipe was noted. Since inspection was made at a relatively dry time of the year the flow was considered continuous if there was water flowing through the pipe when in- se and the flow was estimated on a comparative asis. The condition of the paved invert and of the coating
above the pavement and on the outside of the pipe was determined. Where there had been a loss of coating either in the paved invert or on the walls of the pipe, the condition of the exposed metal was observed. Drop inlets on many of the culverts made it difficult to make a thorough examination of the coating and pavement of the upper ends. Where possible, inspec- tions were made from both ends or by crawling through the pipe.
DESCRIPTIVE TERM DEFINED
The data from the inspection report for each culvert were tabulated for each project and combined for each of the three general types of bituminous-coated pipe used. The inspection data are given in tables 2, 3, 4, and 5. Explanation of the terms used in these tables is given below.
Good.—Very little or no checking, no cracking, and no apparent loss of asphalt coating.
TABLE 6.—Summary of conditions of paved inverts and coating on inside walls of all culverts inspected
| | Number of culverts with |Number of culverts 2g paved invert with inside walls 2 seh Es ¥.
n Op n
Bi toes 8 ; : Bees ee: * |-8 Section No. % S 5 2 3 e 3
> = aa 3) ° oS > S6 - 5 S, 3 oq pe bo} a
a Sak So's 8 hea cS emane 6 S coh elute S S a é A o ie) Oo 4 o ie) 4H
Asphalt-coated galvanized metal pipe with asphalt paved invert:
DIM SSeS Ee Se ee eee 26 if 4 13 2 21 1 4 20RD Wee ssi eas as ee ees 11 0 0 3 8 6 1 4
Asphalt-coated asbestos- bonded pipe with asphalt paved invert:
oY Ee eee ee ee te 11 0 0 11 0 6 1 4 QINSIPAE Sat Sr Ae ee 126 2 12 10 1 24 1 1 2PA22 es oe a Se Seks Se ee 31 15 4 12 0 26 1 4
Asphalt-coated galvanized metal pipe with reinforced asphalt invert:
2IN=2 oe Be ee ee ifs 5 1 1 10 16 ak 2P VEE Ses LES i 1} 3 0 0 3 7 0 0 INE IN her cee ees caer 1\h 0 i 1 8 11 0
1 Outlet end of one culvert was filled; invert was not inspected.
Checked.—Fine hair cracks of insufficient width to permit large infiltration of water and silt. In the asphalt pavement checking usually occurred directly over the crests of the corrugations and often extended the full width of the invert. On the inside walls above the pavement and on the outside of the pipe, checking generally had the pattern of alligator skin.
Cracked.—This term is used to describe the condition of the asphalt pavement and denotes cracks of sufficient width to permit rapid infiltration of water and silt. In some culverts cracks often exceeded one-half inch in width for the full depth of the asphalt pavement. Cracking generally occurred above the crests of the corrugations, although in some pipes there were large longitudinal cracks. In some pipes where the pave- ment was severely cracked, the infiltration of water and silt had caused a loss of adhesion between the asphalt and the metal with subsequent loosening of pieces of the pavement. age
Broken.—This term is used to describe the condition of the asphalt coating on the reinforcing plate (where used) and signifies severe cracking and breaking of the coating into small pieces.
Loss.—In the invert, loss was usually caused by pieces of the asphalt pavement first cracking and then being loosened and dislodged by flowing water.
On the inside walls above the pavement, loss appeared to be due to either erosion, impact, or stripping of the coating from the metal by the action of water. Adhesion.—Adhesion of the asphalt to the metal was
not determined accurately but a comparative indication was obtained by noting the ease with which the coating could be removed with a putty knife. Flow.—In some culverts a displacement of the
asphalt coating by flow was noted. This condition occurred at the top of the pipe and was in. the form of strings of asphalt hanging from the crests of the corrugations. Flow is illustrated in figure 1, which shows the coating cut from the corrugations, reas- sembled, and photographed.
In the two types of pipes where the pavement con- sisted wholly of asphalt, the most deterioration of the
pr anh ye PENS aR OS DN ee NETS
July—August—September 1946
Figur® 2.—BiTruMINOUS-COATED GALVANIZED Mrrtaut Pipe: (A) Severe LONGITUDINAL CRACKING; (B) PAVEMENT; (C) INstpe View or Sampie Cur From Ovurier END or Pipe. Test (Rounp Spots) SHows Low ApuHEsIon; AND (D) OurTsipE ofr SAMPLE SHOWN IN (C).
Tests SHOowED Poor ADHBSION. In Contact WiTH SOI.
pavement and coating on the inside walls was found to be at the outlet end of the culverts which was more exposed to sunlight and changes in temperature. The condition of the invert, inside and outside coating, and exposed metal given in tables 2, 3, and 4 are for the outlet end except where otherwise indicated. In the culvert pipe with the reinforced asphalt pavement the deterioration of the asphalt coating and metal in the invert was, in general, more uniform throughout the entire length of the pipe. Therefore, these conditions as shown in table 5 apply to the full length of the culvert pipe.
CRACKING oF ASPHALT ConpitTion Appears T'o Bs Goop Bur ADHESION
Tuts PorTION OF THE PIPE WAS
Table 6 gives a summary of the condition of the paved inverts and inside walls by road sections. There follows a discussion of the data on the performance of each type of pipe on the different sections of road.
PLAIN ASPHALT-COATED PIPE
Section 2M-1.—At the time of the inspection the asphalt coating and pavement were considered to be giving adequate protection. No culvert pavements or coatings had failed but conditions were found that may be indicative of future failures. Twenty-six culverts
234 PLU BIA GIR OAD SS Vol. 24, No. 9
FIGURE 3.
were inspected. The pavements in 7 culverts were rated good, 4 were checked, 13 were cracked only, and 2 showed sufficient loss of coating to expose the metal. Typical conditions are shown in figure 2.
The coatings on the inside of the pipes above the inverts were generally in good condition but appeared to have only fair adhesion to the metal. In this respect, 21 culverts were rated good, 1 was checked only, and 4 showed some loss of coating.
Section 2U-—2.—In general the condition of the culvert pipe installed on section 2U-2 was much worse than on section 2M-1 and for some culverts the coating was not considered to be giving adequate protection to the metal. The adhesion of the asphalt to the metal appeared to be poor. Of the 11 culverts inspected none of the paved inverts was rated as good, 3 were cracked, and 8 had lost some of the coating.
The inside coatings above the inverts also showed more deterioration than on section 2M-1. For 6 of the 11 culverts inspected the coatings were good, 1 was checked only, and 4 showed some loss of coating. One culvert, which had an extremely high loss of coat- ing on the inside walls, is of special interest. This ‘culvert was installed on a 25° skew on a erade of 47 percent with a head wall at the inlet end. It appeared that during heavy rainfall water ran down the gutter and into the pipe at high velocity. It struck the side of the pipe above the pavement at an angle and had stripped a large area of the asphalt coating from the side wall. This condition was repeated on alternate right and left sides of the pipe for a considerable dis- tance down the pipe. Figure 3, A shows the high loss of coating from the inside wall near the-inlet. The loss of asphalt coating from the pavement is illustrated in figure 3, B.
BITUMINOUS-COATED ASBESTOS-BONDED PIPE
_Bituminous-coated asbestos-bonded metal culvert pipe was used on sections 2M-2, 2N-1-. and 2P-2
—A, AspHatr Coating SrrippeD From Wau BY WaTER SURGING THROUGH THE CULVERT ON 47 Percent Grave; B, Loss or PaAveMENT From Same Cuutvert Wit Rustine or Exposep METAL,
Although there was considerable checking and cracking of the asphalt pavements near the outlet, all the inverts were giving good service. In comparison with sections 2M-1 and 2U-2 there were fewer cracked areas that were loose or easily removed. Where there was a loss of asphalt the asbestos sheet was generally intact and appeared to give some additional protection to the metal. The coatings on the inside walls above the pavements seemed to have better adhesion to the asbestos-bonded metal than did the asphalt on the plain galvanized metal on section 2M-—1. A summary of the condition of the pavements and inside coatings in the culverts where the asbestos-bonded metal was used follows.
Section 2M—2.—Eleven culverts were inspected and all the inverts were found to be cracked but there was no loss of coating. The coating on the inside walls of 6 culverts was rated good, 1 was checked only, and on 4 there was some loss.
Section 2N-1.—Twenty-six culverts were inspected. The paved inverts of 2 were regarded as good, 12 were checked, 10 were cracked, 1 showed some loss of asphalt, and the condition of 1 invert could not be ascertained. The coating on the inside walls of 24 culverts was considered good, 1 showed some checking and 1 some loss of asphalt.
Section 2P-2.—Thirty-one culverts were inspected. The paved inverts in 15 were good, 4 were checked, and 12 were cracked. There was no loss of pavement in any of these pipes. In 26 of the culverts the coating on the inside walls was considered good, 1 was checked only, and 4 had some loss.
Typical conditions of the culvert pipe installed on sections 2M-—2 and 2N-1 are shown in figures 4 and 5.
PIPE WITH REINFORCED PAVEMENT
Bituminous-coated corrugated sheet metal culverts with metal reinforced asphalt pavement were installed on sections 2N-—2, 2P-1, and 2V—1. Before the inspec-
———
{xe
July—August—September 1946 EUSLILC ROADS 235
Ficure 4.—Biruminovus-Coatsep ASsBESTOS-BONDED PIPE SHOWING SEVERE CRACKING OF PAVEMENT AT OvutiEet Enp.
tion some difficulty had been experienced by the main- tenance men in keeping some of the culverts on section 2N-2 in serviceable condition due to failure of the inverts. Inspection of the culverts revealed that in some culverts there had been a high loss of coating from the paved invert, exposing the metal reinforcing plate to the action of water and erosion. Subsequent action of water and erosion through the pipes caused the exposed reinforcing plates to loosen and pull away from the rivets holding them to the pipe. Because of the light weight of the reinforcement the loosened ends were turned up and eventually formed blocks within the pipes. This condition usually occurred at the upper end of the section lengths where they were connected by bands. A summary of the conditions found in culverts where
the metal reinforced pavement was used follows. Section 2N-2.— Of the 17 culverts examined there
were 5 in which the pavement was considered good, 2 were checked or cracked only, and in 10 culverts the asphalt was cracked or broken and showed considerable loss. In 6 culverts the exposed metal reinforcing plates were partially turned up, and in 4 culverts they were rusted. The coatings on the insides of the pipes above the pavement were in good condition and appeared to have fair adhesion to the metal.
Section 2P—1.—Since construction of this section had not been completed only 7 culverts were inspected. The paved inverts of 3 were in good condition, 3 were badly broken with some loss of coating, and 1 invert could not be examined. The metal reinforcement in all culverts was in place. The inside walls were in good condition and the coatings appeared to have fair adhesion to the pipe.
Section 2V-1.—Eleven culverts were inspected. Eight had lost coating from the inverts and the exposed plates in 2 of these were rusted. The asphalt coating
703454—46——2
goreesn B S ita
FIGuRE 5.—SAMPLE TAKEN FROM OvrLetr ENpD or BirumMINovUs- CoatED ASBESTOS-BONDED MbetTat Piprz. (A) INsIpE SHows CRACKED PavEMENT; (B) OvuTsipm SHows GENERAL ConplI- TION OF COATING WHICH HAS BEEN IN Contact WirTH SoIL SURROUNDING CULVERT.
in the inverts of 2 culverts was checked or cracked. The metal reinforcing plates appeared to be in place. The condition of the invert of one culvert could not be ascertained. The inside walls of all culverts inspected were in good condition but in some culverts the coating appeared to have better adhesion to the metal than in others.
The conditions of some of the culvert pipe installed on sections 2N—2, 2P-1, and 2V-1 are illustrated by figure 6.
OUTSIDE COATINGS SEVERELY CHECKED
The asphalt coating on the outside of the culvert pipes was found to be in the same general condition on all the sections inspected. Where the outlet ends of the culverts were exposed, the asphalt coating on the outside was hard and severely checked but on most culverts there was good adhesion to the metal. On some culverts there was loss of coating, which ap- peared to be due to impact of rocks from the slopes above the outlets.
Where it was possible to dig away the cover material and examine the asphalt coating under the fill, it was found to be severely checked and to have very low or no adhesion to the metal. At the time of the inspec- tion the soil surrounding the culverts usually was damp or wet and it is probable that it remains in this condi- tion most of the time.
236 OTB EST GEO ADs Vol. 24, No. 9
B | 2 Ficure 6.—Metat-Reinrorcep AspHALT Pavina. (A) Sampte From Ovutitet Enp SHowine LoosENING oF REINFORCEMENT;
(B) Coatine oN ReEtnForcinG PLuate Bapty BRokeN WitTH Some Loss; AND (C) Section oF REINFoRCING PLATE SHOWING Loss oF CoaTING AND RusTING oF Exposep METAL.
LABORATORY TESTS MADE ON FIELD SAMPLES
Samples, representing the three general types of bituminous-coated metal pipe, were cut from the cul- verts for analysis in the laboratory. Samples of asphalt were also taken from the paved inverts or from the inside walls.
During the construction of Blue Ridge parkway, samples of culvert pipe had been submitted to the laboratory to be tested for conformity with the speci- fications. Since the only test of asphalt required by these specifications was determination of solubility in carbon disulphide, other characteristics of the asphalt at the time of installing the pipe are not known. Because of this lack of information, a satisfactory comparison between the characteristics of the original asphalt coating and the samples taken at this time cannot be made.
A complete analysis of all asphalt samples was made and the results are shown in table 7. Considering the effects of variations in exposure of the different sam- ples, the average results of tests on samples from the
same fabricator of the coated pipe, as shown in table 8, indicate that different asphalts were used by the three fabricators. Analyses of seven typical blown asphalts of the type used or intended for use as pipe coating materials were also made and the test values are given in table 9. These asphalts were submitted either by the fabricator of the bituminous-coated pipe or by the producer of the asphalt. Although the analyses of the field samples given in tables 7 and 8 do not correspond exactly to those of any of the seven typical asphalts, both groups of asphalts are of the same general type.
