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CC-5: Post-Traffic Testing. FAA Working Group Meeting DATE : April 24, 2012 By: Harkanwal Brar. Outline. Objectives CC-5 Trench Area Post-Traffic Tests Test Results Profile Measurements Summary. Objectives. Investigate Any Changes after Traffic Test Layer thickness

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cc 5 post traffic testing

CC-5: Post-Traffic Testing

FAA Working Group Meeting

DATE : April 24, 2012

By: Harkanwal Brar

outline
Outline
  • Objectives
  • CC-5 Trench Area
  • Post-Traffic Tests
  • Test Results
  • Profile Measurements
  • Summary
objectives
Objectives
  • Investigate Any Changes after Traffic Test
    • Layer thickness
    • Load bearing capacity
    • Moisture content
    • Compare Gear Configurations
    • Material Characterization
post traffic tests
Post-Traffic Tests
  • Hot Mix Asphalt, P-401
    • Ground Penetrating Radar (GPR)
    • Cores
  • Crushed Stone Base, P-209
    • Nuclear Density Gage
    • D-Portable Seismic Pavement Analyzer (D-PSPA)
    • Light Weight Deflectometer (LWD)
  • Crushed Stone Base, P-154
    • California Bearing Ratio (CBR)
    • Dynamic Cone penetrometer (DCP)
    • Sand Cone and Nuclear Density
    • Moisture Contents
    • D-PSPA and LWD
  • Subgrade (DuPont Clay)
    • CBR
    • DCP
    • Vane Shear
    • Density, D-PSPA and LWD
    • Profile Measurement
    • Shelby Tubes
summary
Summary
  • Both LFC-1NE (10-Wheel) and LFC-1SE (6-Wheel) had more than 1” upheaval during trafficking. CBR’s, DCP’s and density tests on P-154 and CBR’s and Vane Shear on subgrade (DuPont Clay) confirm that by showing that Eastern Trench was weaker than Western Trench or both LFC-1NE and LFC-1SE were Weaker than both LFC-1NW and LFC-1SW.
  • The P-154 material in the trafficked areas had a higher density and CBR than non-trafficked areas.  The reduced thickness of the P-154  in trafficked areas, as determined by profile measurements, indicates that the P-154 was consolidated by traffic.
  • Post-traffic testing indicated higher CBRs, higher densities and lower moisture contents of the subgrade as compared to data obtained at the time of construction (2008). Mean CBR at construction was 3.3 whereas post-traffic testing shows mean CBR of 5.0.
  • The value of CBR on subgrade from CBR test, DCP and Vane Shear gave individual CBR values mostly between 3.5 and 6.5. However, CBR test and Vane Shear correlated more closely with each other. In the Eastern Trench, CBR test, DCP and Vane Shear gave average CBR values between 4 and 5 whereas in the Western Trench, CBR test and Vane Shear gave average CBR value close to 6 and DCP gave average CBR value close to 4.
  • For both 10-Wheel and 6-Wheel loadings, CBR’s and densities on P-154 and CBR’s, Vane Shear and DCP on subgrade are similar when compared within each particular trench. 10-Wheel and 6-Wheel are similar in Eastern Trench as well as 10-Wheel and 6-Wheel in Western Trench are also similar.
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