1c

HIGHWAYRESEARCH BOARD
Special Report 61C

The. AA.SHO Road Test

Report 3 7
Operations and
TrOTTIC
Pavement Maintenance
 HIGHWAY RESEARCH 'BOARD
Officers and Members of 'the Executive Committee
1962

OFFICERS.
R. R. BARTELSMEYER, Chairman C. D. CURTISS, First Vice Chairman
WILBUR S. SMITH, Second Vice Chairman
FRED BURGGRAF,' Director WILLIAM N. CAREY, JR., Assistant Director

Executive Committee
REx M. WHITTON, Federal Highway Administrator, Bureau of Public Roads (ex officio)
A: E. JOHNSON, Executive Secretary, American Association of State Highway Officials
(ex officio)
Louis JORDAN, Executive Secretary, Division of Engineering and Industrial Research,
National Research Council (ex officio)
PYKE JOHNSON, Retired (ex officio, Past Chairman 1960)
W. A. BUGGE, Director of Highways, Washington Department of Highways (ex officio,
Past Chairman 1961)
R. R. BARTELSMEYER, Chief Highway Engineer, Illinois Division of Highways
E. W. BAUMAN, Director, National Slag Association, Washington, D. C. -
DONALD S. BERRY, Professor of Civil Engineering, Northwestern University
MASON A. BUTCHER, County Manager, Montgomery County, Md.
J. DOUGLAS CARROLL, JR., Director, Chicago Area Transportation Study
C. D. CuRnss, Special Assistant to the Exeutive Vice President, American Road
Builders' Association
HARMER E. DAVIS, Director, Institute of Transportation and Traffic Engineering, Uni-
versity of California
DUKE W. DUNBAR, Attorney General of Colorado
MICHAEL FERENCE, JR., Executive Director, Scientific Laboratory, Ford Motor Company
D. C. GREER, State Highway Engineer, Texas State Highway Department
JOHN T. HOWARD, Head, Department of City and Regional Planning, Massachusetts
Institute of Technology
BURTON W MARSH, Director, Traffic Engineering and Safety Department, American
Automobile Association
OSCAR T. MARZKE, Vice President, Fundamental Research, U. S. Steel Corporation
B. MCMORRAN, Superintendent of Public Works, New York State Department of
Public Works
CLIFFORD F. RASSWEILER, Vice President for Research and Develop?nent, Jóhns-Manville
Corporation
GLENN C. RICHARDS, Co?nmissioner, Detroit Department of Public Works
C. H. SCHOLER, Applied Mechanics Department, Kansas State University
WILBUR S. SMITH, Wilbur Smith and Associates, New Haven, Conn.
B. WOODS, Head, School of Civil Engineering, and Director, Joint Highway Research
Project, Purdue University

Editorial Staff

FRED BURGGRAF HERBERT P. ORLAND EARLE W. JACKSON

-. 2101 Constitution Avenue Washington 25, D. C.
The AASHO Road Test

Report 3

Traffic Operations and

Pavement Maintenance

By the

HIGHWAY RESEARCH BOARD

ofthe
NAS-NRC Division of Engineering and Industrial Research

Special Report 61C

Publication No. 952

National Academy of Sciences—National Research Council
Washington, D.C.
1962
This is one of a series of reports of work done under a fiscal agreemeht of
June 10, 1955, between the National Academy of Sciences and the Bureau
of Public Roads relating to AASHO Road Test Project; and under individ-
ual agreements covering Cooperative Highway Research Project (AASHO
Road Test) made between the National Academy of Sciences and the
several participating state highway departments, members of the Ameri-
can AssocIation of State Highway Officials.

Included in the series are the following reports:

HRB Special
Report Subject Report No.
1 History and Description of Project 61A
2 Materials and Construction 61B
3 Traffic Operations and Pavement Maintenance 61C
4 Bridge Research 61D
5 Pavement Research filE
6 Special Studies 61F
7 Final Summary 61G

Available from the

Highway Research Board
National Academy of Sciences—
National Research Council
Washington 25, D. C.

Library of Congress Catalog Card No. 61-60063

11
 NATIONAL ADVISORY COMMITTEE

This committee was appointed by the Highway Research Board to advise the
Board and its project staff in relation to administrative and technical matters.

K. B. Woods, Chairman
Head, School of Civil Engineering, and
Director, Joint Highway Research Project, Purdue University

W. A. Bugge, Vice-Chairman
Director, Washington Department of Highways

W. F. Abercrombie,' Engineer of Materials and J. B. Hulse, Managing Director, Truck Trailer

Tests, Georgia State Highway Department Manufacturers Association
R. R. Bartelsmeyer, Chairman, AASHO Com- F. N. Hveem, Materials and Research Engi-
mittee on Highway Transport, and Chief neer, California Division of Highways
Highway Engineer, Illinois Division of A. E. Johnson, Executive Secretary, American
Highways; Chairman, Highway Research Association of State Highway Officials
Board 2
M. S. Kersten, Professor of Civil Engineering,
W. G. Burket, Tire Industry; Chairman, Tech- University of Minnesota
nical Advisory Committee, Rubber Manu-
facturers Association;3 Manager, Truck George Langsner, Chairman, AASHO Commit-
Tire Engineering, Goodyear Tire and tee on Design; Assistant State Highway
Rubber Company Engineer, California Division of Highways
H. M. Straub,4 Tire Industry; Manager, Tire R. A. Lill,7 Chief, Highway Engineering,
Construction and Design, B. F. Goodrich American Trucking Associations
Company George Egan, 5 Chief Engineer, Western
K. Chacey, Director of Transportation Highway Institute
Engineering, Office of the Chief of Trans- R. E. Livingston, Planning and Research Engi-
portation, Department of the Army Trans- neer, Colorado Department of Highways
portation Corps L. C. Lundstrom, Former Chairman, Automo-
W. E. Chastain, Sr., Engineer of Physical Re- bile Manufacturers Association Committee
search, Illinois Division of Highways for Cooperation with AASHO Road Test;
R. E. Fadum, Head, Civil Engineering Depart- Director, General Motors Proving Ground
ment, North Carolina State College T. F. Creedon,*s Highway Engineering Ad-
A. Finney, Director, Research Laboratory, viser, Automobile Manufacturers Associa-
Michigan State Highway Department tion
C. E. Fritts, Vice-President for Engineering, G. W. McAlpin,9 Assistant Deputy Chief Engi-
Automotive Safety Foundation neer (Research), New York State Depart-
R. H. Winslow, * Highway Engineer, Automo- ment of Public Works
tive. Safety Foundation B. W. Marsh, Director, Traffic Engineering and
Sidney Goldin, Petroleum Industry; General Safety Department, American Automobile
Manager, Head Office Marketing, Shell Oil Association
Company R. A. Moyer, Professor of Highway Transpor-
J. 0. Izatt,* Petroleum Industry; Asphalt tation Engineering, and Research Engi-
Paving Technologist, Products Application neer, Institute of Transportation and
Department, Shell Oil Company Traffic Engineering, University of Cali-
W. D. Hart,5 Transportation Economist, Na- fornia
tional Highway Users Conference R. L. Peyton, Assistant State Highway Engi-
E. H. Holmes, Assistant Commissioner for Re- neer, Kansas State Highway Commission
search, Bureau of Public Roads K. M. Richards, Manager, Field Services De-
C. F. Rogers,* Special Assistant, Office of Re- partment, Automobile Manufacturers As-
search, Bureau of Public Roads sociation
111
 John H. King,* Manager, Motor Truck Divi- H. 0. Thompson, Testing Engineer, Mississippi
sion, Automobile Manufacturers Associa- State Highway Department
tion J. C. Womack, President, American Association
of State Highway Officials ;'° State High-
T. E. Shelburne, Director, Highway Investiga- way Engineer and Chief of Division of
tion and Research, Virginia Department Highways, California Division of High-
of Highways ways

The following persons served on the National Advisory Committee dur-

ing the years indicated in the same capacity as the current member bearing
the same footnote indicator:
1 J• L. Land, Chief Engineer, Bureau of Materials and A. A. Anderson, Chief Highway Consultant, Portland
Tests, Alabama State Highway Department (1956) Cement Association (1956-1960)
2 C. H. Scholer (1958); H. E. Davis (1959); Pyke
Hugh Barnes, Assistant Vice-President, Portland
Johnson (1960); W. A. Bugge (1961)—Chairman, Cement Association (Resigned March, 1961)
Highway Research Board Douglas McHenry,* Portland Cement Association
(1956)
3 G. M. Sprowls (1956); C. R. Case (1957); W. C.
Earl J. Felt,* Portland Cement Association (1957-
Johnson (1958); Louis Marick (1959); H. M. Straub 1960)
(1960) B. E. Colley,* Portland Cement Association (Re-
Louis Marick (1960) signed March, 1961)
'R. E. Jorgensen, Engineering Counsel, National H. F. Clemmer, Consultant, D. C. Department of High-
Highway Users Conference (1956-1961) ways and Traffic (1956-1960)
° J. C. Young (1956); C. A. Weber (1957-1959); J. C. W. C. Hopkins, Deputy Chief Engineer, Maryland State
Womack (1960) Roads Commission (1956-1961),
7 H. A. Mike Flanakin, Highway Engineer, American
R. D. Johnson,* Assistant Engineering Counsel, Na-
Trucking Associations (1956-1957) tional Highway Users Conference (1958-1961)
8 A. S. Wellborn, Chief Engineer, The Asphalt Institute
E. Johnson, Manager, Chrysler Corporation Prov-
I. (1956—Resigned March, 1961)
ing Ground (1956-1960) J. M. Griffith,* Engineer of Research, The Asphalt
L. K. Murphy, Construction Engineer, Primary Institute (1956—Resigned March, 1961)
Highways, Maine State Highway Commission (1956- Rex M. Whitton, First Vice-Chairman (1956-1961);
1959) Chief Engineer, Missouri State Highway Depart-
10 C. R. McMiIIan (1958); D. H. Stevens (1960); D. H. ment. Resigned March 1961 to become Federal
Bray (1961) Highway Administrator
W. C. Williams, State Highway Engineer, Oregon State
Highway Commission (1956-1961)
* Alternate

iv
 Preface
The AASHO Road Test was conceived and materials and the construction of the test
sponsored by the American Association of facilities. Subsequent reports cover the results
State Highway Officials as a study of the per- of the research on pavements and bridges as
formance of pavement and bridge structures of well as the results of certain special studies
known characteristics under moving loads of carried out at the test site.
known magnitude and frequency. It was ad- This report is presented in three chapters.
ministered and directed by the Highway Re- The first is a brief description of the project;
search Board of the National Academy of the second describes the test vehicles, their
operation and maintenance; the third covers
Sciences—National Research Council and was the maintenance of the test pavements and
considerably larger and more comprehensive bridges.
than any previous highway research study. The basic data for this report are available
This report is the third in a series of major in the form of IBM printouts or are on file for
reports on the AASHO Road Test. The first review in the Highway Research Board library.
report is a history and description of the A comprehensive catalog of available data sys-
project. The second is a detailed account of the tems may be obtained from the Board.