In 1945 the American Railway Engineering Associa- tion ' issued a specification for bituminous-coated cor- rugated metal pipe and arches. In this specification a test was proposed for the determination of the adhesion of bituminous coating to metal, the determination to be made on samples taken from the coated pipe, delivered or about to be delivered to the purchaser. To make
1 Committee Report, American Railway Engineering Association, Bul. 451, Feb- ruary 1945, vol. 46, No. 451, p. 493.
TABLE 7.—Analyses of samples of asphalt coating taken from culvert pipes
Penetration, 100 gm, Solubility in CS Oliensis test 5 sec. “1 +
Ductility 9 . a eee Se eee | LUM eee ae nee ° pecific ‘ Section and station No. ears ee gravity, peglu Naphtha-
ne At At Sra Dp 25°/25° C.| Bitumen | Organic | Inorganic] yaohtha | Character of xylene 15° C. | 25°C. | 35° C. ; insoluble | insoluble spot se eae
en
Section 2M-1: Cm. oiCs Percent | Percent | Percent | Percent Percent 18-68 2 Se ee ee ee ee ee eee 29 44 64 20) 98. 5 0. 999 99. 71 0. 10 0.19 32.15 | Positive 5-10 082-84 eg ee et oes Bee IR eee 31 47 | ipl 2.0 95. 5 . 999 99. 48 512 - 40 SO%S2a see 10-15 141-04 Ses ieee 2 ee Lop oes ts See 27 42 64 1.75 96. 5 . 999 99. 67 -10 -23 Sle 20a eee 5-10 V5 21-23 2 3- epee ee Be eee as Boon At 27 41 62 176 100.0 1.000 99. 73 val . 06 Byatt 5-10 D0AzE DO = oo eee oe eee ere Jao Se SS 23 35 55 2.0 99. 0 1. 007 99. 08 .19 ao S451 al eee 10-15
Section 2U=2;7306-- 0 eee 23 36 61 1b 765 99. 0 . 988 99. 80 . 16 - 04 31 S2ulNegativesssss. =| === Section 2M-2, 526-+-65_._..._____._---__.-: 26 41 61 2.0 97.3 1. 003 99. 41 . 08 2 OL 32.77 | Positive 5-10 Section 2N-1: he ee ee ET ee waite tas foes 27 40 60 1.75 98. 3 . 999 99. 82 13 - 05 32029) |Saee 0k. sake ee 0-5 1664-7425 oho eee ee ee ee 30 45 68 1. 75 98. 5 1. 000 99. 72 ale .16 30) 74) eae doses 15-20 7 VY es 3 ek ee oe Re ek em Sad TE 26 40 60 175 101.5 1.001 99. 35 .16 - 49 31584) |e dose 5-10
Section 2P-2: 7197-66 2235) Sees a ete oe A eee. 28 43 63 2.0 99. 5 . 998 99. 68 al olf O21 82a eee Gis PRS ER See 5-10 466-++-50________ SoS eee oe BS ae 25 40 63 leeds 98. 5 1.000 99. 66 aul bil ~23 34,83 |_.--2 don senna 5-10 OS (S228 ee Be ee oe eee eee 26 39 59 1.75 100.8 . 998 99. 75 510) 215 SonoGn eae ee (5 Ke eee bee 0-5
Section 2N-2: C2 (ety ik. Cee Seta ee ee PE ees. 8 18 26 38 1,5 114.0 1. 020 99. 12 . 87 51 Odeo Noses (O': Sass 45-50 A741 DOC ES AoE eae Ce ae Se ee 20 34 48 11.0 101.0 1.011 99. 64 .17 .19 33.94 |_o_L= dose seers 45-50 6045-28 ae 5k ee Bee ret ei eee ee 17 27 42 2. 25 100. 0 1.010 99. 55 .21 . 24 BOs le| eee Go Sexes eeee 5-10 Bbone Die ee ee ta ee ee ee © 21 29 40 16 119.5 1.009 99. 30 aly) . 61 3D, Lon ee eee do ae 50-55 544-532 oy ea i ea es ee ae 20 SL 49 2. 25 98. 3 1.012 99. 73 eg 16 34811 “pee doz sees 15-20 GLG- 042 ee eS Se a eee be Sie ee 22 33 49 2.5 96.0 1, 012 99, 72 15 mls 34586515252 Co (oyeepieete 8 o 10-15
Section 2V-1: 140+17 19 29 44 2. 25 101.8 1012 99. 31 20 .49 34.8 tl aeeee Gos Saas. 15-20 166-+65____ 24 36 51 1,5 109. 3 1.013 99. 66 . 16 .18 52.015 eee (6 Ky. ae 45-50 245+25 29 43 62 1. 75 101.3 1. 009 99. 77 12 sib 31345 eee Coven? fs 40-45 262+-70 23 33 47 15 109. 0 1.011 99. 30 20 45 CERO) |e nea doses ee 45-50
1 Test specimen broke at smallest cross section,
|
July—August—September 1946 PUBL CG ROADS 237
TABLE 8.—Average analysis of asphalt coatings used by the fabricators of the coated pipe
Penetration, 100 gm. 5 sec. at— Snecifi Bitumen 1) pote ial ee ; Specific | ; Xylene : Secti 2 pg at Ductility | Softening | "Pe! insoluble | **0° Fabricator ections where used at 25° CO. point of ee Y3 in 86° B. ge ims
15° C. 25° ©. 35° C. 0/9" <1 naphtha e
; Cm, A Percent Percent ice wapeye” Re ange gia al te eet a’ 2M- T2012) SNM, BP a2. =o. ee 27 41 63 1.9 98. 7 1. 000 32. 46 18.3 (ab. WS at ofa oe Bees ee ee ea PN a NM el ee eed ae ee 23 36 51 1.8 99. 0 . 988 31. 82 0 (Ce, el een ELE ee ae Anse ONS Bitten = elie Mirae ees Sean 21 32 4? 1.4 105. 0 1.012 34. 02 134.0
1 Average value of the mean naphtha-xylene equivalent.
TABLE 9,—Analyses of typical blown asphalts from various sources
Penetration 100 gm., 5 sec. at— Solubility in CS » Oliensis test Ductility : P Bitumen
’ Specific : ee eas ese ‘Aaati ; 5 cm. Soften- i insoluble i i
Identification No. per min. | ing point a Organie | Inorganic] in 86° B. ciel al L5e:Gs 267 Ox 35° CO. 25° Oy Bitumen | insoluble | insoluble | naphtha | Character of spot pnateed
lent
Cm. oO: Percent | Percent | Percent | Percent Percent i at _ eS SE 2 ee ee 21 31 45 2.0 110.0 1.011 99. 86 0. 14 0 37516) | MP OSttivOn 22222. - 12-16 PAE sop Sami By Ey Se aM ee Se ih 32 49 72 2.0 ce - 981 99. 64 . 20 . 16 BS ap | ee Gan sabe cu 0O- 4 See ee = mre as can Vid fy Le 29 45 69 2.3 100. 0 1. 007 99. 86 .14 0 PREY. | eae CO ee 24-28 a pe te eee Se ee ee BS oe ao 21 35 59 4.0 a 1.014 99. 74 «26 0 SZAOZMILIN CRAULVGcLget ee loa ete ee De ae SURE oS aoc ee 19 30 46 2:5 .0 1. 003 99. 84 . 16 0 Soe3 tule OG Pe a ae oye Ee EN eee 23 38 62 3.3 6 1.013 99. 83 Sits 0 33. 11 >) Positives. 222s) 8-12 pt, Lt RA Se RRS Ste AA ee 29 42 61 2.0 .8 . 983 99. 89 eget 0 30847 AINGativelegee:< {Noles
this test, a round brass disk one-half square inch in area is embedded in the asphalt coating and pulled off by applying a load at a uniform rate. The ability of the coating to retain its adherence to the pipe is indicated by the amount of coating remaining on the metal after pulling off the disk. This amount of coating retained by the metal is expressed as a percentage of the total area under the disk. For 100-percent retained coating the asphalt breaks in cohesion and denotes good adhe- sion, zero percent denotes poor adhesion and values between 100 and zero percent coating retained are proportional between good and poor adhesion.
For some time the Public Roads Administration has been studying the adhesion of bituminous coatings to metal and a test similar to that proposed by the Ameri- can Railway Engineering Association has been used. In this study not only the amount of coating removed by the adhesion disk is noted but also the load required to pull the disk off is determined. It has been found that the adhesion load may be as significant as the amount of coating retained in evaluating the adhesion of coating materials,
The samples of bituminous-coated metal culverts from the Blue Ridge parkway were tested for adhesion of the asphalt coating to the metal. The results are given in table 10, and include adhesion values for the coating on the outside of the pipe, the inside walls above the pavement, and the coating in the invert. With the exception of the asbestos-bonded metal the adhesion values, as measured by the percentage of coating re- tained, indicate the asphalt to have little adhesion to the metal for all the samples and for the different areas tested on the same sample. In the tests on asbestos- bonded metal, failures occurred in the asbestos sheet and the coating can be considered as having good adhesion. The adhesion values as measured by the load required to pull the disk off indicate the variable adhesiveness of the asphalt coating not only on different pipes but also on different areas of the same pipe.
As indicated by the values of the adhesion load, the adhesion of the asphalts to the metal was, in general,
best in the paved inverts and poorest on the outside walls of the pipe. The adhesion load values for the sample from section 2N—1 are nearly the same for the outside, inside, and the invert, but the latter two values were determined on asbestos-bonded metal and should not be compared with those made on plain galvanized metal. The adhesion values for the sample from sec- tion 2N-—2 show the asphalt coating to have lower adhesion to the reinforcing plate than to either the outside of the pipe or to the inside of the pipe directly under the reinforcement. The adhesion of the coating to the reinforcing plate from section 2N—2 also was very low. These low values may account for the high loss of coating from the inverts in those culverts having the reinforcing plates.
The asphalt coating from the samples was heated and used to coat various kinds of metal plates. Adhesion tests were made on these coated plates to get some indication of the initial adhesion of the various asphalts to the kind of metal on which they were used in the pipe. The results of these tests are given in table 10.
The adhesion load values for the metal plates coated with the reheated asphalts are in most cases higher than the highest value obtained on the corresponding samples taken from the culverts. The amount of coating re- tained by the metal also is higher on the recoated galvanized and reinforcing plates than on the corre- sponding pipe samples. Assuming that the adhesion values for the recoated plates are indicative of the adhesion of the original coating to the pipe, there has been a loss of adhesion while the culverts were in service.
There is no correlation between any of the laboratory tests made on the asphalt coatings from the culvert pipes and the adhesion of these coatings. In the study of the adhesion of pipe coating materials now in progress it has been found that certain characteristics of asphalts may be indicative of their adhesion and should be considered in selecting asphalt to insure high initial adhesion and the retention of that adhesion to the metal after exposure in service.
238 PUBLT CAROAD Vol. 24, No. 9
TABLE 10.—Results of adhesion tests on pipe samples and on laboratory-coated metal plates using asphalts taken from the pipe samples
Coated pipe samples from culverts
Station number
Section number
Area tested for adhesion
Outside ee eee Galvanized-__.____- Qa) see ent ae oke 98+-84 {ize Walls See Fee esas C5 Lo ee ant AOS ge
eae IN Verges eee Gist es See Wtsid Ge = Sear sewer alvanized___..___-
2M-1_-.----.-------- 152423 {Paved Invert sseeeee ene ne eee do. = es ae Otitsideh ae eee Galvanized_.-_--_<-
OM =2 8 eee 526-65 |; Inside wall..-__. 222. -.2-22_ Asbestos-bonded___ Paved Inverts. ee wee ee eee oye ae Outside 2s ee Galvanized________.
QN= 1 a eee ee 207+35 |;Inside wall________--__-___---- Asbestos-bonded__.- Pay ed inverts sane nee | eee doe Outside a ee ae Galvanized_.______-
QN=26 it Bee Soe 644-32 |{ Paved invert 2?...-._..._..__..- Reinforcing plate___ Paved invert 3_____ An ieee Galvanized__.____..
ON 2s eee eee 635--75 1 Paved invert2222 = -2 = ee Reinforcing plate_..
Type of coated metal
Laboratory-coated plates using asphalts from pipe samples
Adhesion | Coating Adhesion | Coating Type of surface coated load retained load retained
Pounds | Percent Pounds | Percent Py ed 11. INGE SG lv sntZ OC mee ee eee 31.4 100 Pate Le 13.8 INO alee eee oo ee ee oe ee ee eee | ee 28.9 INONG"| =e ee Se Se et ee eee ee er 14.9 INOnGs |) Gal Vanized eos eee ee eee 39. 2 100 Sees ee 39.5 OOS. on Beds 228k oe rece een ae eee ee Be aN ae Fc 9.9 Nonese Galvanized assesses eens 42.7 100 eee ae 12.8 (1) Asbestos-bonded_______-.____- 33.8 (1) Soe od ea SS 24.3 (1) ey eee ee ee al] | SEN a EDE y PST 18.0 INonea Galvanizedmss==ss = meee eee 36. 1 100 wt Se Me 18.9 (1) Asbestos-bonded_____________- 39.8 (1) Seen Nae 18.0 (1) Ce ee eT ee | we See 26.8 INones| {Galvanized asuseeme eae aan 51.6 100 ee 15.8 10 | Reinforcing plate___._.__-____- 32.0 20 S duel eee 38. 0 Bb) sees Poet ee 5 Se ee | ee | med Ses 12.0 20 ewes Sein Dene aes Ee ee eee | a
1 Asbestos sheet was split by test. 2 Coating on surface of reinforcing plate. 5 Coating on corrugated metal under reinforcing plate.
SUMMARY
The data obtained in this study seem to warrant the following summary:
1. In general, the most severe deterioration of the asphalt coating and pavement was found at the outlet ends of the pipes.
2. The amount of flow of water did not seem to bear any consistent relation to the degree of deterioration occurring in the coating and pavement.
3. In general, the slope of the pipe had little influence upon the deterioration of the asphalt coating and pavement.
4. The asphalt coating on the outside of the culvert pipe was usually checked and had very little adhesion to the metal.
5. The metal-reinforced asphalt-paved inverts showed
the greatest amount of deterioration under service conditions.
6. The culvert pipes in which asbestos-bonded metal was used appeared to have the greatest resistance to deterioration. Even though there was some loss of asphalt coating the asbestos sheet appeared to give added protection to the metal.
7. The better condition of the asphalt coating on section 2M~—1 as compared with that on section 2U-2 seems to indicate that the durability of the coating depends to a considerable degree upon the type of asphalt used.
Because of the limited information available on the durability of bituminous-coated sheet metal culvert pipe and because of the short time the culverts inspected had been in service, it seems advisable to continue periodic inspections of these and other installations.
A STUDY OF COARSE-GRADED BASE-COURSE MATERIALS BY THE DIVISION OF PHYSICAL RESEARCH, PUBLIC ROADS ADMINISTRATION
Reported by Edward A. Willis, Senior Highway Engineer
clas REPORT’ is the seventh in a series describing investigations of granular materials for surface and
base-course construction. Previous reports described laboratory and circular track tests on sand-clay and sand-clay-gravel materials, nonplastic granular ma- terials with admixtures of water-retentive chemicals, the chemical treatment of chert-gravels, lignin binder in the treatment of crusher-run materials, and volcanic cinders.
