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APPENDIX C PROTECT SOLVAY lABLES AND H~lORICAL ROOCHNESS PLOlS

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settings gave lower profile index values than those obtained with the same profilographs at higher filter settings. Scofield, L. A., S. A. Kalevela, M. Anderson, and A. Hossain, "A Half Century with the California Profilograph. Phase ~ Experiment," Number FHWA-AZ-SP9102, Arizona Department of Transportation, 1992. This study was performed to establish equipment and operator variability for mechanical and computerized California profilographs. Future work, based on testing conducted during this study, should develop precision and bias statements for profilographs. The research consists of two phases. Phase I, reported herein, provided a literature review, performed the field testing and conducted the statistical analysis. The historical development of the profilograph and California test procedures and specifications were evaluated in relationship to todays incentive/disincentive specifications. Additionally, equipment parameters which influence test variability were reviewed. Two field experiments were conducted. The first equipment, designed to evaluate variability consisted of a 4x4x2 randomized block design with replication. Two levels of pavement roughness, four operators, and four profilographs were utilized. The second experiment, designed to evaluate the effects of data filter settings on profile index obtained with computerized profilographs, consisted of a 3x2x2x2 randomized block design with replication. Two levels of pavement roughness, two computerized profilographs, two operators, and three data filter settings were used. The results of the study Indicated that the average repeatability was 0.75 ~nches/mile and 0.56 ~nches/mile for the rough and smooth track conditions, respectfully. The average repeatability for an operator performing trace reduction was 0.94 inches/mile for one device and 1.72 ~nches/m~le for a second device. The data filter setting used on computerized profilographs has a significant affect on the resulting profile index. For each 1000 unit change In the data filter setting, a 7/O reduction in the profile index was obtained when compared to the manufacturers recommended value of 8000. Sebaaly, P. E., and N. Tabatabaee, "Influence of Vehicle Speed on Dynamic Loads and Pavement Response," Transportation Research Record, Number 1410, Committee on Vehicle Counting, Classification, and Weigh-In-Motion Systems, 1993, pp. 107-114. Weigh-in-Motion systems have been used extensively to measure dynamic loads imparted by traffic vehicles. One of the major uses of these load data is to evaluate the equivalent s~ngle-axle loads (ESALs) generated by each load level. The cumulative ESALs are then used in the design or rehabilitation procedures, or both, for the existing road. In situ pavement response parameters, such as the strains at the bottom of the asphalt concrete layer, can also be used to evaluate ESALs. The findings of a research program aimed at evaluating the effect of vehicle speed on the measured dynamic loads and pavement response are documented. The data were measured through a full-scale field experiment. The analyses of the data indicated that vehicle B-64