V
 Acknowledgments
Assistance of personnel from many organi- carrying out of vehicle operations and main-
zations was required in preparing for and tenance programs.
carrying out test traffic operation and main- The American Petroleum Institute, and
tenance of the test pavements. It is impractical representatives of member companies; for
to list every individual in this report. However, technical advice and services.
the efforts of the following organizations are The Tire Industry, and representatives of
particularly acknowledged: member companies, for technical advice and
The Department of Defense, for services of services.
personnel of the U. S. Army Transportation The S. J. Groves and Sons Company, General
Corps Road Test Support Activity (AASHO), Contractors, for the loan of key personnel.
and technical advice and services of personnel District 3, Ottawa, Illinois Division of High-
from the Transportation Corps, Department ways, for technical advice and services per-
of the Army. taining to traffic operation and pavement
The Automobile Manufacturers Association maintenance.
and the Truck Trailer Manufacturers Associa- The many organizations, agencies and firms
tion, and their member companies, for technical for extraordinary efforts in furnishing neces-
advice and services in many areas, and speci- sary supplies, materials and services for the
fically for assistance in preparing for the vehicle operations and pavement maintenance.

vi
 Definitions of Terms
The following are definitions of terms used when the serviceability reached 1.5. The
throughout this report: present serviceability oLeach of the Road Test
sections was determined every two weeks dur-
Truck Tractor. A motor vehicle designed ing the traffic testing, and performance of the
primarily for drawing truck trailers and con- pavements was considered to be represented by
structed so as to carry part of the weight and the trend of serviceability with load applica-
load of a semitrailer. tions. (A brief explanation of the serviceability-
Semitrailer. A truck trailer equipped with performance concept is included in Road Test
one or more axles and constructed so that the Report 1 (HRB Special Report 61A) and a
front end and a substantial part of its own detailed explanation is given in HRB Bulletin
weight and that of its load rests on a truck 250.)
tractor. Class 1 Cracking (flexible pavements). Fine,
Fifth Wheel. A device used to connect a random cracks having no discernible definite
truck tractor to a semitrailer and to permit pattern.
articulation between the units. It generally is Class 2 Cracking (flexible pavements). A
composed of a lower half, mounted on the progression of Class 1 cracking into a definite
truck tractor and consisting of a trunnion, pattern of cracks with widening of the cracks
plate, and latching mechanism, for connection and slight spalling of the crack edges.
with a kingpin mounted on the semitrailer.
Class 3 Cracking (flexible pavements). A
Axle Load Application. The passage of one
progression of Class 2 cracking with pro-
loaded axle, or a tandem axle combination, over nounced widening of cracks and separation of
a given point on the pavement. At the Road
the surfacing into individual, loose pieces.
Test all vehicles except those in lane 2 of Loop
2 had two equally loaded single axles or tandem Wheelpath. One-half the width of a 12-ft
axle combinatioiis. Therefore, each passage of wide traffic lane or test section.
a vehicle, except as noted, provided two axle
Fog Seal. A bitumen sprayed at a very light
load applications.
rate on the surface of the asphaltic concrete.
Present Serviceability Index. A numerical Spot Seal. One application of bitumen
index computed from objective measurements covered with one application of stone chips.
of certain types of surface characteristics and
indicative of the ability of the pavement to Skin Patch. One application of bitumen
serve traffic at any particular time in its life covered with a thin layer of pre-mixed
history. At the Road Test the index was on bituminous patching material.
a scale of 0 to 5, in which 0-1 was termed very Overlay. Bituminous concrete, machine laid.
poor, 1-2 was poor, 2-3 was fair, 34 was good,
and 4-5 was very good. Those unfamiliar with Deep Patch and Reconstruction. Backfilling
the concept may obtain some perspective from of an excavated hole with dense-graded aggre-
the following: The best new pavements have gate, followed by surfacing with bituminous
an average serviceability index of about 4.5; concrete. (Any such patch smaller than a full
it appears that state highway departments test section was called a deep patch.)
would want to improve the pavements on main
Wedge-Constructed Sections. Structural sec-
highways when their serviceability had
tions in flexible pavement tangents in which
dropped to a range of 2.5 to 2.0.
type of base material was an experimental
At the Road Test pavements were considered variable. (The bases in these 160-ft long sec-
unsafe for traffic and were dropped from study tions were constructed as "wedges" with the
vi'
thickness decreasing uniformly in the direction Removal and Replacement of Surface. Re-
of traffic.) moval of surfacing material only and replace-
"Free" Maintenance. Maintenance per- ment with hot-mix. (A modified form of deep
formed before a section was taken out of test, patch often done just prior to overlay.)
within the limits of the criteria outlined in this
report (Section 3.1), and considered to be Data System. A collection of data which con-
either a repair of a construction deficiency or a tains initial observations, summarized data, or
repair that did not alter the original structural results from analysis. A four-digit code is used
characteristics of the pavement. to identify each data system in the Road Test.
 Contents

National Advisory Committee .....................................................iii

Preface........................................................................ V

Acknowledgments ................................................................vi
Definitions of Terms .............................................................vii
Chapter 1. Description of the Project ............................................. 1
1.1 Background and Concepts ......................................... 1
1.2 Layout of the Test Facilities ....................................... 2
Chapter 2. Vehicle Operations ................................................... 5
2.1 Administration and Costs ......................................... 5
2.1.1 Operations Branch ........................................... 5
2.1.2 Army Transportation Corps Road Test Support Activity ........ 6
2.1.3 Operations Costs .'. ......................................... 9
2.2 Vehicle Characteristics ............................................. 10
2.2.1 General Description ......................................... 10
2.2.2 Loading ................................................... 13
2.2.3 Tires ...................................................... 15
2.3 Traffic Operation ................................................ 15
2.3.1 Pre-Test, Special, and Post-Test Traffic ....................... 15
2.3.2 Regular Test Traffic .......................................... 16
2.3.3 Speed and Placement Control ................................ 23
2.3.4 Axle Load Applications ...................................... 24
2.3.5 Accident Record ............................................. 26
2.4 Vehicle Maintenance ............................................... 28
2.4.1 Organization of Shop ....................................... 28
2.4.2 General Maintenance Procedures ............................. 29
2.4.3 Preventive Maintenance ..................................... 32
2.4.4 Fuel and Lubricants ........................................ 32
2.4.5 Tires ...................................................... 34
Chapter 3. Pavement Maintenance ................................................ 36.
3.1 Purposes and Policies ............................................. 36
3.2 Procedures ....................................................... 40
3.2.1 General Information ........................................ 40
3.2.2 Equipment ................................................ 42
3.2.3 Materials .................................................. 42
3.2.4 Patching and Reconstruction ................................ 43
3.2.5 Use of Pierced Steel-Plank Mats ............................ 44
3.2.6 Miscellaneous Maintenance Procedures ....................... 45
3.3 Maintenance Summaries and Typical Histories ....................... 47
3.4 Other Maintenance Operations ..................................... 47
3.4.1 Test Bridges ............................................... 47
3.4.2 Turnarounds ................................................ 48
3.4.3 Services to Other Branches .................................. 53
3.4.4 Radio Communications ....................................... 54
Appendix A. Test Vehicle Specifications ............................................ 55
Appendix B. Test Vehicle Accident Classification and Experience .................... 56
ix
 Contents (Continued)
Appendix C. Committees, Advisory Panels, and Project Personnel. .................. 59
Regional Advisory Committees ...................................... 59
RegionI....................................................... 59
Region2 ...................................................... 59
Region3 ...................................................... 60
Region4 ...................................................... 60
Advisory Panel on Maintenance ...................................... 61
Advisory Panel on Vehicles .......................................... 61
Advisory Panel on Economic Data..................................... 61
Special Subcommittee on Operations ................................. 62
Special Subcommittee on Operations and Finance ..................... 62
Automobile Manufacturers Association Subcommittee for Cooperation with
Working Committee of the AASHO Committee on Highway Transport 62
Automobile Manufacturers Association Committee for Cooperation with
the AASHO Road Test ............................................. 63
Special Publication Subcommittee for Road Test Report 3, Traffic Opera-
tions and Pavement Maintenance .................................. 63
Project Personnel .................................................. 64
Project Staff and Engineers ..................................... 64
Staff Consultants and Engineer Observers ........................ 64
U. S. Army Transportation Corps Road Test Support Activity
(AASHO) .................................................. 65
Temporary Personnel ........................................... 65

x
 THE AASHO ROAD TEST
Report 3
Traffic Operations and Pavement Maintenance

Chapter 1

Description of the Project

This chapter is a brief description of the AASHO Road Test, including

its background and concepts, and the location and layout of the test
facilities.

1.1 BACKGROUND AND CONCEPTS The basic concepts of the AASHO Road Test
were outlined in 1952 by the Working Commit-
The AASHO Road Test was conceived and tee of the AASHO Committee on Highway
sponsored by the American Association of State Transport. This committee also selected the
Highway Officials as a study of the perform- test site near Ottawa, Illinois, about 80 miles
ance and capabilities of highway pavements southwest of Chicago.
and bridges under moving loads of known mag- In November 1954 the American Association
nitude and frequency. The test was intended of State Highway Officials approved the under-
to develop engineering knowledge that could taking of the test. In February 1955 the Ex-
be used in the design and construction of new ecutive Committee of the Highway Research
highway pavements and bridges, and in the Board, with the approval of its parent organi-
preservation and improvement of existing pave- zation, the National Academy of Sciences—
ments. It was intended also 'thatthe findings National Research Council, accepted the re-
be used, in conjunction with data from other sponsibility of administering and directing the
research, in advancing toward .an ultimate goal project.
of determining an optimum economic balance A detailed history and description of the
between vehicle operation costs and the costs project is given in AASHO Road Test Report 1
of the highways. (HRB Special Report 61A). AASHO Road
The project was financed by 49 states, the Test Report 2 (HRB Special Report fluB) is a
District of Columbia, the Commonwealth of comprehensive account of the materials and
Puerto Rico, the Bureau of Public Roads of the construction of the test facilities, including
U. S. Department of Commerce, the Automobile summaries of data on materials and construc-
Manufacturers Association, the' American Pe- tion control and the as-constructed character-
troleum Institute, and the American Institute istics of the pavement and bridge structures.
of Steel Construction. The Department of De- The specific objectives of the project placed
fense, through the U. S. Army Transportation major emphasis on determining significant re-
Corps Road Test Support Activity, furnished lationships between the performance of pave-
drivers for the test vehicles and personnel for ments of various designs and the loading
the supervision of the drivers. Foreign coun- applied to them, on developing a means of
tries and domestic materials and transportation evaluating pavement capabilities, and on deter-
associations were granted the privilege of resi- mining the significant effects of loading on
dent observers and staff consultants at the proj- bridges of known design and characteristics.
ect site, and their services were used in the Basic data from all Road Test experiments
conduct of the research. are filed on IBM cards and in other forms in
2 THE AASHO ROAD TEST, REPORT 3