In the report on the tests of sand-clay-gravel ma- terials,? it was indicated that the plasticity index of the binder soil is less critical in coarse-graded mixtures having less than 40 percent passing the No. 10 sieve than in similar mixtures containing larger amounts of soil mortar. The purpose of this investigation was to study the effect of variations in plasticity index, ranging from nonplastic to well above the generally accepted A. A. S. H. O. specification limit of 6, on the stability of base-course mixtures having essentially the same grading and all with less than 40 percent passing the No. 10 sieve.
Five mixtures were prepared by combining crushed limestone, sand, silica dust (ground quartz), and clay. The mixtures were designed to have a grading meeting A. A. S. H. O. specification for a type B-1 base-course material. The plasticity index was varied by varying the amount of silica dust and clay in the fraction of the mixture passing the No. 200 sieve. One mixture was nonplastic while the other four mixtures were designed to have plasticity indexes of approximately 5, 10, 15, and 20. The gradings, liquid limits, and plasticity indexes of the five mixtures and the A. A. S. H. O. speci- fication limits for type B—1 base-course materials are shown in table 1.
TRAFFIC TESTS MADE ON OUTDOOR CIRCULAR TRACK
The mixtures were subjected to traffic tests on the circular track used in previous studies of water-reten- tive chemicals as admixtures with nonplastic road- building materials.2 Wheel loads were applied by 30- by 5-inch high-pressure tires requiring an inflation pres- sure of 80 pounds per square inch. The load imposed by each wheel was 800 pounds until near the end of the test when it was increased to 1,000 pounds.
Distributed traffic was used for compacting the mixtures and was obtained by gradually shifting the rotating beam longitudinally with respect to its axis of rotation causing the wheels to pursue alternately ex- panding and contracting spiral courses covering the entire track area.
Concentrated traffic was applied in the actual tests by locking the sliding pivot of the beam in such position
1 This report is based on data collected, under the supervision of the author, by Mr. Walter T. Hamilton, junior highway engineer, prior to his entrance into the armed services.
2 A Study of Sand-Clay-Gravel Materials for Base-Course Construction, by C. A. Carpenter and E. A. Willis, PurLic ROADs, vol. 20, No. 1, March 1939.
3 Studies of Water-Retentive Chemicals as Admixtures with Nonplastie Road- Building Materials, by E. A. Willis and C. A. Carpenter, PUBLIC ROADS, vol. 20, No. 9, November 1939.
TABLE 1.—Grading and physical constants of base-course materials
As constructed At end of test
Type B-1 —
Grading ee sro. (zltlel*{elalalel<|s specification Se ic | cee Tee hace. Wea oe | amines
op} is nm TM mM mM mM A DQ 1s 8
Per-| Per-| Per-| Per-| Per-| Per-| Per-| Per-| Per-|Per- Passing, sieve: Percent cent|cent|cent|cent|cent|\cent\cent|cent cent cent
NCH 25 Sees soe (VE OF a= oe 100} 100} 100} 100} 100) 100) 100} 100} 100} 100 34-1 Che ee 70-10 ee ee 90} 88} 89} 90] 93} 94! 89] 91} 89} 93 S6-inch.2- 5 eae bO-S0E3 Sue neeee 56] 59} 60} 58! 61] 63) 60} 63) 60) 59 IN Ondo eee ae 35-06 39] 42) 42) 44) 43) 48) 45) 46) 40} 41 ING. 1 Oses se ~e ee 25-DO se eee sae 32} 33] 33] 38] 34) 36) 34] 33) 28] 30 INO: 405, Se 15-80. ste 18] 19} 18) 21; 19) 19] 20) 19) 16) 18 ING 20022 eee [seo tie ae IS EE 10) 10) FOP Lh 10} Oh LO} SO sole
Dust ratio !___..._.| Less than 663$_-] 56] 53) 56] 52) 53) 53) 50) 53) 56) 50 Liquid limit______- Not over 25_.-_- (2) | 19} 28] 29) 34] (2) |} 18) 25) 31] 32 Plasticity index_._-| Not over 6..___- (2) 4; 9} 17} 21) () 3) 22) 18 as
1 Dust ratio=100X
2 Nonplastic.
percentage passing No. 200 sieve
percentage passing No. 40 sieve
that the wheels pursued two concentric circular courses whose center lines were about 2% inches on either side of the center line of the track.
Since the mixtures used in this investigation contained a large percentage of coarse angular particles, the standard A.A.S.H.O. compaction test could not be used to determine the optimum moisture content for compaction. The materials for each section, after thorough dry mixing, were wetted with just enough water to make them workable and again thoroughly mixed. Representative samples were taken from the mixture as prepared for each section. ‘The moisture contents were determined and vibratory compaction tests were made. Data from these tests as well as on moisture content and density obtained at the end of the traffic tests are shown in table 2.
After the materials for each section had been prepared by wetting and mixing, they were placed in the track in two approximately equal layers to obtain a total base thickness of 6 inches. The bottom lift was hand- tamped in place and further compacted by 400 wheel- trips of distributed traffic at slow speed, obtained by rotating the beam at 9.6 revolutions per minute. The
TABLE 2.—Moisture-density relations
Vibrator compaction test 8 Data obtained at end of test
aad pe = 2 a3 a g Volumetric composi- oo n +o Sy — ti
Section Be Bp 3g ga | 88 s = LOR No. be 2 ° Sg oS 2 5 ~
=] Oo a oO q oe fy = c= Se
3 q Sei Soles 3 5 ” by SS a=] 3 2°65 “A b Re} MS} ~~ ee ro) way op ° Ss ° i Ss |
Aral > at sesh et QA a RB = <
Pounds Per- | Per- | Pounds| Per- per cent cent per cent cubic | Per- | Per- by by cubic by Per- | Per- | Per- foot cent | cent | weight| weight| foot | weight| cent cent cent
1a ee 146 | 85.9 | 14.1 6.0 5.3 148, 2 3.3 86.7 7.8 5.5 vA . 141 | 82.6 | 17.4 Tad 5.2 146.3 4.0 85. 5 9.4 5.1 oe 141 | 82.5 | 17.5 ae 5.0 146.5 4.7 85. 6 11.0 3.4 SB Sey ral 136 | 79.7 | 20.3 9.3 5.8 144.9 5.1 84.7 11.8 3.5 Li Men AEE 139 | 81.3 | 18.7 8.4 4.8 142.6 6.3 83.4 14.4 2.2
240 PUCBLA C2RGAD > Vol. 24, No. 9
08 “4 = = ee Zs SECTION 5 : a
0.6 ion. | wn
Vv o = | | He is 71005 } t 13 | L— 5 |
2 0.4 t 4 : |
as | Sie ae ae Fa) | | 4 uw ie } | | | ee ai el
ec | | | SECTION | s | |
0.2 + - . 7 t 1 | SECTION 2
Ont t +t oT ‘e |
| e,
0 wn
0.4 a oO
| | ee 2 SECTION 5 | ae ‘ | | eee wi 0.3 | — + 2 cu | SECTION 3 < | | | | ee SECTION 4 & o.2/ ; : : : ——- : Q |
sh | SECTION | << | oO
o |
= 0.1 + - t — \ =f ea) 4 SECTION 2 | 3 | = o | |
Ss 0 o 4 | Sree le pee ey i [Seer Soe | |
= 20 40 60 Ee 100 120 140 160 180 200 220. 240 260 280 300 32000 S¢Oumese0 380 400 420 | 440 : F TRIPS AMOUNT OF TRAFFIC, THOUSANDS OF WHEEL : Ls evinkewarins
[+ COMPACT ON» + WATER at. 2 WATER-————+}*» __________________4! waTer
Figure 1.—SurFracr DISPLACEMENT OF SECTIONS OF THE TRACK DURING THE COURSE OF THE TEST.
top lift then was placed and tamped, and distributed traffic continued. After 270 wheel-trips, the speed was increased to medium or 14.0 revolutions per minute.
The compaction operations were started during damp weather. Under this condition the track did not become smooth and firm. Two soft spots developed in section 4, which showed pronounced movement under traffic, and operations were suspended temporarily. With the advent of good drying weather traffic was resumed. Compaction proceeded rapidly and the base was soon ready for surface treatment. The total amount of distributed traffic required to compact the base was 40,800 wheel-trips.
‘After compaction, the base was allowed to dry for several days. Then a prime coat consisting of approxi- mately 0.3 gallon per square yard of light tar was
applied and allowed to cure. Finally, a surface treat- ment consisting of approximately 0.4 gallon of hot- application bituminous material and a cover of 50 pounds per square yard of aggregate of %-inch maxi- mum size was applied. Distributed traffic was used to compact the surface treatment. . After 400 wheel- trips at slow speed, the speed was increased to medium and continued until the entire surface was smooth, well sealed, and showed no movement.
Compaction of the surface treatment required 19,200 wheel-trips bringing the total distributed traffic to 60,000 wheel-trips.
TESTING WITH CONCENTRATED TRAFFIC
After construction and compaction had been com- pleted, initial profile measurements were made, water
TABLE 3.—Schedule of operations and behavior of test sections
Water Behavior level ee.
Operation above Traffie top of See. 1 Sec. 2 See. 3 Sec. 4 Sec. 5
subbase (1) (P. I.—4) (P. I.—9) (P. I.—17) (P. I.—21)
Distributed traffic at slow speed, compacting bottom | Inches Wheel-trips ite ot Ca ee ee i eC pe eee es eet ee 0-400 | Stable._____-_- Stabloze2e- + 2a Stablome es Stable2=cse- Stable.
Distributed traffic at slow speed, compacting top lift___|_.________ AN)—670s eae Omen ee eee = G0: Ble = Pe Ee d= = Unstable_____- Do. Distributed traffic at medium speed, compacting top
HE OF tote oe SE a Ee Rea een Se ey eh eg ee 670-40)800 | See dO eee es S102 =e Sete e ches 28 do = RSI O) CYNE ee eee Do Distributed traffic at slow speed, compacting surface
treatment... sc. 2a. aes eee ee ene nae a toe | eee ae 40, 800-41, 200 | Good_______-_- Goodwiet Bee Goods os: Goode= Good Distributed traffic at medium speed, compacting surface AUREE THINS Rie oo ae ee ye ef ee 41, 200-60, 000 |-.--do_________- 2:00.52 es, d= a =OOrenaseaeee Do
% 60, 000-110, 000: |_---do_____- EO ee ens See ee (6 Kaas oe “Unstable... __- Failed lg 1105 000-1605 000 aan Ome BAAN 6 Ko RMR Ne FE ace lS oe ee ars Goods ee
244 160, 000-210, 000: |.-.-do__.______- Se Ors oe. Fair 22S Unstable-_----- 21% 210, 000-260, 000 |___-do_- a |ee > (QE eee eee ee Gok es eee Bair afer ees 416 260, 000-310, 000 | Fair__________- pele 0 (0) eek 2, Be giles see Hailed eeaeees 414 310, 000-384, 000 | Unstable___-__ idt0 (ore ah Greg dpe (© 4% 384, 000-434, 000 | Failed______._- “Slightly unstable-_-
1 Plasticity index, nonplastic
ot Ke ye file July—August—September 1946 PUBLPC ROADS 241
Fiagure 2.—APpPpEARANCE OF Suction 5 Arrer 110,000 WHEEL-TRIPS.
was introduced into the subbase and allowed to rise to a height of one-half inch above the top of the sub- base, and testing with concentrated traffic was started. As shown in the schedule of operations, table 3, the water elevation was maintained at one-half inch above the top of the subbase during the first 100,000 wheel- trips of concentrated traffic. The water was then raised to 2% inches for a similar period and finally was raised to 414 inches above the top of the subbase. This high water elevation was maintained throughout the remainder of the test period. After 384,000 wheel- trips, the load on each wheel was increased from 800 to 1,000 pounds. Testing was discontinued after a total of 434 ,000 wheel-trips had been applied.
The behavior of the materials was judged by the appearance of the sections at various stages of the tests supplemented by measurements of vertical displace- ment of the surface. Previous reports have described the transverse * and longitudinal ® profilometers with which the measurements were made.
Transverse profiles were plotted and the area between the initial and each succeeding profile was measured with a planimeter. The measured area divided by the track width of 18 inches gave the vertical displace- ment. The average displacement for the two stations on a section gave the average vertical displacement for that section.
The area between the initial and each succeeding longitudinal profile made for each wheel lane was measured for each section. That area divided by the length of the wheel lane gave the depth of rutting, and the average for the two- wheel lanes in a section gave the average depth of rutting for that section.
Surface displacements of the sections at various stages of the test are shown in figure 1. The schedule of traffic applications and changes in water elevations with notations on the behavior of the five test sections are given in table 3.
In reports on previous investigations on the same circular track, it has been stated that an average vertical displacement ‘of 0.25 inch is sufficient to cause marked damage to the Ber oie wearing course. It was also found that, with the ground water elevation one-half inch above the top of the subbase, concentrated traffic provided a condition sufficiently severe to enable the
4 Circular Track Tests on Low-Cost Bituminous Mixtures, by C. A. Carpenter and J. F. Goode, PUBLIC ROADS, vol. 17, No. 4, June 1936.
5 See footnote 2, page 239.
identification of the base- course materials.
Section 5 clearly failed to give satisfactory perform- ance as measured by these standards. This section, which had a plasticity index of 21, began to show movement under traffic soon after water was admitted to the subbase. At 110,000 wheel-trips, the average vertical displacement had reached 0.4 inch and the section was considered as ‘“‘failed’’ (see table 3). Fig- ure 2 shows the condition of the section at this time.
It was necessary to repair section 5 before the test on the other sections could be continued. The surface
definitely unsatisfactory
was scarified and crushed limestone and tar added. The section was then hand-tamped until firm. Pro- filometer measurements on the section were discon- tinued.
BASES WITH HIGH PLASTICITY INDEXES INFERIOR
The nonplastic base course in section 1 remained in good condition until exceptionally severe conditions were imposed near the end of the test. When the water was raised to 4% inches above the top of the sub- base after 260,000 wheel-trips, this section began to show slight signs of distress although the average ver- tical displacement (see fig. 1) did not reach 0.25 inch until about 370,000 wheel- -trips. Damp spots began to appear on the surface and slight movement under traffic was noted. Increasing the wheel load to 1,000 pounds had no appreciable effect as far as could be observed and the average displacement continued at a uniform rate.
At 434,000 wheel-trips, when traffic testing was dis- continued, section 1 was rated as failed primarily because the average vertical displacement was in excess of 0.25 inch. Figure 3 shows the condition of sections 1, 2, and 3 at the end of the test.