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Table Cal. Summary table of AASHO Road Test design groups. = Traffic Estimates Design Group Pavement Construction Evaluation 1 Value' Identification ~ Location ~TIFF ~Yearly) ~ Pe hod, yrs ~Parameter ~ millions | 731 & 759 (flexible) 1 Loop 2 1 AC (~in) 1 1956-1958 2 2-km SAL applications 1 1.2 & 1.2 732 & 760 (flexible) | Loop 2 | AC ~ ~| (~ 1~9h5n8) ~ | Skip SAL appUcabon | 0.16 & 0.3 | 709 & 741 (flexible) Loop 2 AC (~in) 2-km SAL applications 12 & 1.2 710 & 742 (flexible) Loop 2 AC (~in) 6-km SAL applications 1.2 & 0.52 757 & 775 (flexible) Loop 2 AC (~in) 2-km SAL applications 1.2 & 1.2 758 & 776 (flexible) Loop 2 AC (~in) 6-km SAL applications 1.2 & 1.2 711 & 737 (flexible) Loop 2 AC (~in) 2-km SAL applications 1.2 & 1.2 712 & 738 (flexible) Loop 2 AC (~in) 6-km SAL applications 1.2 & 1.2 133 & 143 (flexible) Loop 3 AC 12-lap SAL applications 0.06 & 0.04 134 & 144 (flexible) Loop 3 AC 24-km TAL applica'dons 0.05 & 0.05 107 & 115 (flexible) Loop 3 AC 12-lap SAL applications 0.1 & 0.1 . 108 & 116 (flexible) Loop 3 AC 24-lap TAL applications 0.11 & 0.08 149 & 161 (flexible) Loop 3 AC 12-km SAL applications 0.15 & 0.22 150 & 162 (flexible) Loop 3 AC 24-lap TAL applications 0.13 & 0.22 569 & 571 (flexible) Loop 4 AC 18-km SAL applications 0.16 & 0.09 570 & 572 (flexible) Loop 4 AC 32-lap TAL applications 0.16 & 0.14 589 & 597 (flexible) Loop 4 AC 18-km SAL applications 0.14 & 0.15 590 & 598 (flexible) Loop 4 AC 32-lap TAL applications 0.2 & 0.19 615 & 629 (flexible) Loop 4 AC 18-lap SAL applications 0.64 & 0.73 616 & 630 (flexible) Loop 4 AC 32-km TAL applications 0.68 & 0.81 415 & 429 (flexible) Loop 5 AC 22.tkip SAL applications 0.11 & 0.06 416 & 430 (flexible) Loop 5 AC 40-lap TAL applications 0.16 & 0.08 453 & 455 (flexible) Loop 5 AC 22.4-ldp SAL applications 0.14 & 0.15 454 & 456 (flexible) Loop 5 AC 40-lap TAL applications ~0.49 & 0.367 475 & 483 (flexible) Loop 5 AC 22.4-ldp SAL applications" 0.69 & 0.61 476 & 484 (flexible) Loop 5 AC 40-lap TAL applications 0.7 & 0.61 317 & 329 (flexible) Loop 6 AC 30-lap SAL applications 0.2 & 0.11 318 & 330 (flexible) Loop 6 AC 4~1dp TAL applications 0.68 & 0.13 305 & 307 (flexible) Loop 6 AC 30-lap SAL applications 0.39 & 0.72 306 & 308 (flexible) Loop 6 AC 48-lap TAL applications 0.72 & 0.59 263 & 271 (flexible) Loop 6 AC 3~1dp SAL applications 0.69 & 1.2 264 & 272 (flexible) Loop 6 AC 48 lop TAL applications 1.2 & 1~2 . Cumulative for study. 1 kip = 1,000 lb = 2,205 kg SAL: Single-Axle Load. TAL: Tandem-Axle Loam C-1