BORROW AREA I BORROW .AREA 3

N
lo SAINTENANCE BLDG
I-,
I

'FRONTAGE RD 12
WOP 6 LOOP 5 LOOP

LOOP3 --
LOOP2 JLoop
AOMINISTaATION BLDG
GARAGE BLDG.
1
1/
FRONTAGE RD
ARMY i$ARAACKS
0 N\\
BORROW AREA 2

Scole of mes

2
Figure 1. Map of AASHO Road Test.

numbered data systems. Data systems asso- 1.2 LAYOUT OF THE TEST FACILITIES
ciated with bridge research are listed in Appen-
clix A, Road Test Report 4; all other data The test facilities were constructed on eight
systems are listed in Appendix I, Road Test miles of the right-of-way for U. S. Interstate
Report 5. Route 80 northwest of Ottawa, Illinois.
Another requirement of the objectives was The facilities were built in six loops (Fig. 1).
to provide a record of the type and extent of The four large loops (3 through 6) were con-
effort and materials required to keel) each of structed for testing under tractor-semitrailer
the pavement test sections, or portions thereof, traffic, Loop 2 was constructed for testing
in a satisfactory condition until discontinued under light truck traffic, and Loop 1 was dc-
for test purposes. signed for testing with static and CCCI) speed

Figure 2. View of Loop 5 (at left) and a portion of Loop 2. Test vehicles for Loop
5 are parked in the crossover road in the turnaround.
 DESCRIPTION OF THE PROJECT 3

loads and for observations of the effects of time structed in short sections of varied design. In
and weather on pavements with no traffic. most sections the design variables involved dif-
Each loop was a segment of four-lane divided ferent levels of thickness of the component lay-
highway whose parallel roadways, or tangents, ers of material. On each tangent these sections
were connected by turnarounds at both ends to made up a complete factorial experiment that
form a two-lane loop. Tangents were 6,800 ft included all possible combinations of the se-
long in Loops 3 through 6, 4,400 ft in Loop 2, lected thickness levels.
and 2,000 ft in Loop 1. On the four large loops In each tangent, pavement thicknesses for
the turnarounds had 200-ft radii and were su- the factorial experiment sections were varied
perelevated (banked) at a rate of 0.1 ft per ft about a selected design that was considered
on the inner lane and 0.2 ft per ft on the outer adequate for the loading to be applied. Some
lane, which allowed equalized lateral forces at of the factorial sections were thinner than the
25 mph. The turnarounds on Loop 2 were su- selected design, some were at or near it, and
perelevated at the same rates, but had 42-ft some were thicker.
radii. Loop 1 had no superelevation. Each structural section was built the full
The pavement on the north tangent and east width of the 24-ft pavement and was separated
turnaround of each loop was a flexible-type into two identical test sections by the pavement
pavement constructed with and without sub- centerline. The section length varied with the
base, with and without base, and with an as- pavement design, and was 100, 120, 160 or 240
phaltic concrete surface. The pavement on the ft. Sections were separated from adjacent sec-
south tangent and west turnaround of each tions by short (10 ft to 70 ft) transition pave-
loop was a rigid-type pavement constructed ments.
with and without subbase, and with and with- In certain sections on the tangents of the
out reinforcing steel in the portland cement four large loops, base type and shoulder paving
concrete surface. were also design variables.
On each tangent the pavements were con- Including Loop 1, there were 836 pavement

PRESTRESSED
CONCRETE
Test Tangent
-I

Rigid

STEEL I-BEAM
Test Tangent 4
LOOP 5

Figure 3. Locations of test bridges.

4 THE AASHO ROAD TEST, REPORT 3

-
*

Figure 4. Test bridge site. Four 50-ft span bridges are built on common substructure.

test sections. Of these, 716 were subjected to Two of the original steel beam bridges failed
controlled traffic loading. early in the test traffic period and were removed
The test facilities for the bridge experiments and replaced with steel beam bridges of dif-
were constructed at four locations in Loops 5 ferent design.
and 6 (Fig. 3). At each location four separate
50-ft span bridges were built on a common sub- Road Test Report 1 (SR 61A) includes de-
structure. Each bridge was a simple-span one- tailed descriptions of the layout of the test
lane structure consisting of three beams and a facilities and the pavement and bridge experi-
reinforced concrete deck slab. In eight bridges ments.
the beams were wide-flanged rolled steel I-sec- The layout of the test loops piovidecl ten
tions, some with and some without tension lanes for traffic operation. Ten different combi-
coverplates. In four bridges the beams were nations of axle load and axle arrangements
precast prestressed concrete I-sections; in the
remaining four, the beams were reinforced con- were selected, and each was assigned to a traf-
crete T-beams cast monolithically with the slab. fic lane. Thus, any one pavement test section
The bridge designs were based on stress lev- or test bridge was subjected to repetitive dy-
els substantially higher than those used in cur- namic loading by vehicles with identical axle
rent practice. loads and axle arrangements.
 Chapter 2

Vehicle Operations

This chapter outlines the objectives, organization and duties of the

project's Operations Branch. It describes the characteristics of the test
vehicles, their operating schedules and controls, and their accident record.
It also discusses the procedures, policies and organization for vehicle
maintenance.
Since the traffic operations at the Road Test were of a specialized nature,
the data reported herein are for these special conditions and it is neither
intended nor implied that they are indicative of normal vehicle fleet
operation.

2.1 ADMINISTRATION nel numbered 62. At that time, employees were

assigned as follows:
2.1.1 Operations Branch Assistant Operations Manager ............. 1
The original plans for the AASHO Road Shop Superintendent ..................... 1
Test, as outlined by the Working Committee of Shop Foreman ........................... 2
Chief Records Clerk ...................... 1
the AASHO Committee on Highway Transport, Chief Parts Man ......................... 1
envisioned the application of one million axle Chief Tire Man .......................... 1
loads on all surviving sections of test pavement Office Clerk .............................. 3
Clerk-Typist ............................. 1
in two years of traffic operation. This theoreti- Mechanic ................................ 20
cal figure would have been possible with the Mechanic's Helper ........................ 12
original number of vehicles only if they had Tire Man ................................ 9
Lubrication Man ......................... 3
operated all of the scheduled time. As this was Parts Man ............................... 3
not possible, the number of vehicles was in- Parts Runner ............................ 3
creased in January 1960 and a seven-day driv- Fuel Attendant-Janitor .................... 1
ing schedule was initiated to attain the objec- Total .................................... 62
tive.
The primary objective of the Operations There was little precedent to assist the man-
Branch at all times was to approach, as nearly agement in planning the work programs of the
as possible, 109 percent of the theoretical rate Operations Branch. Invaluable advice and as-
of load applications. sistance were given by the Advisory Panel
The Operations Branch supervised test traffic on Vehicles, the Special Subcommittee on
operation and schedules, maintained the test Operations, the Automobile Manufacturers As-
sociation, the Truck Trailer Manufacturers
vehicles, kept records pertinent to traffic opera- Association, and representatives of various
tion and vehicle maintenance, and provided for manufacturers. However, the operation of the
liaison with the Army Transportation Corps test vehicle fleet involved many problems which
Road Test Support Activity. were foreign to normal fleet operation.
The Project Director and the Assistant to the As new problems arose policies and proced-
Project Director maintained administrative ures were modified as necessary to meet the
control over the branch. Actual supervision of situation. Supervisory personnel within the
the branch was carried out by an Assistant branch were given authority to deal with prob-
Operations Manager and a Shop Superin- lems and to make decisions within the scope
tendent. of their specialized fields. Complete authority
When test traffic was officially inaugurated and responsibility for the vehicle maintenance
program was delegated to the Shop Superin-
on October 15, 1958, the Operations Branch tendent. He, in turn, delegated authority to
personnel consisted of the Assistant Operations foremen, the chief parts man, and the chief tire
Manager, the Shop Superintendent, a records man.
clerk, a special services engineer, and two me- In addition to its responsibility for schedul-
chanics. However, as the work load developed ing test traffic, the Operations Branch main-
and personnel requirements became clear, the tained records of vehicle trips and axle load
branch was quickly expanded. By mid-1960, applications on each ioop, and made daily
at the peak of traffic operation, branch person- reports on the number of applications and the
6 THE AASIIO ROAD TEST, REPORT 3

reasons for any application losses. The Branch office space for the Assistant Operations Man-
also maintained records on the receipt and dis- ager, the clerical staff, and the Shop Superin-
bursement of parts, tires, fuels, and lubricants, tendent; a parts supply room; and the vehicle
as well as maintenance and fuel consumption maintenance shop.
records for each vehicle. 2.1.2 Army Transportation Corps Road Test
The Operations Branch was quartered in a
prefabricated steel building located near the Support Activity
Administration Building at the center of the The Army Transportation Corps Road Test
project (see Fig. 1). The building contained Support Activity was a special military unit

b --qi.--1- .•-
lilt-
,... ,•••••• •••_•, 2

• ............. .. 5 . (
4;
i )_)
s. .\'
Figure ...
.Administratiun Area at ccnter III prnj&CI. lltiildiiig at 1)11 cuistaills staff
otlices and laboratory. Building at right contains the Operations Branch and vehicle
maintenance shop. Pavement maintenance building and equipment yard are to the rear.

—.-.---=. :...........,. -. ..- . ...- .._ .............