Section 2, which had a plasticity index of 4, behaved slightly better than section 1 at all stages of the test. Introduction of water, even at the maximum elevation of 4% inches above the top of the subbase, had little effect on the stability. The only noticeable change was a gradual consolidation in the wheel tracks. No upward movement of material was observed between the wheel tracks or at the edges of the track. As shown in figure 1, the displacements measured on section 2 were less than those measured on any other section. At the end of the test, the average depth of rut was approximately 0.36 inch and the average vertical dis- placement was approximately 0.22 inch. After 434,000 wheel-trips, the conclusion of traffic, the section was still in serviceable condition.
Section 3, with a plasticity index of 9, was stable throughout the compaction period (60,000 wheel- trips). During the testing with concentrated traffic with water one-half inch above the top of the subbase, the section remained in good condition although there was a gradual development of ruts as shown by the displacement measurements plotted in figure 1.
After 160,000 wheel-trips, the water level was raised to 2% inches and concentrated traffic continued. Dur- ing this phase of the testing, displacement and rutting continued at a uniform rate.
At about 200,000 wheel-trips slight movement of the surface and base could be observed with the passage of each wheel. This movement continued throughout the remainder of the test although it was never of sufficient magnitude to disrupt the surface.
FIGURE 3.—CONDITION OF SEcTIONS 1, 2, AND 3 AT THE END OF THE TESTS.
The average vertical displacement of section 3 was approximately 0.24 inch at 260,000 wheel-trips, the conclusion of testing with water at the 24-inch eleva- tion. ‘This was more than for any other section except section 5 which had failed at about 100,000 wheel-trips. Displacements continued uniformly under concentrated traffic with the water level raised to 4% inches above the top of the subbase. By the time traffic had reached 300,000 wheel-trips, the average vertical displacement was well over 0.25 inch, mud and water began appear- ing through cracks in the surface, and the section was rated failed although traffic was continued over the section to the end of the test without difficulty.
PU BIG CAR Ow Dis, Vol. 24, No. 9
NotTE Figure 4.—SectTion 4 Arrer 110,000 WueeEt-TRrIps. Stans oF Locat FaiturE WHILE THE SECTION AS A WHOLE Suows Very LitrLe DIsPLACEMENT.
The behavior of section 4, which had a plasticity index of 17, was erratic. As previously noted, two soft spots developed in this section early in the compaction operation. Although these spots became firm before the surface treatment was constructed, they persisted as areas of local weakness throughout the early phases of testing with concentrated traffic. Immediately after the introduction of water into the subbase the passage of the wheels caused these spots to move visibly and to become depressed to such an extent that it appeared the section would fail.
As traffic continued, these areas became more stable. By the time 110,000 wheel-trips had been completed, the movement of the base was barely perceptible. At this time, the surface generally was in good condition with local rutting at the two weak points as shown in figure 4. No further change was observed until the water level was raised to 2% inches above the top of the subbase at 160,000 wheel-trips.
The average vertical displacement in section 4 at 160,000 wheel-trips was less than that in section 3 at the same time. However, when testing was resumed with the water level raised to 2% inches, the rate of average vertical displacement in section 4 was greater than that in section 3, and by the end of the test the average vertical displacements of both sections were equal and well in excess of 0.25 inch.
The two weak spots originally observed in section 4 again became unstable under traffic when the water was raised to 2% inches above the top of the subbase. The movement in these areas gradually decreased. At 200,000 wheel-trips slight movement of the base was observed in the entire section. This general movement throughout section 4 continued until 260,000 wheel- trips, at which point the water level was raised to 4% inches above the top of the subbase.
Section 4 failed as soon as traffic was resumed after increasing the water elevation. A mud-boil appeared at one of the soft spots at this time and the surface of the entire section moved under traffic. At 310,000 wheel-trips, the average vertical displacement of section 4 was almost 0.3 inch and the entire section was rated failed although traffic was continued to 434,000 wheel- trips in order to evaluate other sections. The appear- ance of section 4 at the end of traffic testing is shown in figure 5.
Paw aT es,
ee PUBLIC ROADS July August September 1946
TEST. FIGURE 5.—SECTION 4 AT THE END OF THE
PLASTICITY INDEX IS A GUIDE TO PERFORMANCE
All five of the mixtures tested met the requirements for grading of the A. A. 5S. H. O. specification for type B-1_ base-course material, but, as shown in table 1, only those placed in sections 1 1 and 2 met the plasticity index requirement.
The criteria used in evaluating these mixtures in the circular track tests were that an average vertical dis- placement of 0.25 inch was sufficient to cause marked damage to the bituminous wearing course and that concentrated traffic with water one-half inch above the top of the subbase provided a condition sufficiently severe to enable the identification of definitely unsatis- factory base-course materials.
Based on these criteria, the sections can be rated in order of superiority, as follows:
Section 2—Plasticity index 4_____________ Excellent Section, 1—Nonplastic. = 2-2 == -____. Satisfactory Section 8—Plasticity index 9____________- Border line Section 4—Plasticity index 17___________- Unsatisfactory Section 5—Plasticity index 21____________ Unsatisfactory
The behavior of section 2 was excellent throughout the tests. After 434,000-wheel-trips, including 174 ,000 wheel-trips with water 4% inches above the top of the subbase, the average vertical displacement was still less than 0.25 inch. The dry density at the conclusion of the test (table 2) was 146.3 pounds per cubic foot and the moisture content was 4 percent. Section 1 behaved almost as well as section 2. The nonplastic material compacted under traffic somewhat more than did the mixture with a plasticity index of 4 used in section 2. As a result, the dry density at the end of the test was 148.2 pounds per cubic foot.
It was not until near the end of the test when ex- tremely severe conditions were imposed that the average aie al displacement measured on section 1 exceeded
25 inch. abe course materials having gradings and plasticity indexes similar to those used in sections 1 and 2 would, therefore, be expected to give excellent service under all moisture conditions with those having low but definite plasticity indexes being slightly superior under the most adverse conditions.
Section 3 (plasticity index 9) was readily compacted and, under concentrated traffic, with water one-half inch above the top of the subbase, the average vertical displacement of this section was less than 0.2 inch. Therefore, the material cannot be rated as definitely unsatisfactory. However, displacement of the surface continued under continued concentrated traffic and exceeded 0.25 inch shortly after 260,000 wheel-trips when the water elevation was raised to 4% inches above the top of the subbase. Although the final dry density of section 3 was 146.5 pounds per cubie foot, slightly higher than that of section 2, evidence of lateral move- ment was observed and mud and water were being forced through cracks in the surface near the end of the test. The section was therefore rated as border line. Materials having similar gradings and plasticity indexes would be expected to perform satisfactorily in well- drained areas, but would probably undergo sufficient displacement under adverse moisture conditions to cause failure of the surface
Section 4 (plasticity index 17) gave trouble during compaction as well as periodically during the testing with concentrated traffic. Although the average vertical displacements measured on this section were less than those measured on section 3, except for the readings at the end of the test, the pronounced tendency of the material to become unstable each time the water eleva- tion was raised is indicative of unsatisfactory perform- ance under any but dry conditions.
Rutting started in section 5 (plasticity index 21) as soon as testing with concentrated traffic commenced with water one-half inch above the top of the subbase and progressed rapidly. The average vertical displace- ment was 0.4 inch at 110,000 wheel-trips at which time it was necessary to repair the section. Mixtures meeting A. A. 5S. H. O. grading requirements, but hav- ing plasticity indexes as high as this one, are therefore considered definitely unsatisfactory for use as base- course materials.
CONCLUSIONS
Based on the results of tests described in this report, it is concluded that:
1. Mixtures meeting the grading requirements of the A. A.S. H.O. specification for type B-1 base-course materials should also conform to the plasticity index requirement for best results under traffic even though the mixtures contain less than 40 percent of material passing the No. 10 sieve.
2. A material meeting the grading requirements and having a definite and measur: able plasticity index within the specific ation limits is to be preferred to absolutely nonplastic materials having similar Ben and is decidedly superior to those having appreciably higher plasticity indexes.
3. Although the material having a plasticity index of 9 gave fairly satisfactory service except in the latter portion of the tests run with high water elevation, the possibility of the occurrence of conditions approaching complete saturation at some time durmg the life of a base course makes the present A. A. S. H. O. specifica- tion limit of 6 for the plasticity index a desirable if not a vitally necessary requirement.
TESTS OF CONCRETE CONTAINING WAYLITE
BY THE DIVISION OF PHYSICAL RESEARCH, PUBLIC ROADS ADMINISTRATION
Reported by W. F. Kellermann, Senior Materials Engineer
VARIETY OF MATERIALS are used as light- weight aggregates for concrete and are sold under
different trade names. Probably the best known and most widely used material is known commercially as Haydite, an artificial aggregate made by burning shale or clay. Other lightweight aggregates are made by different processes. One of these is made by processing slag with steam in a centrifuge, the resulting product being known as Waylite. When the tests reported herein were initiated,
Waylite was being marketed both as a fine powder (practically 100 percent passing a No. 200 sieve), and as fine and coarse aggregate. It was decided to study both products, the first by using finely ground Waylite dust as a replacement for a portion*of the portland cement in the mix, and the second by comparing some of the properties of concrete made with fine and coarse Waylite aggregate with those of comparable concrete made with natural materials.
Three series of tests were run. Series A was planned to determine the effect of substituting various percent- ages of Waylite dust for portland cement on the crush- ing and flexural strengths of concrete. In series B the effect of using Waylite fine and coarse aggregate on the unit weight and on the crushing and flexural strengths of concrete was determined by comparison with results obtained with natural aggregates. Series C was to determine the effect of using Waylite dust to replace portland cement on the resistance of concrete to attack by sulphates.
Natural river sand and crushed limestone were used as aggregates in series A and C and as aggregates for comparison with Waylite aggregate in series B.
All of the strength specimens in series: A were cured in moist air and tested at 28 days. In series B, con- tinuously moist-cured specimens were tested at 28, 180, and 360 days and, in addition, one group of speci- mens was cured the first 180 days in moist air and the remaining 180 days in laboratory air. This made it possible to compare the strengths of specimens cured the entire period in moist air with the strengths of specimens subjected to both moist air and laboratory air curing. The specimens used in series C were cut from beam specimens remaining after tests for flexural strength in series A.
For series A and C, four base mixes (mixes without Waylite dust) were designed with different water- cement ratios and a constant slump (2.5 to 3 inches). Water-cement ratios were selected as follows: 0.70, 0.80, 0.90, and 1.00, by volume. The corresponding cement factors ranged from 6.3 to 4.4 sacks of cement per cubic yard. For each base mix, three additional mixes were made in which Waylite dust was used to replace cement in the following percentages by weight: 25, 32, and 40. The substitution of Waylite dust for cement in the amounts used did not appear to affect the slump or ease of placement of the concrete in any way.
In series B data were obtained on the basis of both a comparable cement content and a comparable water- cement ratio. For the first condition two mixes for
244
TaBLeE 1.—Chemical analysis of cement and Waylite dust
Cement Percent Waylite dust Percent
Silica 2. ae ae eee 2Q0F2b Wi SITCAs = 2: See eee ees 37. 60 PUisanthayey) Deena. eee Meee 6.70) @hitanium Oxi esase. == eee Bae, HOLnIClOKIC Cae eee ee eee SiO Dig tte A MULTI I 2h ste ae ee 11. 82 Tiline2 4 ae Se ee ee 62870) ieherrous Oxid eles = aeee= = ae 532 Magnesia. => 5. Seen eee. 3.68 || Manganous oxide__________-- ey Sulphuric anhydride__-_-___-- Ie ffs @aleium oxides. - ease ae aes 42.85 LOSSOn Snition=s sean 1,43 || Calcium sulphide_-.----_---- rahe
Maen eSiats 22 2 see ees 1.81 Tricalcium silicate__...-._--- 47 Insoluble residue_-_______----- . 38 Tricalecium aluminate__-____-- 13
TABLE 2:—Grading and physical properties of aggregate and Way- lite dust
Waylite
Crushed) <> Sieve analysis Natural lime-
sand ° Coarse stone | Fine ag- agere- DYER: gregate gate
Percentage retained on: 1}4-inch sieved 222 ee oe ee ee ee ee es ee ees 34-in ChisiGV@szo282 Same -s eee ee eee GO| foe Alle oF S6-1NCh SI@VGsace =o a eee coat m ee wast 90. aS 53 eee INO; 438leViot essai an eee 5 100 jose 2s SOT) re r= 7 INGSS'SlOVOr Ake en eee 25 100; (Roe 097) eae INO AIGiSIE Ve ene eee pee 38 100 31 10024 sess INO. 30 slever eet Seer eee 55 100 65 100s INO? [email protected] set eens eee 85 100 87 100; | Seae= ae Nom100'siever 3 eta) See 96 100 93 100; jee eee IN OS.200 SIO VG 2 rete ee Se a S| ee SRA eee 2.9
Mineness mul See as eee eee 38. 04 7. 50 2.76 6:45. See Physical properties:
Bulk specific gravity.________-__- 2. 59 PAA 1.90 1.10 12.86 Absorption (percent)_______----_- .8 .32 8.3 9; Ses | Sasa ee
1 Apparent specific gravity.
each aggregate combination were designed, one con- taining six sacks and the other seven sacks of cement per cubic yard. For the second condition, an additional mix was designed with natural aggregates having the same water-cement ratio as the 6-sack Waylite concrete.
Chemical analyses of the cement and Waylite dust are shown in table 1. Physical tests of the ageregates are given in table 2 while the mix data are shown in tables 3 and 4. The effect on the weight of the concrete of using Waylite fine and coarse aggregate is shown in the last column of table 4.
The concrete was mixed in a laboratory mixer with a capacity of 1% cubic feet and of the pan and paddle type, the pan being removable for cleaning. Test specimens were standard 6-inch by 12-inch cylinders and 6- by 6- by 21-inch beams. The absorption of the Waylite aggregate was very high, which is, of course, typical of aggregates of this type. For this reason all ageregates were immersed in water for 48 hours prior to mixing the concrete. However, the Waylite dust used in series A and C was not immersed as it was used as a substitute for cement.
All beam specimens were tested on an 18-inch span by the third point loading method, A. S. T. M. desig- nation C 78.