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Table C-1. Summary table of AASHO Road Test design groups (continued). Traffic Estimates Design Group Group Pavement Cons~uchon Evalua~don Value' Idendfication ~ Location ~Ty~ e ~Yearks) ~ PE nod, yrs ~P=ameter ~millions m & 797 (ngid) Loop 2 JPC 195~1958 2-km SAL applica~dons 1.6 & 1.6 778 & 798 (ngid) 1 Loop 2 1 JP' 1 (si ~ng ~n 1 6-lcip SAL applica~Jons | 1.6 & 1.6 779 & 815 (ngid) Loop 2 JPC 2-km SAL applications 1.6 & 1.6 780 & 816 (ngid) Loop 2 JPC 6-km SAL applica~dons 1.6 & 1.6 221 & 245 (ngid) Loop 3 JPC 12-l~p SAL applica'dons 1.6 & 1.6 222 & 246 (ngid) Loop 3 JPC 2tkip TAL applica'dons 0.9 & 1.6 193 & 217 (ngid) Loop 3 JPC 12-lap SAL applications 1.6 & 1.6 194 &218 (ngid) 1 Loop 3 1 JP' 3 1 1 2tkip TAL application ~1 1.6 & 1.6 203 & 251 (rigid) Loop 3 JRC 12-l~p SAL applica'dons 1.6 & 1.6 204 & 252 (ngid) Loop 3 JRC 2~1dp TAL applications 1.6 & 1.2 237 & 247 (ngid) Loop 3 JRC 12-km SAL applications 1.6 & 1.6 23~& 248 (ngid) Loop 3 JRC 2~1dp TAL applications 1.6 & 1.6 641 & 705 (ngid) Loop 4 JRC l~kip SAL applica~dons 1.6 & 1.6 642 & 706 (ngid) Loop 4 JRC 32-lap TAL applications 1.6 & 0.8 669 & 707 (ng~d) Loop 4 JRC 18-lap SAL applications 1.6 & 1.6 670 & 708 (ngid) Loop 4 JRC 32-lap TAL applications 1.6 & 1.6 655 & 697 (ngid) Loop 4 JPC 18-lap SAL applications 1.6 & 1.6 656& 698 (ngid) 1 Loop 4 1 JP. 1 1 32-km TAL application r . O & 1.6 671 & 687 (ngid) Loop 4 JPC 18-lap SAL applications 1.6 & 1.6 672&688 (ngid) 1 Loop4 1 JP4= 1 1 32-l~pTALapplication 1 1.6&1.6 519 & 521 (ngid) Loop 5 JRC 22.~hp SAL applications 1.6 & 1.6 520 & 522 (ngid) Loop 5 JRC 4~1dp TAL applications 0.91 & 1.6 503 & 543 (n~d) Loop 5 JRC 22.~1dp SAL applications 1.6 & 1.6 504 & 544 (ngid) | Loop 5 | 1R' =1 1 | 4~1dp TAL application | 1.6 & 1.6 533 & 539 (ngid) Loop 5 JPC 22.~1dp SAL applications 1.6 & 1.6 534 & 540 (rigid) Loop 5 JPC 4~1dp TAL applica~dons 1.6 & 1.6 511 & 541 (ngid) Loop 5 JPC 2241dp SAL applications 1.6 & 1.6 512 & 542 (ng~d) Loop 5 JPC 4~1dp TAL applications 1.6 & 1.6 371 & 381 (ngid) Loop 6 JRC 3~kip SAL applications 1.6 & 1.6 372 & 382 (ngid) Loop 6 JRC 48-hp TAL applications 1.6 & 1.6 337 & 345 (ngid) Loop 6 JRC 3~1dp SAL applications 1.6 & 1.6 338 & 346 (ngid) Loop 6 JRC 48 hp TAL applications 1.6 & 1.6 367&389 (ngid) I Loop 6 | JP' 3 1 | 3~kip SAL application | 1.6 & 1.6 368 & 390 (ngid) Loop 6 JPC 48 ldp TAL applications 1.6 & 1.6 363 & 377 (ngid) Loop 6 JPC 3~kip SAL applications 1.6 & 1.6 . ~ 364 & 378 (ngid) I Loop 6 1 ~l I 1 4~kip TAL application 1 1.6 & 1.6 Cumulative for study. 1 kip = 1,000 lb = 2,205 kg SAL: Singl - Axle Load. TAL: Tandem-A'de Load. C-2

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Table C-17. Sublunary table of selected Minnesota Investigabon IS3 study sections. _ Traffic Estimates Design Group | | P m | sI . IParameterl Value Identification Location Type Year Period) yrs I 1953 Construction Thin AC AC 1953 14 Avg Sect 39 MTH 55 (E. of Eden Valley) Annual 9,973 Sect 40 MTH 55 (W. of Kimball) ESALs 9,663 1956 Construction Win AC _ AC 1956 9 Avg Sect 24 MTH 19 (N. of Lonsdale) Annual 3,263 Sect 28A MTH 30 (E. of Stewarl~rille) ESALs 3,850 Sect 29 MTH 30 (E. of Stewartville) 2,322 Sect 38 MITI 7 (N.W. of Montevideo) 27,744 1958 Construction Bit. AC AC 1958 9 Avg Sect 4B MTH 73 (S. of Hibbing) Annual 10,306 Sect 5 MI'H 34 (E. of MTH 65) ESALs 4,705 Sect lOA MTH 371 (S. of WaLker) 2,715 _ 1961 Construction Thin AC AC 1961 6 Avg Sect 3B MITI 59 (hi. of Thief River Falls) Annual 16,291 Sect 26A MALI 76 (hi. of Money Creek) ESALs 1,114 Sect 27A MTH 76 (S. of Money Creek) 1,254 Sect 46 MTH 1 (W. of Jctn. 72) 5,123 1961 Construchon~ Thick AC AC 1961 6 Avg Sect 7A MIH 23 (S. of NemadJi River) Annual 16,497 Sect 11 MTH 371 (N. of Brainerd) ESALs 10,355 Sect 22 MTH 55 (E. of MTH 101) 22,351 Sect 23A MTH 36 (E. of N. St. Paul) 71,384 Sect 30 MTH 169 (S. of St. Peter) 154,743 Sect 37A MTH 68 (S.E. of Canby) , 19,372 MTH: Minnesota Trunk Highway C-129

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