..—. -... .-. . -.
it ... .
..
4-

• 4.\
.1
...-.

l'igure 6. housing, administration and recreational facilities for the Army Support
Activity were in these five buildings near the east end of the project.
 VEHICLE OPERATIONS 7

stationed at the AASHO Road Test site. Its 1961. All military personnel had left the proj-
primary mission was to support the project by ect by mid-July 1961. In the organization chart
supplying and supervising drivers for the test for the Operations Activity Group (Fig. 7) the
vehicles. three periods correspond to the changes in
The services of the military unit were made number of vehicles and days of operation.
available to the project through the cooperation Two experienced Transportation Corps of-
of the Department of Defense which has a vital ficers, a colonel and a lieutenant colonel, served
interest in the nation's highway network. as commanding officers during the three years
The Support Activity was made up of that the Support Activity was in existence. A
enlisted men and officers from the 10th and major and a captain served at various times
62nd Medium Truck Companies, 48th Trans- with the title of executive officer or deputy
portation Group, Fort Eustis, Virginia. Per- commander.
sonnel were quartered in facilities provided Junior officers commanded the companies
by the Project and located just southeast of and platoons which furnished drivers for the
the eastern end of Loop 4 (see Fig. 1). These test vehicles. Top grade non-commissioned of-
facilities, consisting of' five prefabricated steel ficers held many of the administrative posts
buildings (Fig. 6), were named Wallace Bar- and were in direct charge of the driver crews.
racks. Driver personnel were usually young enlisted
Advance elements of the units arrived on the men in the lower regular or specialist grades.
project in July 1958; the entire unit was on Most of these men were assigned to the unit
the project by September 1, 1958. Initial When they were within six to eight months of
strength of the unit' was approximately 300 completing their service in the Army. Thus,
officers and enlisted men. there was a cnstant turnover of drivers as
In December 1959 the size of the unit was in- men were discharged and new men were as-
creased to approximately 450 officers and signed to the unit as replacements. Only two
enlisted men in order to provide driver support 'drivers served with the unit throughout the
for the increased number of vehicles and entire regular test traffic period. One of these
stepped-up driving schedules starting in Janu- men amassed a record of approximately 75,000
ary 1960. miles of driving on the test loops.
The unit strength declined rapidly following As in the case of the Operations Branch,
the end of the regular test traffic on November there was little precedent to guide the function-
30, 1960. However, a small nucleus of the unit ing of the Support Activity. Again, there were
remained to furnish driver support during many problems foreign to the normal functions
special tests carried out at the project site dur- of a military organization. Close working
ing the winter of 1960-61 and the spring of relations, which materially assisted in the suc-

ACTIVITY
COMMANDER

HEADQUARTERS
AND SERVICE
2-OFF 2-WO 85-EM

10TH T CO (MTRK) 62ND T CO (MTRK)

I. 4-OFF 104-EM I I. 4-OFF 104-EM
2. 4-OFF 144-EM 2. 4-OFF 44-EM
3. 4-OFF 169- EM 3. 4-OFF 169-EM

WARRANT ENLISTED TRUCKS WORK

PERIOD OFFICER OFFICER MEN TOTAL OP WEEK

I.00T 58-DEC 59 10 2 293 305 120 6-OAY WEEK

2.JUL 60-DEC 60 II 2 373 386 198 6-DAY WEEK
3.JAN 60-JUN 60 II 2 423 436 198 7-DAY WEEK

Figure 7. Operations Activity organization chart.

 THE AASIIO ROAD TEST, REPORT

COMMANDING OFFICER POLICY - - -- - PROJECT DIRECTOR

I
OEPIJTY COMMANDER I - - - - ANDIN'tIAYiON - C)YEF ENGINEER FOR RESEARCH

I ASSISTANT TO PROJECT DIRECTOR I

OPERATIONS DIVISION
_E0 PAV _ - - - - A_1 ASSISTANT OPERATIONS MANAGER
O EMENT DISTRESS

I O.D. DRIVING SAFETY - PASHO D. REPORT TO

ARMY i
NIGHT -- A PAV4EN1 DISTRESS NIGHT MAINTENANCE
-
-

LIAISON SERGEANT. DAY

ROUTINE SCHEOULES - -
AND COMMITMENTS
- L
-
OPERATIONS STAFF. DAY
1
RESEARCH BRANCHES

INSTRUMENT VANS
CREW CHIEFS DRIVING PERIODS - - - - - AND CREWS
j- ----------LIAISON

VEHICLE MAINTENANCE AASHO TRUCK REPAIR SHOP

PLATOON SERGEANTS - - -- - -- -- SHOP SUPERINTENDANT

H
NIGHT FOREMAN
I
LOOP SERVICE SERGEANT
LOOP ATTENDANTS
- - --- -
VEHICLE MAINTENANCE
-. LOOP MECHANICS

Figure 8. Support Activity—research liaison.

Figure 9. Drivers were served hot meals in the crew shelter located on each test loop.
 VEHICLE OPERATIONS

cessful completion of the research project, were The facility was located on sufficient land to
developed between the Support Activity and allow for parking lots and athletic fields.
the project staff (see Fig. 8). Certain studies of the drivers and their
Driving on the test loops was an exceedingly reactions to the monotonous operation were
monotonous chore which created problems of made by the Human Factors Research Branch
driver alertness and efficiency. In addition, of the Adjutant General's Office.
operations schedules were such that driver
crews frequently were subjected to abnormal 2.1.3 Operations Costs
work, rest, and recreation hours. As a con-
sequence, there were many problems involving The test vehicles amassed a total of 17,474,-
sleeping, feeding, and recreation. The unit 000 miles of operation during the conduct of
mess operated on an around-the-clock schedule the test, of which 17,164,000 miles were driven
and transported hot meals to the driver crews during regular and special tests. The cost per
working on the test loops. The organization mile of operation for the entire vehicle fleet
chart for the operations unit responsible for was about $0.21. This figure excludes the cost
the support of this driving schedule is shown of drivers, driver housing, and vehicle license
in Figure 10. A fine safety record stands as a fees.
tribute to the officers and men of this unit who Table 1 is a breakdown of net costs and per-
maintained a constant watch for any circum- mile costs of the various items included in the
stance that might lead to any accident. total cost of operations. Inasmuch as it is not
The driver housing facility was planned to possible to list the breakdown by vehicle weight
alleviate, as much as possible, the problem of classes, the information given is for all test
recreation. In addition to the necessary build- vehicles combined. The total has been reduced
ings for living quarters, mess hail and kitchen, by the amount recovered at the conclusion of
administration, supply and medical facilities, the project from the sale of vehicles, buildings,
there were game rooms, a television room, a equipment, and parts, and the refunding of cer-
music room, a library, a small post exchange, tain taxes. Prior to these reductions the gross
a craft shop, and a photographic dark room. cost was $3,951,500 or $0.23 per mile.

COMPANY
HEADQUARTERS
I-OFF 5-EM

PLATOON I PLATOON PLATOON

I-OFF I-NCO J I-OFF I-NCO I-OFF I-NCO LOOP

SQUAD SQUAD SQUAD

I-NCO
26-EM
I-NCO I I-NCO ICREW
25-EM 1 26-EM SHIFT
*31_EM 30-EM I '31-EM

SQUAD SQUAD
I-NCO ________ 2-NCO CREW
26-EM 26-EM SHIFT
31-EM '31-EM

'DRIVER STRENGTH JANUARY 1.1960 TO JUNE30. 1960 (7-DAY WEEK OPERATION)

Figure 10. Operations unit organization chart.
10 THE AASHO ROAD TEST, REPORT 3

TABLE 1
NET OPERATION COSTS, TESTS VEHICLES, TOTAL MILES 17,474,000

Item Expended ($) Cost per Mile ($)

Salaries and wages:

Administrative and Supervisory ................................ 25,000 0.0014
Clerical ...................................................... 46,300 0.0026
Service ................................... . ................... 563,300 0.0322
Social Security Taxes .......................... . .............. 14,800 0.0008

Subtotal .... . ................................ . ................ 649,400 0.0372

Fees and other Services:
Services...................................................... 23,200 0.0013
Plant and equipment:
Maintenance Equipment ....................................... 7,000 0.0004
Automotive Equipment ........................................ 838,700 0.0480
Garage Buildings (estimate) ............ ....................... 127,500 0.0073
Other Equipment (mci. fuel tanks & shelters) ................... 33,500 0.0019

Subtotal ...................................................... 1,006,700 0.0576

Expenses and supplies:
Insurance and taxes ............................................ 36,700 0.0021
Fuel ......................................................... 459,200 0.0263
Lubricating oil, etc . ........................................... 35,300 0.0020
Tires and recaps .............................................. 410,300 0.0235
Repair parts .................................................. 843,100 0.0482
Other materials and supplies ................................... 114,500 0.0066

Subtotal ...................................................... 1,899,100 0.1087

Total ... . ......................................................... 3,578,400 0.2048

Weight in kips Table 2 gives the identifiable driver and ad-

Loop Lane Front Load Gross ministrative costs for the Support Activity
Axle Axle Weight computed according to U. S. Army regulations.
2 2 4 The period covered is from July 1958 to June
S LOAD LOAD
1961. The cost per mile of operation was
2 6 8
approximately $0.17, not including the cost of
FRONT LOAD quarters and building maintenance.

1@ FRONT LOAD LOAD

4 12 28
2.2 VEHICLE CHARACTERISTICS
2.2.1 General Description
® 6 5
L 24 The layout of the AASRO Road Test pro-
vided ten lanes for traffic operation. All vehicles
assigned to any one lane had identical axle
1 V'"T 6 18 42
TABLE2
l®.. 11.11 TTI 9 32 73
DRIVER AND ADMINISTRATIVE COSTS, SUPPORT ACTIVITY

Chargeable Cost per

M Item Mile ($)
6 22.4 51 ($)
5 .f ® O
® Pay and allowances:
9 40 89
Officers ................211,580.00 0.012
Enlisted Men ...........2,488,300.00 0.142
Travel and transportation . 224,020.00 0.013
(0 d-'"'I1 9 30 69 Supply costs' ..............15,960.00 0.001
Total ......................2,939,860.00 0.168
iii"T5" 2 48 108

Figure 11. Typical test vehicle axle loadings. 'Military furnishings and expendables.
 VEHICLE OPERATIONS 11