The specimens used in series C to study the effect of Waylite dust upon the resistance of the concrete to alkali were 6-inch cubes sawed from the 6- by 6-inch beam specimens remaining after the strength tests of series A. Two cuts were made on each half beam so
July—August—September 1946 POBELCIRGADS
‘
TABLE 3.—Miz data and unit weight of fresh concrete for series A and C
~ ial = ©
& | Proportions by dry ais $ | weight © 3S = 5 o- n Mm oO qd
Ow | a “ > [~]
te 2 lea| & = "p.bo Aggregate 5 @ * © 7)
Mix No. a Se Paes te & o] Qo ~~ oe 4 2 °° = on 3
Ig OSA |e ema ee a or = cal I eb o be S S f = ‘bo 3 B 3 q oO FS 3 = ° 3 ind tS = 2 = o S eS a e is oO 6) i ca = S
Sacks Gals. per per Lbs. cu. Cu. per
Pct. | Lbs. | Lbs. | Lbs. | Lbs. | yd. yd. cu. ft. Ne = ie = none | 94 none 188 331 6.3 | 0.70 | 32.7 |0.162 | 152.8 BT eee Hee eet 25 | 70.5 | 23.5 188 25 3 Op | ae me Se ee 32.7 | .162 | 152.8 il(gio #22 ee 32 | 63.9 | 30.1 188 354 eee es aes 32.7 Iy..162 } 152.8 TYG eee st ae? 40 | 56.4 | 37.6 188 Po Lean ee |e 82.7 | 1624 152. aN) Sen ee ee none | 94 none 221 389 5.4 80 | 32.5 | .161 | 152 vite * = ae 25 | 70.5 | 23.5 221 0) ane [eee oe 32.3 | .160 | 151 20 ak Sa 32 | 63.9 | 30.1 221 TOL Mie le He 32.5 | .161 | 152 210) Pron Rae ae 40 | 56.4 | 37.6 221 a3 }° Se eel (eS 32.7 | .162 | 153 LCs eee ee none | 94 none 250 442 4.9 SOON pose lm kOe. de Loo 21 () aS rae 25 | 70.5 | 23.5 250 gO DA. eit peel EP as 32.5 | .161 | 161. ah te ee, ene 32 | 63.9 | 30.1 250 gE | ee hl | ae 32,7 | .162 | 162. Olt Sh ee 40 | 56.4 | 37.6 250 AAD pee OS See 32.7 | s162 | 162. AY) Seles A ees none | 94 none} 278) 490] 4.4 | 1.00 | 33.1] .164 | 152. lt) Se 2 25 | 70.5 | 23.5 278 400 Nc omowta te. 2 oa 32.9 | .163 | 161. 4(c) Ce eee 32 | 63.9 | 30.1 278 400 Wes. oo ieee 32.9 | .163 | 151. Ach a eros 40 | 56.4 | 37.6 278 ASQ paee eee a 32.9 | .163 | 151.
1 Waylite dust used to replace a portion of the cement in the percentages shown. 2? Natural river sand with a fineness modulus of 3.04. 3 Crushed limestone, maximum size 14 inches. 4 Volume of water per unit volume of concrete.
TABLE 4.—Mix data and unit weight of fresh concrete for series B
P Nabe waht by Type of aggregate 8 = 8 S) S
Aggregates a = £2 Mix No. 4 e 2
5 | g 65 “3 Fine Coarse cS) S
oO — Y ~
Sele oet ei e s |-8 bes oO § fo} 3S is 5 o bbl a oa id ee =
Sacks
per Lbs. cu. per
Lbs. | Lbs. | Lbs. : yd. Ins. \cu. ft. 1 hes Seas 94 198 | 349| Na ae ral] Limestone__| 6.0 | 0.74 2.1 152
sand. ee 94 155 SO0k oe (kee (6 (oes ee 7.0 . 67 oo 154 pile See 94 278 490 dOseee _do 4.4 | 1.00 Zak 152 CS eee 94 122 122 | W ‘ay lite 2 WwW Waylite.. e224 16,0 se 1.04 1.6 93 ee 94 104 LOS hone COsesae a= BS eS amcor || ey Sp -85 1.2 97
1 Mix designed to have approximately the same water-cement ratio as mix No. 4, containing Waylite aggregates.
as to expose aggregate on two of the six surfaces. When 42 days old the cube specimens were completely immersed in a 10-percent alkali solution of 5 percent magnesium sulphate and 5 percent sodium sulphate. During the 14-day interval between 28 and 42 days the specimens were kept continuously wet. Periodic weighings were made after immersion in alkali solu- tion from which the losses in weight were determined.
DISCUSSION OF SERIES A
Results of strength tests of series A are given in table 5 and in figures 1 and 2. The flexural strengths shown in table 5 and plotted in figure 1 show how the percentage of Waylite dust in the mix affected the strength of concretes of varying cement content. Water-cement ratio as used in the discussion of series A refers only to the water-cement ratio of the base mix of each group, mix containing no Waylite dust. For total water content of mixes containing Waylite dust see table 3. It will be observed from figure 1 that in concrete for which the base water-cement ratio was. 0.70, mixes No. 1(a) to 1(d), inclusive, the flexural strength
NONWRACCOCOMANNONW+®
on” 800 =x Pas) or
“sz rad 600 F allie
<u Hl w Ze | 1}
=e }
& 400 1 | > WwW ra | \|
ww i oa {||
nS 200 —iI- a= os | Je. = a ro} = 0
MIX NO. la Ib le Id Eb 2c aay esa Sb = Jc 4a 4b 4c 4d
OP ewan sO” apo wee rar 60s 12. 32 40re 8 wo 6 Se 4.40
WAYLITE DUST—PERCENT BY WEIGHT OF CEMENT
Figure 1.—Errecr or Usinc WayuitE Dust as A REPLACE- MENT FOR PORTLAND CEMENT ON THE FLEXURAL STRENGTH OF CONCRETE, SERIES A.
6000 3 Tee - — — --
Ly 4000
2000
POUNDS PER SQUARE INCH 0
MIX NO. la Ib Ile Id Bbw A ewe drs JO: Gb oc dd: “Gos 40. 4e aac
0) 25) 3240 Coe ae OP 5, See ere 2 ooee AO) WAYLITE DUST-PERCENT BY WEIGHT OF CEMENT
Ficure 2.—Errect or Usina Wayuite Dust As A REPLACE- MENT FOR PoRTLAND CEMENT ON THE CRUSHING STRENGTH or CoNCRETE, SERIES A.
CRUSHING STRENGTH-AGE 28 DAYS
increased as the percentage of Waylite dust increased, the maximum increase being 23 percent with 40-percent replacement. In the case of the group for which the water-cement ratio of the base mix was 0.80, mixes No. 2(a) to 2(d), inclusive, the maximum increase in strength was 15 percent with 32-percent replacement. In the case of the next group, mixes 3(a) to 3(d), inclusive, the maximum increase in strength of 7 percent was also found with the 32- -percent replacement, whereas in the case of the last group, mixes 4(a) to 4(d), inclusive, the 25-percent replacement gave the highest strength, 13-percent increase over the straight portland cement mix. In this instance the 40-percent replacement was slightly lower in strength than the straight portland cement mix, the 32-per cent replacement showing about
TABLE 5.—esults of strength tests of concrete at 28 days for series A}
Waylite | Water- ¢ dust cement | Modulus Modaus Gracin Crushing
Mix No. replace- ratio of meth Siar rh strength ment by | of base | rupture | ee aed Catan ratio ? weight mix TAO
Pounds Pounds per square per square
Percent inch Percent inch Percent None 0. 70 661 100 4870 100
pts i= = eR 755 114 4590 94 SPR bee Se ee 763 115 4830 99 AO eee ae 810 123 5070 104
None 80 620 100 3980 100 20 |aaeem eam 696 112 4020 101 S2plson seats 715 115 3820 96 AQ ES ee 705 114 3710 93
None 90 575 100 3470 100 70 hs ae 596 104 3400 98 7 Ae ep eee Sea Oo 614 107 3270 94 7 | Seek pee 572 99 3200 92
None 1.00 518 100 2910 100 25 | Ses 585 113 2740 94 32. Peewee 526 102 2510 86 AQIS £20 ee 500 97 2530 87
1 Specimens continuously moist cured until tested. Each value is the average of three tests.
2 Strength for base mix taken as 100 percent.
246 PPB TEGAR OA D'S Vol. 24, No. 9
TABLE 6.—Results of strength tests of concrete for series B} LIMESTONE CONCRETE WAYLITE CONCRETE
. l tas C.F. 4.4 C.F 6.0 C.F. 7.0 C.F 6.0 C.F. 7.0 Ac- Modulus of rupture Crushing strength at age imo Ss roe =x (mM ae
de ee peeee Tedieered indicated in days T i Wl a | Mix|_ ce Type of aggregate ays 1a im m7 | im |i | No. |ment Y ons | HI ||
fac- = = 600 +7} | \| ——— —
| tor 28 180 | 360 | 3602} 28 180 360 | 360 2 fence lm ii | ) Wi)
| ee ete a “ ss i} I | it il Il
2 | aa | | OW A AE
Sacks Lbs. | Lbs.| Lbs. | Lbs. | Lbs. | Lbs. | Lbs. | Lbs. & ? 400 HIIHIIH oes NII
| per | per | per | per | per | per | per | per | per tes WUT TAN WH Ww A A WH {ik
cu. SQV S02 OE. SO See ay 80: ai Sanwa Aa le A A TA | | yd. ipa. \edite \de |i itp ce in. in. in. 58 WHT TAT AIH LH | WT Ul
je oe 6.0) Natural sand and 692| 766) 744] 682) 4,400} 5,140} 5,340) 5, 910 Ss = 200 Fein it eee i I
limestone. =o WTA WN WH WH IH] | WEA AAT AI
Poe hx) ume d WoL RE RE Rae Se 688| 794] 761] 736) 5,100) 5,820) 5, 640} 6, 160 e WA AE | 1 | ee OPN Sate eo Le 560] 616] 566] 618] 3, 220] 3,880) 3,440) 3, 780 | | | Hy AN A | | Ll ed 6.0) Winy lites es wet 354| 374! 3847] 1386) 2,140} 2,310} 2, 820 2, 390 g Cut Wh AWE WE UT HU
5m Tal Wee <0 See TT 438) 432} 410) 154) 2,720) 2,840) 2,980) 2,920 | MOIST RM-DAYS 28 180360180 28 180 360180 28 180 360 180 28 180 360 180 28 180 360 180
E. = ABSA R=DAYS 0% 0b 0.460" “O10 080) 0) ONO ISO TO ONO SOR OReOROnau
1 Specimens continuously moist cured until tested unless otherwise noted. Each value is the average of two tests. :
2 Moist curing 180 days followed by 180 days curing in air. Specimens tested dry. 3 Mix designed to have approximately the same water-cement ratio as mix No. 4,
containing Waylite aggregates.
the same strength. It may be stated that the replace- ment of part of the portland cement by Waylite dust had a beneficial effect upon the flexural strength of the concrete at 28 days, this effect being more marked for concretes with low water-cement ratios (high cement factors).
It will be observed from the data that the amount of Waylite dust giving the maximum beneficial effect varied with the water-cement ratio, the lower the water-cement ratio (richer the mix), the greater the percentage of Waylite dust permissible. The flexural strength of the concrete was not adversely affected by a replacement of cement by Waylite dust up to 32 per- cent by weight. For concrete in which the base water-cement ratio is 0.90 or less, this percentage may be increased to 40 percent. In studying these results it should be noted that the tests were made at 28 days, no strength data being obtained for other ages.
Crushing strength results for series A are also shown in table 5 and are plotted in figure 2. The use of Way- lite dust as a replacement did not have the same bene- ficial effect upon the crushing strength of the concrete as is shown for flexural strength. For example, for the mixes in which the base water-cement ratio was 0.8 or higher, the strength of the concrete containing Waylite dust was in most cases slightly lower than the corre- sponding straight portland cement concrete, the per- centage of reduction increasing as the amount of Way- lite dust used as a replacement was increased. In the case of the group for which the base water-cement ratio was 0.70, the strength of the concrete containing the Waylite dust was approximately the same as that of the straight portland cement concrete.
DISCUSSION OF SERIES B
The results for series B are tabulated in table 6 and are shown graphically in figures 3 and 4. Figure 3 shows the flexural strengths and figure 4 shows crushing strengths. These data show, for both types of con- crete (that is, the concrete containing natural sand and crushed limestone and the concrete containing Waylite aggregate), the flexural and crushing strengths after 28, 180, and 360 days’ continuous moist curing as well as corresponding strengths after curing 180 days in moist air followed by 180 days in laboratory air.
The flexural strengths of the limestone concrete and the Waylite concrete can be compared by studying the individual panels of figure 3. For example, the second panel gives the flexural strength of the 6-sack limestone concrete, while the fourth panel gives the strength of
Figure 3.—Errect or AcE at Test anD METHOD OF CURING ON THE FLEXURAL STRENGTH OF CONCRETE CONTAINING NATURAL AGGREGATES AND WAYLITE, SERIES B.
LIMESTONE CONCRETE WAYLITE CONCRETE
CiFa0 | T+
CF 44 1 CE36,0 CF 6.0 GF) Se 6000 == = i
' © | | {| RS = \| m7) | ||
oO Be | | |
4 < 4000 }—— NIAAA care} Tl AA UE AAT Wh aa | | | ||
a | i | Ow | =? 2000+ | | | HAA
ee WA Al WaT | =a | il | | pe oho] |
ae | HT se 0 |
MOIST R'M-DAYS 28 180 360 180 80 28 180360 180 28 180360 180 28 180 360 180
LAB. AIRDAYS/O" 00 180° 0° 0! O- 180) 0:50" (0180 = 0 0 OR ISOM OO MO RISO
Figure 4.—Errect or AcE at Test AND METHOD OF CURING ON THE CRUSHING STRENGTH OF CONCRETE CONTAINING NaturaL AGGREGATES AND WAYULITE, SERIES B.
the 6-sack Waylite concrete. The moist-cured con- crete containing the Waylite aggregates developed only about one-half the strength of the limestone concrete. The same general trend applies to the 7-sack mixtures.
Comparing the two concretes on an approximately equal water-cement ratio basis (that is, 4.4-sack lime- stone concrete with 6-sack Waylite concrete), the Way- lite concrete developed about 60 percent of the strength of the limestone concrete. These differences are no ~ doubt due to the physical characteristics of the Way- lite aggregate. Being of a cellular structure and very light in weight, it does not have the strength of a nor- mal limestone such as was used in these tests as the basis of comparison. The strength of the concrete stored 360 days in moist air was higher than that of comparable concrete stored 180 days in moist air fol- lowed by 180 days in laboratory air. For the 6- and 7- sack limestone concrete, this decrease in strength aver- aged about 6 percent, while for the Waylite concrete the specimens cured in laboratory air for 180 days fol- lowing 180 days in moist air and tested dry gave only about 40 percent of the strength of those cured wet for 360 days and tested wet.
The marked reduction in flexural strength obtained in these tests as a result of intermittent curing agrevs very closely with results previously obtained in a series of tests of Haydite concrete! In these tests Haydite specimens cured 180 days in the moist room followed by 180 days in air gave but 36 percent of the strength of similar specimens cured 360 days continuously wet. Specimens in the same series made of natural aggre- gates and cured under identical conditions gave 90
1 The Effect of Curing Conditions on Strength of Concrete Test Specimens Con- taining Burnt Clay Aggregates, by W. F. Kellermann, PUBLIC ROADS, Vol. 18, No. 3, May 1937.
July—August—September 1946 PUBLIC ROADS
TABLE 7.—Results of sulphate exposure tests of series C }
|
retin all Weight loss after period of immersion eee Water- indicated
Mix No. replace- | Cement — ment by ratio, base e : : weight mix 26 39 52 98
> months months | months months
|
Percent Percent Percent | Percent Percent ON a eT ae None 0. 70 6.4 17. 2 | 100. 0 100. 0 Lap ee as gil ae a ae 5.8 16.6 22.8 36. 5 (re Cy. pe eee ee 4.1 14.8 19.0 122.8 ‘lh 4s eae a BOM teens 3.9 6.4 12.0 2 22.6
ARC) Sa eee None . 80 21.8 100.0 100.0 100. 0 234 0) a ae 20) (ene ¢ Ay 13. 2 25. 2 34.8 100. 0 OC) tere oF 62) se ea 12.0 17.6 27.4 62. 4 YH (0) jal Se 40) secre ee cee 6.8 17.6 25.1 35. 4
“he C2 Reger main None 90 34.6 100.0 100. 0 100. 0 rg 45) ee eee Db ere eee 26. 6 157 100. 0 100. 0 TE C0) eee sl Oe Se ee 19. 2 35. 1 50.8 100. 0 “ih tsb PO Ta See Oe es aed 11.0 2).4 31.6 51.0
AA. rat None 1. 00 63. 6 100. 0 100. 0 100. 0 ~ ba (0) pg Nee 46.6 100. 0 100. 0 100. 0
AMGh 6 eed et SP pp oe oe eee 35.3 57.7 100. 0 100. 0 2 (Oj eee C10 sear ple 31.0 45.6 78. 4 100. 0
! Each value is the average of two tests except as noted. 2 One test only.
percent of the strength of continuously moist-cured specimens.
Jn general, the data shown in figure 3 indicate that the strength of the Waylite concrete was about one- half of that obtained with comparable concrete (same cement content) made with natural aggregates when the test specimens were cured continuously moist. For specimens tested at 360 days, which were subjected to 180 days of moist curing followed by 180 days of air curing, the strength of the Waylite concrete was only about one-fifth of the strength of the concrete made with the natural materials. The limestone used in these tests is of a nature that tends to produce high-strength concrete, particularly in flexure.
Crushing strength data are shown in table 6 and plotted in figure 4, the arrangement being the same as in figure 3. For the continuously moist-cured speci- mens the results agree very closely with those obtained in flexure, the Waylite concrete giving about half the strength of the limestone concrete for equal cement content and about two-thirds for equal water-cement ratio. However, specimens cured moist for 180 days followed by 180 days’ curing in air did not show the retrogression in strength that was found with the flexure specimens. This applies both to the Waylite concrete and to the limestone concrete. In fact, the limestone concrete subjected to the air curing gave about 10 percent higher strength than did the specimens cured continuously moist.
SERIES C WITH EXPOSURE TO SULPHATE ACTION
Periodic examination was made of the cube specimens from series A which had been immersed in sulphate solution, and the losses in weight, based on the wet weight of the specimens at the time of immersion, were determined. These losses, computed on a percentage basis, are given in table 7. They are also plotted in figure 5 in a manner to nee out the effect of richness of mix and also the effect of varying the quantity of Waylite dust used as a replacement. The water- cement ratios for the base mixes, mixes containing no Waylite dust, and the percentages of replacements were, of course, the same as in series A (see table 3). The bar diagrams in figure 5, which extend to 100
percent, are broken for the reason that in no case did — complete disintegration occur at exactly 39, 52, or 98
4) ta} 2 U re <
Be ] {2} 5 Ze) i :
wW
Oz « w2
= an , £60 e e +=
g Is o-
SE
2040} a = h- ZO 1
f me “a
Yu
9220} - «
w = ua
<
%e WAYLITE 25 32 40 32 MIX NUMBER foqitby Vere tee par Sb cael 2a Sa. Gb ae 3a aa 4c 4d BASE w/c 070 080 090 100
Figure 5.—Errect or Usinc Wayuite Dust Aas A REPLACE- MENT FOR PORTLAND CEMENT ON RESISTANCE OF CONCRETE To ALKALI ACTION, SERIES C.
months but at some time between these periods and the time previous weight determinations were made.
Considering the resistance of the base concrete as affected by water-cement ratio, it is evident that the durability was markedly decreased by increasing the water-cement ratio. The straight portland cement concrete showed losses after 26 months’ immersion varying from 6.4 percent for a water-cement ratio of 0.70 to 63.6 percent for a water-cement ratio of 1.00. After 39 months’ immersion, all of the plain concretes with water-cement ratios of 0.80 or higher had com- pletely disintegrated while at 52 months the plain con- crete with a water-cement ratio of 0.70 had completely disintegrated.
The use of Waylite dust as a replacement for a portion of the portland cement had a decidedly beneficial effect in these tests. Referring again to table 7 and to figure 5, 1t will be noted that, for any given base water-cement ratio, improvement in resistance to the action of the sulphate solution resulted from the use of the Waylite dust. For mixes 1 (a) to 1 (d), inclusive, the losses in weight after 26 months’ immersion varied from 6.4 percent for the 0-percent replacement to 3.9 percent for the 40-percent replacement. This group had a low water-cement ratio of 0.70. In contrast, for the same immersion period, the group in which the base water-cement ratio was 1.00 showed losses ranging from 63.6 percent for the 0-percent replacement to 31.0 percent for the 40-percent replacement. The same general trends hold for the other immersion periods. A study of the weight losses after over 8 years’ (98
months) immersion furnishes interesting comparisons. In the lowest water-cement ratio group none of the mixes containing Waylite dust showed complete dis- integration, the maximum loss in weight being 35.5 percent for the 25-percent replacement. In the next higher water-cement ratio group the mix containing 25 percent Waylite showed complete disintegration while the mix with 40 percent Waylite showed practically the same weight loss as that found with the 25-percent replacement in the group having a base water-cement ratio of 0.70, mix No. 1(b). In the group having 0.90 base water-cement ratio the weight loss of the mix containing the largest amount of Waylite was 51.0 percent with all other mixes showing complete disintegration. In the case of the group in “which the base water-cement ratio was 1.00, all mixes showed complete disintegration at 98 months.
(Continued on p. 250)
TIRE WEAR AND COSTS ABSTRACT AND CONCLUSIONS RESULTING FROM STUDIES AT IOWA ENGINEERING EXPERIMENT STATION
ALUABLE DATA ON TIRE PERFORMANCE are presented in bulletin 161, Tire Wear and Cost on
Selected Roadway Surfaces, by R. A. Moyer, research professor of civil engineering, and Glen L. Tesdell, re- search assistant, of the Iowa Engineering Experiment Station at Ames, lowa. The work reported was done in cooperation with the Public Roads Administration. The following is an abstract of the report and a full presenta- tion of the summary and conclusions.
This study of automobile tires is part of a general investigation of vehicle operating costs, and of the roughness (in terms of riding comfort) and slipperiness of various types of roadway surface. The 10 sections of highway of various types, on which studies were made, varied in length from 20 miles to 320 miles. The sections or routes were located in four States—lIowa, Kansas, Missouri, and Wyoming—and were selected because they were considered as reasonably representa- tive of the types of surface on the main highways of the United States. The scope of the investigation is indicated by the fact that it involved the use of eight automobiles with which detailed observations were made during 450,000 miles of carefully controlled driving.
Tires were the subject of special study because their cost is influenced to a greater extent by the type and condition of the roadway surface than is any other item of vehicle operating cost. The study provided data indicating the effect of each of 15 factors on the rate of tire wear, and of 12 additional factors contribut-
-ing directly to tire carcass failure. It was determined that tire wear is influenced directly by: Car speed; rate of braking and accelerating; type of roadway surface; tire inflation; wheel alinement and wheel balance; atmospheric temperature; tire switching or “rotation” from one wheel position to another around the car; highway curves and grades; type, grade, and age of the tire; mechanical condition of the car; and the driving habits of the operator. Factors which contributed directly to tire carcass failures were: Neglected cuts, punctures, stone bruises, rim bruises, and _ fabric breaks; heat, fatigue, overload, and incorrect inflation; tread separation, deterioration of the rubber and fabric from oil and water, and damage from tire chains; and certain types of abnormal wear. The results of the tire wear measurements conducted by the lowa State Highway Commission to determine the relative resist- ance to wear of various makes of 100-level and 90-level tires and of synthetic rubber tires supplement the data obtained in this investigation, thus making it possible to present a summary of all of the major factors that contribute to tire wear and tire failures. The term 100-level designates tires of the grade regularly used by car manufacturers as original equipment on new cars; the price of these tires is taken as a base (100 percent =100-level).
The studies indicated that, primarily, speed deter- mined the rate of tire wear and that the 35-mile speed limit, imposed as a war measure in the interest of tire conservation, was based on sound premises. On the basis of the average wear rate observed on concrete pavements and bituminous surfaces in Iowa and Kansas, a life of 56,500 miles for automobile tires may
248
be expected, with due attention to tire maintenance, if the car speed does not exceed 35 miles per hour; whereas at 65 miles per hour the life expectancy would be only about 18,700 miles.
It was found that variations in car speed affected tire wear to a greater extent than any other single - factor. Stop-and-go studies, simulating car usage in cities, showed an extremely high rate of wear. It was found that when the wheels of a car are out of aline- ment the continuous braking effect which is created may cause tires to wear at a rate as high as 10 times the normal rate.
The investigation disclosed that there is a wide varia- tion in tire costs on the various types of road surface, and a sharp rise in the costs as the number of stops per mile is increased. Improvements in tires and in the construction of highways have yielded big dividends to the motorist, but much improvement still is possible as is evident from the fact that the tire costs for travel on gravel surfaces are about double those for travel on concrete pavements.
The United States, in devoting its energies to the vigorous prosecution of World War II, has been con- fronted with a rubber shortage, and in consequence the supply of tires for civilian use has been sharply cur- tailed. The findings of this investigation, indicating so clearly the measures necessary for tire conservation, were summarized in nontechnical form in a pamphlet, Tire Wear and Tire Failures on Various Road Surfaces, published by the Public Roads Administration in 1943.
The results of the study show that highway engineers can aid in tire conservation by minimizing, within the limits of safety, the abrasiveness of surface treatments, and by keeping roads and streets in good repair to prevent tire bruises and punctures which may lead to blowouts. Careful attention by the vehicle owner to such measures as repairs of minor tire injuries, correct inflation, and elimination of exposure to oil and exces- sive sunlight or heat can contribute still more. These measures are of course equally efficacious in peacetime or in wartime. The report provides information that will be useful in highway planning and traffic control, and in the selection of maintenance methods and materials.
SUMMARY AND CONCLUSIONS
The significant data and conclusions of this investi- gation are as follows:
1. Results of tire wear measurements are reported for more than 2,000,000 miles of tire travel on selected sections of the major types of road surface in Iowa, Kansas, Missouri, and Wyoming.
2. Variations in car speed caused greater differences in the rate of tire wear (loss of tread rubber) than did variations in braking and acceleration, type and con- dition of road surface, tire inflation pressure, or any of the other factors investigated.
3. The rate of tire wear on concrete pavements at a nominal speed of 65 miles per hour was four times that at a nominal speed of 25 miles per hour.
4. The greatest change in tire wear with change in speed was observed when operating on the most abra- sive surfaces, for which wear rates at 65 miles per hour
July—August—September 1946 PUBLIC ROADS _249 were in some cases as much as four times those at 35 miles per hour.
5. The least variation of wear with speed was ob- served when operating on bituminous surfaces sealed with thin coatings of asphalt or covered with moder- ately soft limestone chips held in place by asphalt. The rate of wear on these surfaces at 65 miles per Bee was approximately double that at 35 miles per our. 6. The higher rates of tire wear observed at the
higher speeds were due to the greater amount of bounc- ing and slipping of the tires, the increased traction required at the rear wheels, and the increase in brake applications and braking time.
7. In stop-and-go tests, simulating city traffic con- ditions, the rate of wear was seven times that in normal driving on rural pavements at a speed of 25 miles per hour.
8. The average rate of wear of tires used regularly on city streets at the customary speeds was two to three times that of tires used on rural pavements at 45 miles per hour.
9. The rate of tire wear on dry pavements was approximately double that on the same pavements when wet.
10. When wheels are out of alinement, forward motion of the car produces a continuous braking effect which, in extreme cases, may result in tire wear at 10 times the normal rate.
11. Rate of tire wear during the first 500 miles of use was three times the rate after tires had been driven 3,000 to 6,000 miles.
12. Rate of tire wear was affected only slightly by variations in atmospheric temperature. On gravel sur- faces the rate of wear was greatest in the summer months, but on dry concrete pavements and bituminous sur- faces the rates of wear were greatest during the winter.
13. The rate of wear for the tires on rear wheels was from 130 to 200 percent of the rate on front wheels. As a general average, the tires on the right wheels wore 10 percent faster than those on the left wheels.
14. Switching or ‘“‘rotating” all tires, including that on the spare wheel, from one wheel position to the next around the car every 2,000 miles is recommended as a means of equalizing tire wear.
15. Tire wear on curves at speeds that caused the tires to “‘scream’’ was more than 10 times the wear at speeds that did not result in sidewise skidding.
16. The rates of wear of tires of the 100-level grade made by various manufacturers, and normally sup- plied on new cars in prewar days, did not vary from the average by more than 10 percent.
17. The rate of wear of two synthetic rubber tires, on one car, exceeded the rate for the two regular 100- level tires by approximately 30 percent.
18. Increase in the rate of wear of tires, because of age, was less than 25 percent for ages up to 3 years. Effect of age on wear was twice as great for rear tires as for front tires.
19. The average life of 10 tires operated on concrete pavements was 36,651 miles. On gravel surfaces the average life for 20 tires was 23,160 miles. All of the test tires were used more miles per year than are those on the average passenger car and, therefore, under more favorable conditions as to age.
20. Records of car owners and of tire manufacturers indicate that in 1940 the average life of tires in the United States was approximately 22,000 miles.
21. The longest life of a 100-level tire in the wear tests made by the Iowa State Highway Commission was 70,000 miles, and the shortest life 20,000 miles. se of the synthetic rubber tires had a life of 36,000 miles.
22. Operation of a vehicle equipped with a set of tires with recapped treads made of 95 percent reclaimed rubber, indicated a life after recapping of 14,000 miles if speed were restricted to 35 miles per hour.