loads and axle arrangements. Figure 11 shows TABLE 3

the configurations and axle loadings for the MEAN DISTANCE BETWEEN AXLES
vehicles in each traffic lane.
On Loops 3 through 6 all vehicles were truck
tractor-semitrailer combinations with three- Distance Between Axles (in.) 1
Loop Lane
axle vehicles (two single load axles and steer-
l and 2 2 and 3 3 and 4 4 and 5
ing axle) assigned to the inner lane, designated
Lane 1, and five-axle vehicles (two tandem load
axles and steering axle) assigned to the outer 2 1 112 - - -
2 129 - - -
lane, designated Lane 2.
On Loop 2 the vehicles assigned to the inner 3 1 142 239 - -
lane were conventional "pick-up" trucks on 2 134 48 238 50
which both the steering axle and rear axle were 4 1 143 237 -
considered as load axles. On the outer lane of 2 132 48 238 50
Loop 2 the . vehicles were small single-unit 5 1 139 239 - -
trucks with platform bodies on which only the 2 142 51 237 50
rear axle was considered as a load axle.
Figure 12 shows a typical vehicle, with load, 6 1 151 240 -
2 132 54 233 50
from each of the ten traffic lanes.
The specifications for all vehicles were de- To nearest inch.
veloped around available commercial equip-
ment. Some minor modifications were made to
fit the vehicles for the specific task they were no manufacturer could supply all trucks and
to perform. tractors or all semitrailer units.
General specifications for test vehicles were The following firms supplied trucks and
developed by a Special Technical Subcommittee truck tractors:
of the Automobile Manufacturers Association.
These proposed specifications are given in Ap- Autocar Division, White Motor Company
penclix A of this report. Chevrolet Motors Division, General Motors. Cor-
poration
Deviations from the proposed specifications Diamond T Motor Truck Division, White Motor
were as follows: Company
Dodge Division, Chrysler Motor Corporation
The proposed specifications required all trac- Ford Division, Ford Motor Company
tors to be equipped with at least 36-in, fifth GMC Truck and Coach Division of General
wheels. In some cases, this requirement was Motors Corporation
changed to 30 in. on some of the lighter ve- International Harvester Company
Mack Trucks, Incorporated
hicles. Reo Division of White Motor Company
The specifications recommended power steer- White Motor Company
ing on all combination vehicles. However, all
vehicles had conventional steering, except one The following firms supplied the semitrailer
model on Loop 6, Lane 2. unifs:
The specifications also recommended the use Alabama Trailer Company
of gasoline-powered vehicles on Loops 2, 3, 4, Andrews Industries
and 5; and the use of diesel-powered vehicles Dorsey Trailers
Highway Trailer Industries
on Loop 6. Gasoline-powered vehicles were Hobbs Trailers Division, Fruehauf Trailer Com-
used on Loops 2 and 3 as well As on the inner pany
lanes (single axle) of Loops 4 and 5. Diesel- Kingham Trailer Company
powered vehicles were used on the outer lanes Lufkin Foundry and Machine Company
(tandem axle) of Loops 4 and 5 as well as on The original fleet consisted of 70 vehicles,
both lanes of Loop 6. made up of 14 small single-unit trucks, 56 truck
Detailed specifications for the trucks, trac- tractors and 56 semitrailers. Later, 8 addi-
tors and semitrailers were developed by the tional truck tractors were purchased. Another
project staff with the assistance of the Ad- addition of 48 units brought the fleet total to
visory Panel on Vehicles and representatives 126 vehicles: 22 small trucks, 104 truck trac-
from various manufacturers. tors and 96 semitrailers.
Figure 13 shows the specified dimensions for The additional 48 vehicles were obtained dur-
the combination vehicles for Loops 3 through 6. ing the latter part of 1959 at the height of a
Table 3 gives actual mean distance between nationwide steel industi'y labor dispute. The
axles for each traffic lane. (See Data System efforts of the Automobile Manufacturers Asso-
2523 for detailed axle and wheel spacings.) ciation and the Truck Trailer Manufacturers
An initial fleet of 70 vehicles was purchased Association were largely responsible for ena-
by the project, with the U. S. Bureau of Public bling the project to secure the trucks, tractors
Roads acting as agent. Purchase was on the and semitrailers. A few of the vehicles did not
basis of competitive bidding so arranged that conform exactly to the original vehicle specifi-
 TUE AASIIO ROAD TEST, REPORT 3
12

LANE i LOOP 2 LANE 2 LOOP 2

2 Kips 6 Kips

L —44---, -

LOOP 3 LOOP 3
12 Kips 24 Kips

LOOP 4 LOOP 4
18 Kips 32 Kips

LOOP 5 LOOP 5
22.4 Kips 40 Kips
• I •

LOOP 6
LOOP 6 48 Kips
30 Kips

IF

Figure 12. Loaded vehicle from each traffic lane.

 VEHICLE OPERATIONS 13

(approx)

(approx.)

Figure 13. Test vehicle dimensions.

cations in that they were of the "cab-forward" weights were recorded for load calculation pur-
type. However, specified load axle weights poses. Table 4 gives mean empty and loaded
were maintained despite the different configu- axle weights for each lane. (See Data System
ration of the vehicles. 6507 for detailed weights of each vehicle.)
Each test vehicle was assigned a four-digit The original loads consisted of hollow-core
code number that identified it according to concrete building blocks stacked four rows high
loop, lane, and sequence number. The first digit on 39- by 47-in, wooden pallets and secured
indicated the loop, the second designated the with steel bands. Each pallet contained 40
lane, the third gave the vehicle's position in blocks and weighed about 2,550 lb.
number sequence, and the fourth indicated The positioning of the pallets on the vehicles
whether the unit was a tractor or a semitrailer. was calculated so that the desired axle loads
For example, unit 4241 operated on Loop 4 could be achieved with a minimum number of
in Lane 2 (tandem axle) and was the fourth blocks and with no load more than two pallets
vehicle in number sequence for that lane. The (72 in.) high.
fourth digit (1) indicated that the unit was a The hollow-core blocks were usedin an effort
truck-tractor. The corresponding semitrailer to create loads with the relatively high center
was numbered 4242, with the fourth digit (2) of gravity commonly found on commercial van-
indicating a semitrailer. type vehicles operating on the highways.
Vehicles added to the fleet in January 1960 Banding of blocks on pallets and loading of
had code numbers using the letters F, G, H, K, the vehicles was done by personnel of the
L and M in place of the third digit. Operations and Maintenance Branches. A
multipurpose Gradall was used to place the
2.2.2 Loading pallets of blocks on the vehicles. Each vehicle
was checked for proper axle load; adjustments
Delivery of the initial 70 test vehicles began were made, if necessary; and the loads were
in June 1958, and all trucks, tractors and semi- secured on the vehicles with steel bands. Ve-
trailers were on the project by late September. hicles were weighed on an electronic platform
As it was received, each piece of equipment was scale installed at the project site by the Illinois
serviced and checked for compliance with speci- Division of Highways.
fications; tractor and semitrailer combinations Sufficient vehicles were loaded and weighed
were made up; and dimensions and empty to permit traffic operation on October 15, 1958,
14 THE AASHO ROAD TEST, REPORT 3

TABLE 4
MEAN TEST AXLE WEIGHTS

Axle Weight (lb)

Number
of Loop Lane Empty Selected Loaded'
Vehicles Test
Front Rear Trailer Axle Load Front Rear Trailer Gross

8 2 1 2,170 1,390 - 2,000 S 2,000 2,000 - 4,000

14 2 2 2,560 1,990 - 6,000 S 2,000 6,000 - 8,000
13 3 1 3,490 4,980 3,780 12,000 S 4,200 12,150 12,150 28,500
13 3 2 4,760 8,550 6,040 24,000 T 5,550 24,250 24,700 54,500
13 4 1 4,440 6,020 4,100 18,000 S 5,600 18,100 18,300 42,000
13 4 2 7,330 10,130 6,760 32,000 T 8,800 32,200 32,500 73,500
13 5 1 4,960 6,350 4,550 22,400 S 5,600 22,800 22,600 51,000
13 5 2 7,410 11,930 7,440 40,000 T 8,800 39,900 40,300 89,000
13 6 1 8,150 8,910 5,740 30,000 S 8,850 30,250 29,900 69,000
13 6 2 9,300 14,020 8,760 48,000 T 10,900 48,800 48,300 108,000

126

Loaded axle weights on each vehicle were kept within a tolerance of ±5 percent from the selected test axle
load.
One additional vehicle was purchased for this lane to replace one which had been damaged beyond repair; 14
units operated, 15 units were purchased.

the date set for the official inauguration of test unsafe condition when the vehicles were on the
traffic. However, on that date a vehicle from loop turnarounds or entering and leaving the
Lane 2 of Loop 4 overturned while entering parking areas.
the parking area in the west turnaround of Accordingly, all vehicles except those on
the loop. All traffic was suspended while this Loop 2 were reloaded with the load height
accident was investigated. limited to approximately 38 in. above the bed
Investigation of the accident centered upon of the vehicle. On some vehicles this involved
the effect of the high -center-of-gravi ty loads, only the repositioning of the palletized building
and it was decided that the loads created an blocks. This was true of all vehicles on Loop 3

$ V 400 rl

H'

IL
Figure 14. Project crews placing original loads of hollow-core building blocks on
test vehicles.
 VEFLICLE OPERATIONS 15

and on the inner (single axle) lanes of Loops 2.3 TRAFFIC OPERATION
4 and 5. On all other vehicles the load height
was reduced by using solid concrete blocks 2.3.7 The-Test, Special, and Post-Test Traffic
measuring 24 by 34 by 36 in. and weighing ap- The first vehicles began operating on the test
proximately 2,550 lb each. loops on September 13, 1958. This traffic, called
Figure 15 shows typical vehicles from Loop cond itii ii ing traffic, was composed of vehicles
6 before and after reloading. carrying loads that were approximately one-
Test traffic operations were halted from half of the scheduled test loads for Loops 3
October 15 until November 5, 1958, to allow through 6. Empty pick-up trucks were oper-
reloading and rebanding of all vehicles from ated for a few trips in both lanes of Loop 2.
Loops 3 through 6. The pre-test traffic had several purposes: to
condition the pavements, to familiarize drivers
2.2.3 Tires with vehicles and operating patterns, to permit
field checks of measuring devices, to 1)erniit
Recommendations on tire sizes and pressures collection of preliminary data before full loads
for each type of test vehicle were made by the were applied, and to hell) break in the test
Special Technical Subcommittee of the Auto- vehicles.
mobile Manufacturers Association, which set Traffic was scheduled to operate only during
up the basic specifications for the vehicles. daylight hours. 1-lowever, the schedule was
Table 5 gives data on the tires used on the changed to an early-morning, late-evening
vehicles in each of the ten traffic lanes. operation to reduce interference with contrac-
The tires did not conform to the committee's tor's forces who were still working on the
recommendations in two of the traffic lanes. roadway shoulders. The operating speed was
In Lane I of Loop 6, the tires used were 1 2.00 30 mph and the drivers were instructed to use
x 24/14, whereas the recommendation was for a special transverse placement pattern to get
13.00 x 20/16. in Lane 1 of Loop 5, the tires coverage over the entire l)avement surface.
used were 11.00 x 20/12, although the recom- Table 6 is the load application record during
mendation was 11.00 x 20/14. These substitu- the pre-test traffic period.
tions were made because of the difficulties During the regular test traffic period a small
encountered in purchasing the recommended amount of special light traffic was operated on
tires. various loops from time to time to allow the
All tires were tube-type except those used research branches to make special measure-
on the pick-up vehicles in Lane I of Loop 2, ments. Special studies included such factors
which were of the tUl)eleSS type. as speed, placement, change of load, tire size,

Figure 15. vehicles on Loop 6 loaded with hollow-core blocks (upper) and with large
solid concrete blocks (lower).
16 THE AASHO ROAD TEST, REPORT 3

TABLE 5
Tnia DATA

Tire and Rim Assn. Std. DataStandard

at Tire and Rim Assn.
Conditions
Test Load (lb)
Loop Lane Tire Size Gross Unit Tire
and Ply Rating Load Iifla Rim Contact Ground 2 Spring
Per (lb) tion (in.) Area Pressure Rate
Axle (psi)
Load Tire (sq in.) (psi) (lb/in.)