23. A life of 60,000 miles is a reasonable expectancy for 100-level tires with one recapping of reclaimed rub- ber, and restriction of speed to 35 miles per hour.
24. Many thousands of tire-miles are lost when tires become unserviceable because of avoidable carcass failures long before the treads are worn smooth. Among avoidable damages are abnormal tread wear; carcass weakness resulting from neglected cuts and punctures, stone bruises and fabric breaks, and loosen- ing of inside cords by running on soft or flat tires; overload, incorrect inflation, and rim _ bruises; and tread separation, deterioration from oil, and long exposure to sunlight or heat.
25. In 132,000 miles of driving on gravel surfaces, there were 98 punctures as compared with a single puncture in the same distance on concrete pavements and one puncture in 72,000 miles on bituminous surfaces.
26. The heat, impact, and fatigue effects of operation on rough, loose, corrugated gravel surfaces resulted in tread cracking and blowouts. Approximately 30 per- cent of the original (new-to-smooth) tread-groove depth was still remaining when these tires became unservice- able because of carcass failures.
27. Continuous operation at 65 miles per hour on concrete pavements, with no change in atmospheric temperature, caused the pressure in 6.00-16 passenger car tires to increase 4.6 p. s.i. (pounds per square inch) in the rear tires and 3.5 p. s. 1. n the front tires. For continuous operation under similar conditions the tire pressure was 1.5 p.s.1. higher at 65 miles per hour than at 35 miles per hour for both the front and rear tires.
28. The tire pressure rise when driving on gravel surfaces was 0.25 p. s. 1. Jower than that on concrete pavements for corresponding speeds and atmospheric temperatures.
29. An increase of 1.0 p. s. 1. in tire pressure was observed for each 20° F. rise in atmospheric tempera- ture.
30. A normal loss in tire pressure of 1 to 2 p. s. 1. per week was observed during the winter, and of 2 to 4 p.s. 1. during the summer.
31. An inflation pressure of 30 to 32 p.s. 1. “‘cold”’ is recommended to obtain the greatest service from 6.00-16 tires.
32. The practice of decreasing the inflation pressure by letting air out of tires in hot weather is not recom- mended, unless pressures are checked and adjusted carefully and frequently.
33. The temperatures in the treads of 6.00-16 tires in continuous operation at 25 miles per hour on dry concrete pavements, averaged 35° F. higher than the atmospheric temperatures in summer and 55° F. higher in winter. When operating under similar conditions at 65 miles per hour the tread temperatures averaged 75° F. higher than the atmospheric temperatures in summer and 95° F. higher in winter.
.
250 P-OBEROSROA DS. Vol. 24, No. 9
34. Tread temperatures averaged about 40° F. lower on wet surfaces than on the same surfaces in the dry condition.
35. By making suitable allowance (an increase of 3 to 5 percent) for the changes in tire volume due to changes in tire pressure, the “tire pressures for various tire-air temperatures can be computed by applying the Jaws relating to pressure and temperature of gases.
36. The costs for 6.00-16 tires and tubes operated on concrete pavements in Jowa and Kansas averaged 0.18 cent per car-mile; for bituminous surfaces in Kansas the average cost was 0.19 cent per car-mile; and for gravel surfaces in Iowa it was 0.37 cent per car-mile. The average speeds to which these costs apply were 4215, 43, and 37 miles per hour, respectively.
37. In 1910 the average life of tires was less than 3,000 miles and the average cost of a tire and tube was about $45. Thus, the average cost for tires and tubes in 1910 was about 6 cents per car-mile, or 33 times the average cost of the tires and tubes used on concrete pavements in this study.
38. The tire costs in the stop-and-go driving on =
concrete pavements averaged 0.61 cent per car-mile, or more than three times the corresponding cost for average cross-country driving.
39. “Highway engineers can aid in tire conservation by minimizing the. abrasiveness, within the limits of safety, when repairing or resurfacing roadways. Roads and streets should be kept in good repair, free from pieces of metal and glass that can puncture tires. Holes with sharp edges, which cause cuts and bruises that may result in blowouts, should be repaired promptly.
40. Compliance with restrictions of the wartime tire conservation program is necessary to keep civilian motor vehicles in operation until adequate supplies of new tires are available. The major items in the con- servation program include limiting speed to 35 miles per hour, recapping of tires at the proper time, elimi- nating all nonessential tr avel, and periodic inspecting of tires. Other measures recommended to car owners are: Start and stop slowly, reduce speed on sharp curves and steep hills, check tire inflation each week, and keep loads within the rated capacity of the tires.
(Continued from p. 247)
CONCLUDING STATEMENT
These tests emphasize the importance of moisture condition at time of test upon the flexural strength of concrete containing aggregates of the type represented by Waylite. The results indicate that the moisture content of the concrete at the time of test has a far ereater effect when aggregates of this type are employed than when normal aggregates are used and corroborate the results of previous investigations.
The use of Waylite as fine and coarse aggregate in concrete resulted in a marked decrease in both crushing and flexural strength as compared to the results ob- tained with concrete containing the natural aggregates
used in these tests. The decrease was somewhat greater when the comparisons were made on an equal cement-factor basis than when based on a comparable water-cement ratio.
The use of Waylite dust as a replacement for a portion of the portland cement resulted in an increase in flexural strength and a slight decrease in crushing strength. Its use also markedly increased resistance to the destructive action of a sulphate solution con- sisting of 5 percent Na,SO, and 5 percent MgSQ,. The tests emphasize the beneficial effect, from the standpoint of sulphate resistance as well as strength, of using a low water-cement ratio.
U.S. GOVERNMENT PRINTING OFFICE: 1946
PUBLICATIONS of the PUBLIC ROADS ADMINISTRATION
Any of the following publications may be purchased from the Superintendent of Documents, Government Printing Office, Washington 25, D. C. As his office is not connected with the Agency and as the Agency does not sell publications, please send no remittance to the Federal Works Agency.
ANNUAL REPORTS Report of the Chief of the Bureau of Public Roads, 1931.
10 cents. Report of the Chief of the Bureau of Public Roads, 1932.
5 cents. Report of the Chief of the Bureau of Public Roads, 1933.
5 cents. Report of the Chief of the Bureau of Public Roads, 1934.
10 cents. Report of the Chief of the Bureau of Public Roads, 1935. 5 cents.
Report of the Chief of the Bureau of Public Roads, 1936. 10 cents.
Report of the Chief of the Bureau of Public Roads, 1937. 10 cents.
Report of the Chief of the Bureau of Public Roads, 1938. 10 cents.
Report of the Chief of the Bureau of Public Roads, 1939 10 cents.
Work of the Public Roads Administration, 1940, 10 cents.
Work of the Public Roads Administration, 1941, 15 cents.
Work of the Public Roads Administration, 1942, 10 cents.
HOUSE DOCUMENT NO. 462
Part |. . . Nonuniformity of State Motor-Vehicle Traffic Laws. 15 cents.
Part 2... . Skilled Investigation at the Scene of the Acci- dent Needed to Develop Causes. 10 cents.
Part 3. . . Imadequacy of State Motor-Vehicle Accident Reporting. 10 cents.
Part 4. . . Official Inspection of Vehicles. 10 cents. Part 5. . . Case Histories of Fatal Highway Accidents.
10 cents.
Part 6. . . The Accident-Prone Driver. 10 cents.
MISCELLANEOUS PUBLICATIONS
No. 191IMP. . Roadside Improvement. 10 cents.
No. 272MP. . Construction of Private Driveways. 10 cents. Highway Accidents. 10 cents.
The Taxation of Motor Vehicles in 1932. 35 cents.
Guides to Traffic Safety. 10 cents.
An Economic and Statistical Analysis of Highway-Construction Expenditures. 15 cents.
Highway Bond Calculations.
Transition Curves for Highways.
Highways of History. 25 cents.
Specifications for Construction of Roads and Bridges in National Forests and National Parks. 1 dollar.
Public Land Acquisition for Highway Purposes. 10 cents.
Tire Wear and Tire Failures on Various Road Surfaces.
Legal Aspects of Controlling Highway Access.
House Document No. 379.
10 cents.
75 cents.
10 cents.
15 cents.
Interregional Highways. 75cents.
DEPARTMENT BULLETINS
No. 1279D . . Rural Highway Mileage, Income, and Expendi- tures, 192] and 1922. 15 cents.
No. 1486D . . Highway Bridge Location. 15 cents.
TECHNICAL BULLETINS No. 265T. . . Electrical Equipment on Movable Bridges.
35 cents.
Single copies of the following publications may be obtained from the Public Roads Administration upon request. They can- not be purchased from the Superintendent of Documents.
ANNUAL REPORT Public Roads Administration, 1943. Public Roads Administration, 1944. Public Roads Administration, 1945.
MISCELLANEOUS PUBLICATIONS No. 279MP. . Bibliography on Highway Lighting. No. 296MP. . Bibliography on Highway Safety. House Document No. 272 . . . Toll Roads and Free Roads. Indexes to PUBLIC ROADS, volumes 15 and 17-23, inclusive.
SEPARATE REPRINT FROM THE YEARBOOK No. 1036Y . . Road Work on Farm Outlets Needs Skill and
Right Equipment.
REPORTS IN COOPERATION WITH UNIVER- DLLY SOR TLEINOLS:
No. 303 . . . Solutions for Certain Rectangular Slabs Con- tinuous Over Flexible Support.
No. 304 . . . A Distribution Procedure for the Analysis of Slabs Continuous Over Flexible Beams.
No. 313. . . Tests of Plaster-Model Slabs Subjected to Con- centrated Loads.
No. 314 . Tests of Reinforced Concrete Slabs Subjected to Concentrated Loads.
No. 315 . . . Moments in Simple Span Bridge Slabs With Stiffened Edges.
No. 336 . . . Moments in I-Beam Bridges. No. 345 . . . Ultimate Strength of Reinforced Concrete
Beams as Related to the Plasticity Ratio of Concrete.
No. 346 . . . Highway Slab-Bridges with Curbs: Laboratory Tests and Proposed Design Method.
No. 363 . Study of Slab and Beam Highway Bridges.
UNIFORM VEHICLE CODE Act J1.—Uniform Motor-Vehicle Administration, Registration,
Certificate of Title, and Antitheft Act. Act II].—Uniform Motor-Vehicle Operators’ and Chauffeurs’
License Act. Act I]I.—Uniform Motor-Vehicle Civil Liability Act. Act IV.—Uniform Motor-Vehicle Safety Responsibility Act. Act V.—Uniform Act Regulating Traffic on Highways. Model Traffic Ordinance.
A complete list of the publications of the Public Roads Administration classified according to subject and including the more important articles in PuBLIC ROADS, may be obtained upon request addressed to Public Roads Administration, Federal Works Bldg., Washington 25, D. C.
ATR TT PE EE Ce LE DE PAS TE EE SIE IT SE ETRE IE EGE TS ER RST EL EIEIO I A PO
were wreske eter t we PA ash iar ary oh te
Oe ioe tl lskeds #6 Us ve
MP Hae AE RN Bough rit CeLSLA ne by Setter Fie to ep
site ” jetin ae Bt Uy Ber, A hla h
¢ De Were i eb te OLR AR RA RR
‘ ° alts eure irnect Weer lhe Ride he bt ee tobe eugene ace, vue wan t
CaN Hew Oot | DOK bemd ee,
bebo r
‘ toe GCOK EA eC Berisha kok Beer oct bt Pah Re Hoe we
ing be & ere Grtr preter tease: Wu yarslivasecechh etic bees aces Oe d. bat Uke ene AIsee Rees:
mol sor 8 qe A jhe +1 Pashe Wrtstt wae te Weamed weed: DOA tai a etal ed CA
ae ent: $ * WET Obed ee eres
eraetitacese Renken =e
seeines saa « ce wz aon Ses, “ae, wats ety
te Joie org” O- . wheeetx seseraey bh ieeiberntiishe eet me A aqua veeuee iat Pee eamenn rare. . eae’ ‘i : aut fet neh x Riise
ishae resem qed ee micbebwaecorerdsne iSoteer'n. Ge eroy esse eesti hy ih ites i) : Leet ot
pL Ty a ry 4 Weeene 4 fi Peer te
4 yh vi ie te vite hsiie Deere cebe nba eee 0) hue i ilisneat meen wy eu iw tn tie eh baa ek
feve ten iy +
renee beagle iri nant vi
4 F Coen ae Cee
y Meroe Woo sRs beste uruetsieme ts sesener a iureri > mbachy ee sibeetas a
ete bre rtis ty eMip Wise ath vk dander B fre rmowsn t ia res Sater A Pretty ah rf ty
ecirrae of auth Oa M hist th a Hy Ht deotte th ; © a “hy min * Fup t teh aNetorecacesanes very “aye phe py eae Sa tal ta Pre ata i le iting i ei Wele bebe tbs bet ek
' SCALAR GR er bs byretgie We he ‘ :
a etans few. tr bck. Wks bee Dad Hic Bite tat Bere a tet: tits e
matin tates Tlie Basle temp iret Were
aay wet al a Ae va his fete bbe nakehe sara
7 A .
Reto ema bereby
i icaticee neces age een Be i ace rect oan a ewan iG irate nears it
ive mt pete aay site Utd i See weigota hs Ra ait —
UPB W, vin Ache
tet th
ae v 4 iT AW ea bern
Bea Wh Bk "%) “
un th ei eed hE
ete HE Mote shome re dcdie hgie mie a iy io bbe by Napacueartic ee yeiseee trad ae Wt Peete iy iw se ea aioe, Ay Tedeiteis be Wrdloe } ie 4
Li} mabey Were bree a be be dtwh ethadesinia yrgas Rs fhe Wh a aie ” Se ie thy tote ies be ebae Ks rhe ds wiki * Tew WHE Het Tatinhtinh she uneeen 2 \ ha We th mde RH te z boone lett pti Meh the th '
ii thew: ones wit yt Y ie AersPate 0 Or ste slate ht ve erty, in 7 es Uitte sep eip-by, > 0 oe erent naman 7) ot tenew ghee *r 0 Silt | A LS ere Let atl 8 Sr oto sais ita lede inh ma Star As ta et Waris tT ‘ oh 3 et iy eins UO wea On be mts " ts : stp We He ; be Reseht tee Eecley tee roth tte pean cere a Gath eb vont atyt Ra wins nine Hany ine v eit fo i bed, CM ae Ay ‘or ns beat nuns Na wee euch rai Et ery
° sat iinet \ ett are Rewer brent be Lie Wty i catnocesusy Seer
pet eREiCibah ‘ee sh ss
se OS He AP aha thee he Ueledret robin d
ty Heh i Then: Wt We Wh coun i i nave \ LAU SaLOaLS We OU ) bobs Wieetre hod
Aeis Me tlt yet hoy deen » ie telat tt Ce al Lae ‘
vu Hi . . wie on We Mines tt Pua! fel S ast tictan : hart ves Ne : Nettie a ls ini v Rae joie ic iM iat tn Wain “ : at i
, FA PAN deh we Ny is Pea be eon a emp the bag be Nas be en eats } $ De Gee ae oe ee ‘i i pie eens ny ee ite ii ie Ak bate Tbh, Reece hoten bike ‘ Web etanriy habe hehe e Neobeb a Rebrhed Uric leith beter
ih ether oat le ndbperiprateent, ‘ih i ' Weyive wea irri Geet We ORME SG ALL a mies fei ie eday ads Ui tinge aS sti mir ei nine Lm }
% SLA Ran RRL PIAA mile aes at ee a Fie ee 18M, tivestivtcts Ca tee
tele ite COM at a ea Eon Ota
oe whe Maite Wa ate
ae a ‘ aaah est und ia) “neti iM MEMO 0 Wb: Plott bey
iy ty Tete tbe i
it
oe he “f ae
va Hehe
i * VaPitec tien d Guha aaa) (Adie Lie Batt vite
tet tiptoe be bs te bi va u heheh We spare wid Hab Aan yw ru i ‘i vy Ace ni i Mii
teh Wei nw ities PROM ae fined wit Oy
varity Tena at , = he fresyn ‘ ah dyed erie wn se ar
mK At rete Hida ate Set Y
iH Mi Ms ie i at ites
vat Hat ht ne on Ws ‘ieee ta sink
oe ie
ne oie oe Se At eth
ae ee ss i. ii 8
pee tect
tee tol Y aa Will Shy Liang? Dee tof ik
0 hoot Both Whebet
aL d EUS bebe b, EE Oe AS fol e bte bey both Wi @ohotek: Ghoti be hy iy breed, Ll fo Vcererteh ick
KNN PAIRING Car OR CE Mote Hebi let Whit, he Us Ube ' CeO
‘ i My wim
EUs bu ite ' » ‘it v. Niiee oe
Oa a Wl tend Vem wet Melee ly
fey
b aS ; iG Hy taste
inet iis ae an
wh HM Ta , be tke ety
( Paar ate PW lhebefestnhe 8 SOURED Hh i a Rt if SOROS ROHS Ka belie ws t
iy ie we rai Wee beds e ae DORON aid jotta 1 beck sides Heber AN, Us emai se Wied pall pa aay aoa eh) ‘he & j hee
jan 4 ela he iiaeeben he) H ie
‘i Fl cee tases aid uy me i ie a
Ah nytt
Cees " nM Wit fA POA a
it be Watered) Cerin DORM
te
aorta HE yi
wh fel j
KOM rah tht eh i , U ne 4 {yeah iit HD hel Wy (i = Rea ie Bly hi By ak Ma nike oem Ta
¥
‘%
be inches “ib Matte icici ciate Wi ie uy si ie haliet DOONAN wich yn ni ANOCPAN
= tain PIM aA) aOR ih cc NG he ‘ FW O7E shor I oh YC hol he
a ian ri one oe ea ses VAMP Ore AERC eed i HW ebb wit ee tt ‘iy (eateruchiee Ribs th txt na a i ie wih nh He na we iti i se ” Mi Wy " u ia ‘it ay y ‘ f ma "
wai Cuawiwe : ae eae Ooi Pits “ite sith iit aay }
os 1 ba is iis Ny i Pete vob hb Wtek fob ket b ithe cie eit Hob AL tbe i) bhi a bib eh ot a heb
Pia } hee nee »
1 Hs 4 wi) (he ht eb he bth
ALAR *) A AN: rit 4 A Mea
MRA a aa aA “nr ay Wb th MN i‘ Ike Oe ea + "
vat A i i" ri i itt bean aad es AN Pitta
fi is ta AA We iw i ic oe Uh pn hehe bbe ie bata
“ati atid te Hoare nun Netna j ‘1 “it Wet Waulrarn ty My Wy i Ata
ee rit oan Weare tie Met veh 8 Penn a rae Whee Veh wink | ei vires Hbesee els rar ‘ vit hes Hb i taehdhas Wha Mi b bf WOH ek
wait kit MMM EAU MAOH CLA He MH Phy (au Yt “ t Savarese ‘ henits yeh ey hahah i ri ey te! iti vain mate ray os as sii bitan ye bP Wy iy he ube hk ely fet iY be ED Ride fe bee itt ai hi ih aaa EXON iN ti Key i a NAN snail ik AN ety
yi Mi eset as RAGAN sana ai 4 iy! eb a soe Wi ht Vol tek brie Welt oO
i Pitan hye (i PMA La NORIO HENGE MEM GUM ARK RA Wien at (ti Wty aun nite DANNY OR MS NSS, ets 4 TM) he whl I sera Ag Hbet dat etn wy ea ‘
I it aan Bre A ti meat eth Pg Wea bey eee habit ett UU ae Oo Ce i Oo bob (lite tenth
in ie fat in Bedhycie U babvbe ttt hl Bond, Bekiob te be A tye eo Et
ce Mi Aras) Bantu ihe tsi uy iit ite SUMATRAN GRD tC Ran CUR 4 TAHIR No amon rena FBC Hil CMA Mehra
2 fi 2G, fl YD \ Ney Het i nai te We ij fe i mt ier he bis My) teh A Weenie \ ea Wok be \ An aT \ th : es i " we He ie cae ce iN 4 ROCHE ieeranita itt Wik ane mh UN SKE RAR teh oct NMR Me WL Ske RL ya ie y on) Hebe th uy AID iy PAS RVOR CR Fie ei i)
cae ; i fetta tat it Peta ms ) motte AnD oe MU wiih nu b Bai i tees iat Neo einta ARN a a ii i weit bi bs { he Pie fie { Aaa iy Meurer unr)
iene saan tty ‘ie! es 4 eat i ms iy A baat silt Asad \y iit i we i “ae fia ty ran mh i. i iy AN tit he : weet Noth mi : MK ( on i Neath Atal Aid OH Rati Mah ne b wie A otgeu! it!
wi sti ne nai aut fie jWaweiiite ‘ en iti eh wes cant i i EK ee ag i tian inet i ite a iar wi ie enie wi x ont Me ‘ nt ued bl tat % Pte Hi no ri ae " aH stun te Ae Aoi Wigs sit Hit i i Matalatett heb I bh ‘wt ie spot
HA as ci Mi iia a a uth aint itita HG cuties ty iy i Ay HAR ‘Het Whe be + neat ede bs i feet SNM E Rte via th th ait wi Rau ett i hehe ewe: mugs
it th Site CARCI * MWA toy Henan ia MAAS yeaah
i wey t Hy wb ralehy
boy, bedi itiemeehiw aah
i
i sh ies ern Waa itgevcus un nA i 4 vith bie och
wi at 4) A, t Fut eed tei { iti i nha iP Petia A ‘i ) ‘tin i HN Sitti iN nb it eet beim eet HA te ea ne Hap ii i) te “ rik eats i Kee ee) i LE 4 f \ Soe itt Maen As neh fh ae " etsy Ra Sera aaa Th a wed
hs etal beruceca iti ne = FACE ARG sete ae eT mee why Hes Caf my
{ ae cnet a Mii i ri wie tei sh if i Must ui i! , 2 y 1 4 i i thal ih ) A f ite Hy ey Di Mie beolilstat ft i ih Hae ia cy oe RRO O ROCK ‘i A am a ft Hon whl i AN Wh Se beh
j yt vee me WA) few Nee Ad ti! ati tvtes fee unk acted : 5 SHAG BER BRS eh bee Mh PY kT, t. by) mo is ee y i wh WHY f ahtiatat SOs \ it a i faraeg sii PA ROAM "etek
, i Fa tb Parisi ‘ ‘ 4 i ‘|
ny ah mie iy taal ; Bate le } Wha iit “ sci ts th wy in fs fa (Th bi an ¥ nn mH br, ean i wy bse eu nt tat a wie ihe whit Wain it Ha fetal Swit HN ema (ted ed “i ie i h ‘
wh is } ' hy" PUN NA mi he st Maa Be i eo at ALY Hs wey muita Wehod Bethet tl "ety BUCH print alien ity i NM Rye Wye ty He yi Moti titaty de Fit w ii Id oe i hy Hatt yt fy fi a Ssh Hier “bit bb A hep
Wey! i ay ru POEM Air f it ES haa! AV Wy i tie a Hn ae ok ih ih fil aba i Hie ibatal alee rN, Am ah HOH 8h
see ; Mate hy A braun mf Mi Wes oi “ aan 4 eat ton em teielstyt { tie Tati ; vi es Dy sae ras fy A itathe at DUNT Me Di Dyin bob i HAAN ha
Emi MBSE aS bale He ROA PRE poy Wary vl Rtelahtseet 6 Pr WARD ARYA aT un an a Naat haba TM lit
i 7 eye tN y ot th 4 be fe Bi ne wi wal i niet s Waa He unt Wa th We foot Heo i My ft he 4! ‘fy, ahh Hitch
Yat set ae ee it it if ites lati ifs ) Hue (} ‘, te, aN itt aly Aa AMUN a .
i thy Aly 0 4 hf amyl ae CNG AREAS Oh
Se ! mt fh HS ie aarti uy in i tb eat ta “in at % ryin he uatily 8 a rat i mM) Beets i nt ieiaint Di i ' Hat ner lyon vi ibaa nea tienes ath i i hw Srreatety atte uta (y (oes a si ‘ Ha teh i) : 0! if i sata et ‘ath meat ti Nase nie CARY ” #y CCH ‘ satis iy ‘ RY tit eg HBT 8 hs ote ti tit i of AINA aan rh A Vm yeni ‘i fruit OM aR
aN ait wi ce Hat oe ica Ah i viata AD ra HV Oo yy et Ns atal ny ath wits Mt ise wht My Uh a hey mk (e AES ani age bet sine i Daan a ant Wsats la tity wile tae Ht bet unre | bhi hay ; 3 Mn WO Mi mit ist She Oy a t anh ity ii wh hy is Wary we \ heh “ at nee " a ir wn Hay nase WON WBA ee peeked \ i
fy yb} Mh 3 ahs iy (ther be ri abate aie i sit ‘ ah 4) WK hie ol i Pitstueitn UA ‘i aM) hy Ms eran hid ANA AR eM Vani a Ny oe ae rity Hi Py iting ui LA neste Mi Fails ait it { De wy i Hit WA reget het we ee 6 ate rae hv Soh HERe A ¥ hte
6 ti) ruts Hw i) Wie i af \ é }
Sunes fat ae oS a Se weet Sot Nan SAIS HOON CONC RRA eatin esa petetty Hi fie bea hones H NY rin Heh i at ie te ini « si ie voll } bh sitet aN Sita : at av ( st
1 i mete ihe orb a erat arnt LA TA ny M3 ARTI) Aten ea Ee i ante! if a Be it Ao Bean any ieneeeny eatin ripe? AN i hh Hora Wiad anit it “i sie IAN ASD aa tatanne eb Ha RU aoat esp neati ey ely REC na une
po tree art ti i itt at iin nt 4 Nee vii 4 whe Mian May ai « a itutae aan Hala ey iM 4 CMON tat rita fi seg Qoeel es
OH Sebo by ReG . ‘ t 4 Aaa i ; f wh { Athy we of Hate gate it iM ae v6 re fis is Hfevinee ‘\ i AVR RIAA) fi rts iM Wit i tf toe iit } tie nh OO ise ROR dutat cna ith Me atid it \ AM Mh at HL PANAMA He 6 pet Wb Wie vy \ rs ' ( weg hey
rh “ g binge ite fia wey iy AY ai hI eet MR TAS te OOK Me (ary eres : toh Eth oH ve i Dat bX atte yy aha Whe ' x Ww) eM UaN ih Pefine (el } 4 rhea Wie arte WBF wes PPO a gids : iy Pua \s , hey ea) AY AW arte ah rr } #! Baas & te be c
ieee Mehta ay vitals 1 Sas wes Mat mete, eaneayty wip i i mat iiitt Mil ieitalat tee Bee lg hf Ob hy Hairy iy saith ray) ew ny He, ' ah 4 4 f 4 i Lene Ak we \ A , iota em ar itatics Ware! ' Re ieee ce th sia oi aie BAEC ed wit iat Veh itt use DNR Hiei a, ah Of iti A iabbtauestatathty: \ ee mit eho bet
"I 4 aes i Nin UY wey RRC OO OLR ROSE Hohe ei Mabahattiy Rabat ei HG hee FON seat aaah ihe moana y nite iitieut tay (\ i ti 1% ‘ {rows ah Wet be ha
neat ot aK nats HA Mb + Ar ii ine (h vi! Pew fe ‘iy Wen iis wi $48 tela it Ki cae al Hew (iE, Ms iG LAAs ieee lant a yletet $e
Maat WH Wee Pa aR Bi hebets) Hebel pare TD fe NG RAS Me Aca)
ee iedty ts eat A i aN
iat can a ROC an ‘ wy Pct taki ty an tee
( TONDO Ra een Ba Re i ‘
a a4 Haan abst tabetatalatataty tate UGE NEN Net ch i tb ‘
cou MMe SM
my tt Mt ay vita! Nr Gee (Gia urging
Coan (eral Wien soe wan LOM wt WN Wea i Ladd CR ae a eae al (evn ait i ite eens’ Var ay cn
fast Sia i ne DK if fi 1m Geh fat ee Aeae | neat rt Oc Data abe \ tb t tsi “ ‘0 Mh st Re fh ne i Ni Ww Ah ‘¢ ne nig hy a tute rete , Bath rene Hen ry at Manet ai i Ki « we rt x4 oh ' ' fit Ca ne ri Aent ‘¢ area 4h en Oe
ua wits satan ela ai PMB Wd Pe neat ey +h Mek gehe Wh yey igh 4y digi aha MeV CORTON bc Mr REN aM (AD irre HauireMtts © Abn at AM WRN todne ise vats Kent tet “ HOE HY ek Wh et i 4 6 t 4 A '
A nae Woh emote ne Soatatunge pinin a Ona Slew dbo Na aR ts autre hen ee hen ewe Ye ey aw AbOHee Rrerurhee PR fi ghey We PRR ACERT Hug UO On ae a V seta tataticctatatatyritalstitctataltytath yatta barge soit aah te i ON a (ae PM fot Aye At Me nha AC AD ta wv LATER Adair wet in PAE ee
ESciUtahat MEM Oe ss ews Wa caraiia any \ . neta We Hots HOO MDE :