2 1 2,000 1,000 6.70x15/4 1,065 24 4.5 36.6 29.1 990

2 6,000 1,500 , 7.00x16/6 1,580 45 5.5 37.4 42.3 2,250
3 1 12,000 3,000 7.50x20/10 2,980 75 6.0 45.4 65.7 4,200
2 24,000 3,000 7.50x20/10 2,980 75 6.0 45.4 65.7 4,200
4 1 18,000 4,500 10.00x20/12 4,580 75 7.5 67.8 67.5 5,100
2 32,000 4,000 9.00x20/10 4,120 75 7.0 '59.3 69.5 5,050
5 1 22,400 5,600 11.00x20/12 5,150 75 8.0 77.7 66.4 5,300
2 40,000 5,000 11.00x20/12 5,150 75 8.0 77.7 66.4 5,300
6 1 30,000 7,500 12.00x24/14 6,780 80 8.5 97.3 69.7 7,000
2 48,000 6,000 12.00x20/14 6,020 80 8.5 86.4 69.8 6,180

1
Taken with tires at approximately the prevailing atmospheric temperatures, and do not include any inflation
build-up due to vehicle operation.
2
Calculated with assumption of uniform pressure.
Tubeless tire; Tire and Rim Association standard inflation pressure is 28 psi for 1,065-lb load.
'Tire and Rim Association standard inflation pressure is 70 psi- for a recommended maximum load of 3,960 lb.
This tire was operated at 75 psi inflation pressure and the data given for this pressure are at a load of 4,120 lb.
A measured value of the gross contact area was not available for these conditions, but was assumed to be the same
as that for 3,960-lb load at 70 psi.

and axle configuration. Except in a few ac- Additional traffic was operated on Loops 2,
cidental cases, no pavement section or bridge 4, 5 and 6 after the regular test traffic period
was subjected to loads greater than those ap- for certain special studies carried out during
plied by the regular traffic. the spring of 1961. Vehicles used in these
Because the test bridges were located near studies included regular test vehicles, vehicles
the turnarounds (Fig. 3), vehicles could not with special suspension systems and/or various
attain high speeds when running in the normal tire designs and pressures, construction equip-
(counterclockwise) direction. Therefore, dur- ment, and several types of military vehicles.
ing these special bridge studies some vehicles The vehicles and the special studies are
were operated in a reverse direction, during described in AASHO Road Test Report 6
non-traffic periods, on Loops 5 and 6 to allow (SR 61F).
for higher speeds over the test bridges.
2.3.2 Regular Test Traffic
A record of all special traffic was kept and
included in the load application record for each Test traffic was officially inaugurated on
lane and test bridge. October 15, 1958, but was immediately sus-
pended for a re-examination of vehicle loads
and, subsequently, the reloading of tractor-
TABLE 6 semitrailer units (see Section 2.2.2). Full-
PRE-TEST LOAD APPLICATIONS scale traffic was resumed on November 5, 1958,
and officially ended on November 30, 1960. A
Applications
few vehicles were operated in Lane 2 of Loop
6 until December 3, 1960, to balance its axle load
Loop Lane 1 Lane 2
application count with other traffic lanes.
At the beginning of test traffic, schedules
called for the operation of six vehicles per lane
2 ' 192 192 in Loops 3 through 6, four vehicles in Lane 1
3 1,536. 1,454 of Loop 2, and eight vehicles in Lane 2 of Loop
4 1,576 1,576
2. There was one standby unit for each lane.
On July 5, 1959, an additional truck tractor
5 1,538 1,544 unit was added for each lane of the four major
6 1,548 1,548 loops, and the vehicles previously held on stand-
by were placed in service when possible. 'Loop
 VEHI(LE OPERATIONS 17

' - -

I-'igui v 16. SeeaI types of military vehicles eit• used on bridges during SpiCidI
studies in t he spring of 1961.

a,
--

- -
'

- -----------.- —i--,. -- - -,.-. -

-i-I

I--

Figure 17. Typical traffic density on Loops 5 and 2 with 12 vehicles (upper) and 20
vehicles per ioop (lower).
 THE AASHO ROAD TEST, REPORT 3

2 was able to keep pace by occasionally adding rotated, in order, each two weeks. Occasion-
its standby units to the traffic stream. ally, the demands of pavement maintenance
In late 1959 five additional tractor-semi- made it expedient to alter the regular rotation
trailer units were purchased for each lane of and to keep the 5-hr traffic break within normal
Loops 3 through 6. Three additional vehicles working hours.
were purchased for Lane 1 of Loop 2, and five These three schedules were used in order
for Lane 2 of Loop 2. These units were all in that test loads would be applied to the pave-
service by January 7, 1960, bringing the num- ments during all hours of the day over the two-
ber of available vehicles to 13 tractors and 12 year period of testing. If only one schedule
semitrailers for each lane of the major loops, had been chosen there would have been certain
eight vehicles for Lane 1 of Loop 2, and 14 hours of the day that the pavements would not
vehicles for Lane 2 of Loop 2, for a total of have received any test traffic. During any one
126 vehicles, plus one Loop 2 Lane 2 vehicle two-week schedule there were hours when
which was damaged beyond repair and no traffic did not operate. However, for the two-
longer used. Schedules called for the operation year test period traffic operated at some time
of 10 vehicles per lane in the major loops, 6 during all hours of the day and night.
(sometimes 7) in Lane 1 of Loop 2, and 12 Table 7 gives the three operations schedules
(sometimes 13) in Lane 2 of Loop 2. as revised and made effective July 1, 1960.
During the 25 months of regular traffic oper- However, these schedules are similar to those
ation, a total of 556,880 vehicle trips (1,113,760 used throughout most of the test traffic period,
applications) was made in each traffic lane, and differing only in minor details.
thus over each surviving test section. All schedules were arranged so that the 5-hr
Traffic operation required close cooperation traffic break occurred during daylight hours.
between the project's Operations Branch and It is obvious that this was desirable in the
the Army Transportation Corps Road Test interest of efficient pavement maintenance and
Support Activity. The Operations Branch research measurement programs. However, as
scheduled traffic as necessary to carry out the a result, a large percentage of all test traffic
research activities of the project. The military operated at night.
unit supplied two shifts of drivers and super- Traffic operated on a six-day-a-week schedule
visory personnel for each operating day, on from November 5, 1958, to January 7, 1960,
schedules that usually covered other-than- when it was stepped up to seven days a week.
normal working hours. Operations went back to six days a week on
At the beginning of test traffic the daily July 1, 1960, for the remainder of the test
operations schedule covered 18 hr and 40 mm, traffic period.
leaving a 5-hr and 20-min period for pavement Figure 18 shows the time that traffic was
and vehicle maintenance, special studies, and scheduled to operate during the two-year test-
the various routine measurement programs ing period. The black area represents driving
carried out by the project research branches. time, the white area is non-driving time; the
The driving schedules were arranged on the letters are schedule designations. Figure 19
basis of a 10-min break," or rest period, is a summary chart showing the scheduled driv-
in each hour of driving, in accordance with ing time coverage, in percent, for the two-year
standard military practice. In addition, 30-mm period of test traffic. The shaded area indicates
breaks were allowed for meals so that actual the percentage of driving time that was sched-
driving time totaled 900 mm, or 15 hr per day. uled during the hours shown. It can be seen
The 15 hr of actual driving time per day that driving was scheduled 100 percent of the
remained unchanged throughout the entire time between 2100 hours (9: 00 p.m.) and 0500
test traffic period. However, the schedules were hours (5:00 a.m.) and about 62 percent of the
modified as conditions demanded. The major time between 0500 hours and 1000 hours
change involved dropping the pattern of driv- 10:00 a.m.).
ing 50 min and halting 10 mm. Instead, Occasionally, traffic did not start and stop in
schedules were set up for longer driving and all lanes at the same time because of pavement
longer break periods at the beginning of a maintenance, special studies, or weather con-
shift and shorter driving and break periods ditions.
(with more frequent breaks) during the latter A detailed record of traffic operation was
part of a shift. This arrangement was found kept in project log books, designated
to be more efficient and was preferred by the AASHO Road Test Data System 6502.
drivers. Control of traffic operation was handled co-
Such schedule changes eventually lengthened operatively by project personnel and super-
the daily operations period to 19 hr and 5 mm visory personnel from the military unit.
while retaining the actual 15 hr of driving Over-all liaison was maintained through an
time. Operations Sergeant assigned to the project
Three separate schedules, designated A, B Operations Branch. Field supervision was the
and C, were set up. Normally these were responsibility of an Army Officer of the Day
 VEHICLE OPERATIONS 19

and various project personnel. During normal recorded any research data needed and called
project working hours the Operations Branch a maintenance crew to make repairs.
assumed this responsibility. During other than Both duty officers (Army O.D. and Project
normal hours a project Duty Officer was sta- O.D.), as well as other military officers and non-
tioned at the Administration Building. commissioned officers, had vehicles equipped
The Army Officer of the Day was in charge with troway radio units. The radio net base
of all drivers and was responsible for seeing station was in the Administration Building, and
that established driving procedures were ob- units were located at the military headquarters,
served. The project Duty Officer kept the oper- in crew shelters on each test loop, in the vehicle
ations log book and was responsible for check- maintenance shop, and in the pavement mainte-
ing on pavement or bridge distress and dam- nance building. Thus, communication was
age. When such damage was so severe as to maintained among all supervisory personnel
make traffic operation unsafe, or when research concerned with the traffic operation.
measurements were indicated, the Duty Officer All military drivers assigned to the Support

TABLE 7
REVISED SCHEDULES
EFFECTIVE JULY 1, 1960

1st Shift SCHEDULE A 2nd Shift

Drive 1000-1130 90 1000-0505 Drive 1940-2110 90
Break 1130-1145 Break 2110-2125
Drive 1145-1315 90 Drive 2125-2255 90
1315-1355 Meal Break 2255-2310
Drive 1355-1525 90 Drive 2310-0040 90
Break 1525-1540 Week starts 0040-0120 Meal
Drive 1540-1640 60 1940 hr Sun. Drive 0120-0220 60
Break 1640-1655 Week ends Break 0220-0235
Drive 1655-1740 45 1925 hr Sat. Drive 0235-0320 45
Break 1740-1755 Break 0320-0335
Drive 1755-1840 45 Drive 0335-0420 45
Break 1840-1855 Break 0420-0435
Drive 1855-1925 30 Drive 0435-0505 30
450 450

1st Shift SCHEDULE B 2nd Shift

Drive 1530-1700 90 1530-1035 Drive 0110-0240 90
Break 1700-1715 Break 0240-0255
Drive 1715-1845 90 Drive 0255-0425 90
1845-1925 Meal Break 0425-0440
Drive 1925-2055 90 Drive 0440-0610 90
Break 2055-2110 Week starts 0610-0650 Meal
Drive 2110-2210 60 1530 hr Sun. Drive 0650-0750 60
Break 2210-2225 Week ends Break 0750-0805
Drive 2225-2310 45 1035 hr Sat. Drive 0805-0850 45
Break 2310-2325 - Break 0850-0905
Drive 2325-0010 45 Drive 0905-0950 45
Break 0010-0025 Break 0950-1005
Drive 0025-0055 30 Drive 1005-1035 30
450 450

1st Shift SCHEDULE C 2nd Shift

Drive 2030-2200 90 2030-1535 Drive 0610-0740 90
Break 2200-2215 Break 0740-0755
Drive 2215-2345 90 Drive 0755-0925 90
2345-0025 Meal Break 0925-0940
Drive 0025-0155 90 Drive 0940-1110 90
Break 0155-0210 Week starts Break 1110-1125
Drive 0210-0310 60 2030 hr Sun. Drive 1125-1225 60
Break 0310-0325 Week ends 1225-1305 Meal
Drive 0325-0410 45 1535 hr Sat. Drive 1305-1350 45
Break 0410-0425 Break 1350-1405
Drive 0425-0510 45 Drive 1405-1450 45
Break 0510-0525 Break 1450-1505
Drive 0525-0555 30 Drive 1505-1535 30
450 450
20 THE AASHO ROAD TEST, REPORT 3

Figure 18. Test traffic driving schedules.

 VEhICLE OPERATIONS 21

Activity were qualified to operate the Army's

M-52 tractor-semitrailer vehicle. 1-lowever,
many were unfamiliar with the various types
of commercial vehicles on the project. A train-
ing program was started with classroom in-
structiori on (Iriving patterns and procedures 22 23 2
followed by on-the -loop familiarization with 21
new drivers riding as passengers with experi-
enced (1 rivers. Generally, new (Irivers were as-
20
signed to the smaller vehicles on Loops 2 and
3. Those with satisfactory records moved up
to the heavier vehicles to rcl)lace men leaving 19 5
the unit.
Insofar as possil)le, each driver was assigned
to a particular vehicle. He was then responsible 18 00% o0660oo 20•. •o% ., 6
600 I 6.00
for checking the vehicle before starting opera-
tions and reporting any deficiencies noted dur-
ing operation.
Drivers assigned to the project had a mo-
F'
notonous and difficult task. Each driver was 165 8
required to be Ofl-1)OSt at Wallace Barracks and
rest for 8 hr prior to the start of his shift.
Each shift covered approximately 91/ hr, and
at least another 30 min was consumed in travel-
ing each way from the barracks to the loops and 13 2
hack. In addition, the driver's military duties
averaged about an hour per day. Thus, approxi-
mately 20 hr per day were required, leaving Figure 19. I)riving time schedule and percent of time
only 4 hr for ''off-post recreation". For the driven (24-hr clock).
driver who came off duty at 5 :3() am. this was
rather meaningless. Each driver was on duty
for five (lays a \reek
Drivers were transported betveen the bar-

Figure 20. Drivers checked vehicles and loads before starting operations.
22 THE AASIIO ROAD TEST, REPORT 3

if--':
:.

.-
'MIitj

Figure 21. Vehicles on the four major loops were parked on crossover roads in the
turnarounds, where a shelter was provided for drivers and fueling facilities were
a a i lable.

racks and the loops by military buses. They checking on driving patterns and procedures.
arrived on the 1001) about 30 miii before the The crew chiefs and other military super-
scheduled start of operations, allowing time I 01' visors frequently rode in the test vehicles or in
checking vehicles and receiving special instruc- the traffic stream in passenger vehicles. They
tions from the 1001) sergeants. The test vehicles checked speed, interval between vehicles, trans-
on the four major loops were parked in cross- verse placement and observed pavement condi-
over roads in the easterly turnarounds of' Loops tion as well. Fi'equently they were able to (IC-
3 and 6 and the westerly turnarounds of Loops tect developing mechanical trouble on vehicles
4 and 5. Loop 2 vehicles were parked on an or were able to spot a sleepy or inattentive
access pavement running between Loops 5 and driver and have him stop, thus preventing a
6. Fuel, motor oil and radiator water were possible source of' trouble.
stored at the crossover, and a 12- by 36-ft build- Standard operating procedure on the loops
ing was provided for a crew shelter and head- called for staggering the vehicles in the two
quarters for the 1001) sergeant. lanes and maintaining a minimum interval of
Each 100!) sergeant, or crew chief, was re- 800 to 1,000 ft between vehicles in adjacent
sponsible for starting and stopping the traffic lanes. All vehicles operated in the same direc-
according to schedule, keeping a count of the tion (counterclockwise), and no vehicle was
number of trips made by each vehicle, and allowed to iass another. If one vehicle stopped

- -- , -
- , - '- .
;-
Figure 22. The loop turnarounds were superelevated at a rate of 0.2 ft per ft on the
outer lane. All vehicles normally used this lane when traveling at 25 mph or faster.
 VEhICLE OPERATIONS 23

Figure 23. Guide lines were painted on left side of each traffic lane to assist drivers
in maintaining proper transverse l)IaceIueIlt.

Ill• 111111
30
I I
I
Loop 2- 7-10'
Loop 3- 8'- 6"
Loop 4,5,6 - 9-0"

OWP - Outside wheelpoth dual tire coveroge

Loop 2-9-10"
I WP - Inside wheelpoth dual tire coverage
Loop 3-10'- 6"
Loop 4,5,6-I 1-0"
Figure 24. Programed placement.

on the pavement for any reason, all traffic Speed was controlled by several means. One
on the 1001) halted. vehicle on each of the four major loops was
designated as the ''lead" truck in the traffic
2.3.3 Speed and Placem (lit Control stream. These vehicles were equipped with re-
At the start of traffic operations, drivers on cording speedometers. Thus, if the lead vehicle
the four major loops veie instructed to main- maintained iroper speed others were forced to
tain a constant 30-mph speed on the tangents (to so to keep proper intervals between vehicles.
and turnarounds. On Loop 2, the radius of the Each 1001) sergeant could make a general speed
turnarounds made it necessary to reduce speed check merely by observing the time required
at these points to about 15 mph. for a given flUfllber of trips around the 1001).
The 30-mph speed on the turnarounds appar- in a(l(litiOIl, frequent speed checks were n-Ia(le
ently caused excessive tire wear. in addition, by superviSory personnel as they moved about
many drivers reported feeling on the verge of the project.
losing control in the turns. Accordingly, speeds The transverse placement of the vehicles on
were set at 35 mph on the tangents and 25 mph the test pavements \VaS l)rogramed to follow the
on the turnarounds of the major loops (35 and ol)served placement of heavy trucks on actual
15 mph on Loop 2) . At these speeds drivers highways as reported by the Ru reau of Public
were able to decelerate after leaving the test Roads for two-lane roads with 12-ft lanes.
sections 011 one tangent and accelerate back to Guide lines were painted along the left side of
35 mph before reaching test sections Ofl the each traffic lane to assist drivers in maintaining
other tailgent. transverse placement.
24 THE AASHO ROAD TEST, REPORT 3

TABLE 8
TRANSVERSE PLACEMENT

Mean Distance, Pavement Edge to Outer Edge DualTire (ft)

Lane 1 Lane 2
Loop Flex. Rigid Loop
Flex. Rigid Mean' Flex. Rigid Mean'
Mean' Mean' Mean '
3 2.29 2.14 2.21 2.74 2.44 2.56 2.50 2.27 2.37
4 1.54 1.80 1.65 2.43 2.53 2.47 1.99 2.16 2.06
5 1.74 1.72 1.73 2.19 2.11 2.15 1.96 1.91 1.93
6 1.18 1.32 1.27 2.09 2.06 2.07 1.74 1.74 1.74

Mean' 1.72 2.28 2.01

BPR Studies 2 - 2.2 -

'All means are weighted.
2
Bureau of Public Roads study as reported in Public Roads, Aug. 1958, for 12-ft, 2-lane pavements with grass or
gravel shoulders.

The guides were 5-in, wide dashed lines with cates distinct variations in placement among
20 percent coverage (8 ft in 40 ft). One line the various traffic lanes, despite consistent ef-
was white, the other was yellow. The inner forts by the military unit officers to maintain
edge of one line was 1 ft from the pavement the specified pattern. The table shows that the
edge; the inner edge of the other line was 3 ft heavier the vehicle the nearer to the shoulder
from the pavement edge. it operated. Tandem units operated nearer the
Figure 24 shows the position of the guide pavement centerline than did single axle units.
lines and the programed placement frequency This condition must be ascribed partly to the
curves. The distance from centerline varied fact that drivers in Lane 1 (single axle) could
from loop to loop because of variations in see the edge of the pavement better than driv-
vehicle width. ers in Lane 2 (tandem axle).
Several methods of automatically recording At the beginning of the test the drivers were
transverse placement were tried, but none was instructed to follow a programed placement as
satisfactory. Initially, an attempt was made to follows: travel one trip in ten (10 percent)
use overhead switches actuated by an antenna with the outside of the dual tires on the guide
on each vehicle. The switches, on 6-in, centers, line nearest the pavement edge, travel 7 trips
operated relays which controlled overhead (70 percent) with the tire edge between the
lights indicating proper wheelpath sequence to guide lines and 2 trips (20 percent) with the
the drivers. Switch failures and other mechani- tire on the line nearest the centerline. The
cal problems were encountered. Another sys- automatic placement counting devices were also
tem used the Bureau of Public Roads placement programing devices to indicate to the driver
strip, which has a series of metal contacts em- which position he was to drive. This was to
bedded in a molded rubber base. The high eliminate the necessity of the driver having to
traffic density caused the strips to wear out remember the driving position for each trip.
rapidly. A third system used pressure switches Because the automatic devices did not per-
embedded in the pavement surface, but me- form satisfactorily, the drivers were later in-
chanical problems and surface water rendered structed to drive always between the guide lines
these useless. with the expectation that the random driving
The most successful method of checking on position of different drivers would accomplish
transverse placement used 16- or 35-mm single- the programed result. By observation and by
frame photographs of each vehicle, taken on a sampling this procedure was foundto be satis-
sample basis and shot from the overpasses near factory.
the middle of each major test loop. Placement
was determined from measurements on a pro- 2.9.4 Axle Load Applications
jected picture. This system was limited to day- The number of axle load applications on each
light hours and to the one bridge location on of the ten traffic lanes was determined from a
the four loops. No suitable system was devel- vehicle trip count made by the loop sergeant on
oped for Loop 2. each loop. These counts were checked occasion-
Table 8 is a summary of transverse place- ally with mechanical counters. Daily counts
ment data taken from limited samples. It mdi- were summarized by the Operations Branch
 VEHICLE OPERATIONS 25

and punched on IBM cards. This information time. The differences between theoretical and
is contained in AASHO Road Test Data System actual were designated "lost applications,"
6500. which were broken down into several cate-
Printouts of the applications record were dis- gories, each indicating the reason for the loss.
tributed periodically to the research branches. The reasons for application losses were appli-
In addition, a daily summary was posted in the cation balancing, vehicle maintenance, adverse
Administration Building to aid the project staff weather (which necessitated stopping traffic),
in scheduling maintenance and research opera- reduced speeds (due to weather conditions or
tions and application balancing rough pavement), pavement maintenance, and
Every effort was made to keep load applica- miscellaneous.
tions as nearly equal as possible in the ten traf- Figure 27 shows the percentages of cumula-
fic lanes. When any one lane fell behind the tive applications lost because of the several
others, the standby vehicles were put in service reasons previously listed. The ordinate scale on
to bring the applications back into balance. If the left shows percentage of cumulative appli-
the extra vehicles were not available, the num- cations lost, and the ordinate on the right shows
bers of vehicles in other lanes were reduced percentages of attained applications.
accordingly. Percentages of the theoretically possible total
Although it was not possible to maintain number of cumulative applications at the end
exact balance at all times, extra care was taken of test traffic on December 3, 1960, were: at-
to insure balance during critical periods of tained applications, 79.9; losses due to applica-
rapid pavement distress. tion balancing, 4.2; vehicle maintenance, 4.5;
Figure 25 is a cumulative summary of load adverse weather, 2.0; reduced speeds, 1.6; pave-
applications, by months, for each traffic lane ment maintenance, 6.2; miscellaneous, 1.6.
and shows the relative balance between lanes. Figure 28 compares cumulative theoretical
The. Operations Branch also maintained a and actual applications.
record which indicated the efficiency of the The loss of applications attributed to adverse
traffic operation by comparing the actual load weather occurred mostly during the winter
applications achieved against the theoretical when snow and ice made driving unsafe and
number that could have been made if all ve- when vehicle engines were difficult to start be-
hicles had operated 100 percent of the scheduled cause of subfreezing temperatures.

70
45

90
65
40'

85(
60'
35

80(
55'

75c
501
25(

La, Lan Lan Lan

Lo Loo Loo Loo

Figure 25. Cumulative axle applications at end of month.

 THE AASIIO ROAD TEST, REPORT 3
26

Figure 26. During periods of ad erse weather traffic operations w ere

governed by
safety considerations. Snow and icc conditions ustially re'.uIt ed in operating at reduced
SI)C(d s.

2.3.5 Accident Record involving test vehicles in an effort to determine

The nature of the test traffic operation ma(le causes and to suggest methods of preventing
it probable that accidents and mishaps would similar occurrences. Both military and project
occur on the test loops. Thus, efforts of proiect personnel were on the board with direction
and Army persoimel were aimed at minimizing resting primarily with the military unit com-
the number of accidents and reducing their mand er.
severity. Table 9 gives the number of accidents by
Shortly after the beginning of test traffic a type. Many of those liste(l would not be con-
board was organized to review all accidents sidered "reportable" accidents if they had oc-

20
80

30
70
I= BALANCING
2= VEHICLE MAINTENANCE 40
60 3= WEATHER -

6 -
4= REDUCED SPEEDS m
- 6
5= FVEMENT MAINTENANCE 50
cn
50 6= MISCELLANEOUS z
3 666 -

-
—1

40 - - -
— 6 60
z 5 5 5 5
5
Lii
30
7o
Lu 4
4__ Fr
6 rn
Cl.. -
r44a
5
3 3 - 4 - -
'
5 -
80
20 - —: -:- 4 -
4
3 3
d
4 --- 5 5

3 3 90

~
'i I , I oo
N DL FMAMJ JASOND JFMAMJ JASON
1960
° 1958 '' '''''''''
1959
I' '
Figure 27. Cumulative lost applications.
 VEHICLE OPERATIONS 27

1400

1300

1200

1100

1000

Ut
0 900

700 Theoretical Applications

.2 600
0
U
500
CL
0.

400

300

200 Actual Applications

00

0
Nnv. Dec. Jan. Feb. Mar. Apr. May Jane Jaly Aug. Sep. Oct. Nov. Dec. Jan. Feb. Mar. Apr. May June July Aug. Sep. Oct. Nov. Dec.

958 I 1959 1 1960

Figure 28. Applications vs time.

curred on a normal highway. In fact, 51 of the Despite all precautions several serious ac-
141 listed accidents resulted in property cidents occurred. Two of these resulted in
damage of less than $25. M'any of these minor fatalities. Specialist Fourth Class Melvin L.
mishaps occurred in or near the parking area Kaiser of Willows, Calif., was killed on Decem-
while vehicles were starting or stopping opera- ber 12, 1959, when his vehicle ran off the
tions. The breakdown of accident cost is as tangent on Loop 6 and overturned. Specialist
follows: less than $25 property damage, 51; Fourth Class Gary L. Edlin of New Albany,
$25 to $250, 42; $250 to $500, 19; $500 to md., was killed on October 31, 1960, in a rear-
$1,000, 16; over $1,000, 13. The total cost of
141 accidents was $53,814 for the 17,474,000
miles driven throughout the project. Appendix TABLE 9
B shows accident classification, experience, and TYPE AND NUMBER OF ACCIDENTS
location.
It appeared that many of the accidents on the
Type Number
loops (running off turnarounds and tangents,
hitting test bridges, etc.) were the result of
drowsiness or inattention caused by the long, Upset. .................................. 9
monotonous hours of driving. All supervisory Co1lision ............................... 59
With test bridge abutments ........ (7)
personnel were continually concerned with this With other vehicles1 ............ (52)
..
problem, and every effort was made to alleviate Other (property damage) 2 ..'.
22
it. For example, broadcast band radios were Subtotal ................................ 90
Other (no property damage) . ............ 51
installed in all test vehicles in mid-1959 in Total ................................... 141
order to relieve the monotony to some extent.
Drowsy drivers were instructed to pull out of Rear end, sideswipe, etc.; primarily during starting
the traffic stream and were given an extended and stopping procedure.
rest period. A few drivers, who appeared to be 2
Jackknife, left test track; vehicle damage over $25.
accident prone, were relieved of driving and ° Deviations from test track, incidental, scrapes, negligi-
assigned to other duties. ble property damage.
 THE AASHO ROAD TEST, REPORT 3

end collision on Loop 5. Several other vehicles for emergency repairs during the remaining
were severely damaged, but none of the other six hours.
accidents resulted in serious injury to the In order to undertake major repair work
driver. additional equipment was purchased and the
Although there were a few accidents involv- shop began to stock more parts, including large
ing project personnel, no serious injury was components such as motors, transmissions and
sustained by any employee, on the project site, axles. However, parts supply continued to be
during the conduct of the road test. one of the major problems throughout the
entire test traffic period. The problem was
compounded by the fact that the shop was
2.4 VEHICLE MAINTENANCE servicing ten different makes and many clif-
2.4.1 Orüanization of Shop ferent models of truck tractors. Maintenance
of a complete inventory of parts for these
The l)rOieCt's vehicle maintenance shop tractors (plus parts for the trailers) was
originally was set up and equipped to perform impracticable, so stocks were kept of only those
only minor maintenance of the test vehicles. items for which there was a recurring need.
It was intended that the shop would do such Every effort was made to facilitate speedy
work as lubrication and oil changing, motor acquisition of the necessary parts. The shop
tune-up, adjustment of brakes and clutches. superintendent and chief parts man were given
and minor repairs and replacement of parts. authority for direct purchase on the basis of
All major repair work was to be ''farmed out" best possible price for quickest delivery. Con-
to commercial garages and shops in the vicinity tacts were set up with representatives of the
of the project. vehicle manufacturers who could locate needed
Shortly after operations began in the fall of parts and arrange for air shipment to nearby
1958 it became apparent that such a program cities.
would result in undue delay to test traffic. In order to reduce delivery time, arrange-
Maintenance of vehicles off the project proved merits were made to pick up parts at supply
to be too time consuming. Commercial garages houses, agencies, and air-freight terminals.
often could not give priority service to the Thus, the shop organization included three men
project vehicle. Furthermore, they did not designated as "parts runners," who made such
stock many necessary replacement parts, and pick-ups and transported the parts to the
normal procedures for obtaining such parts project.
required considerable time. Therefore, it was The problems of vehicle maintenance in-
necessary to alter l)lans for the shop organiza- creased as the original fleet began to amass
tion and to increase personnel, equipment and considerable operating mileage, and also as
the stock of parts in order to perform major the number of test vehicles increased. In late
repairs on the project. 1959, when the fleet was being increased from
Shop personnel was increased sufficiently to 78 to 126 units, the shop was enlarged from
handle the work; ultimately, the shop became 4 to 6 bays, or from about 3,800 sq ft to 5,700
a 24-hr operation. Two full shop crews were sq ft of working space.
on duty, one working from 7:00 a.m. to 4 :00 As the fleet grew and the work load in-
p.m. and the other from 7:00 p.m. to 4:00 a.m. creased, it became necessary to provide for
Two-man ''swing shift" crews were on hand more precise control of the maintenance work.

Figure 29. Several accidents such as this occurred on the loop turnarounds. The
driver of this vehicle remained in the cab and was not injured despite the extensive
damage to the vehicle.
 VEHICLE OPERATIONS 29

:nr

Figure 30. Interior of vehicle maintenance shop shortly after beginning of full-scale
traffic in November 1958.

A control board was established on which was Certain other work was done by outside per-
listed each vehicle code number, the location of sonnel under contract to the project. For cx-
the vehicle, repairs required, parts needed to ample, all welding was done by contract forces.
complete the repair, and whether parts were On occasion there was considerable work of this
on the job or on order. This board was used type to be done. One of the major tasks of this
extensively by the shop superintendent in nature was the rebuilding and reinforcing of
establishing priorities for the work and in semitrailer frames, some of which suffered
assigning work to mechanics. fatigue failure as a result of constant operation
under full load.
2.4.2 General Maintenance Procedures
As much as possible of the repair work was
Whenever possible major maintenance work done on the test loop. The vehicles were
was done by replacement of components such brought to the shop only when absolutely neces-
as motors, transmissions, differentials, clutches, To facilitate this procedure certain
springs and fifth-wheel mounts. This system mechanics and helpers were assigned as 1001)
made it possible to return the vehicle to opera- "trouble shooters". These men were assigned
tion in a relatively short time and to repair or
to specific loops, thus reducing the number of
rebuild the damaged component on a time-
available basis or to have the repair done by vehicle types on which they worked, fixing
commercial garages off the project. This was definite areas of responsibility and creating
particularly true in the case of certain com- closer cooperation between shop personnel and
ponents which manufacturers recommended be the supervisory military personnel 011 the test
repaired by factory-trained mechanics. loops. These loop mechanics performed routine
work in the shop until a trouble call came frcm
Work also was done by off-project shops
whenever the project shop became over- their assigned loop. They went to the scene,
burdened and it was determined that certain made the repairs if possible, or recommended
vehicles could be returned to operation quicker that the vehicle be brought to the shop. In
by sending them to local garages. In addition, addition, the loop mechanics were responsible
there were some types of repair work for for checking and repairing or otherwise dis-
which the project shop was not equipped. For posing of all deficiencies noted on the daily
example, no attempt was made by the project reports of the drivers.
shop to repair vehicles involved in accidents Table 10 is a summary of truck and truck
resulting in major damage to bodies and tractor component replacements, Table 11 gives
frames. sirn ilar in formation on semitrailers.
 30 THE AASHO ROAD TEST, REPORT 3

-\ 1. •N -

lk

Figure 31. Welding crew rebuilding and reinforcing frame of a semitrailer that
suffered fatigue damage as a result of constant operation under full load.

TABLE 10
TRUcK COMPONENT REPLACEMENT SUM MARY

No. of Components Replaced

Total Test Gioss
Axle Total Power
Loop Lane \- Weight Miles: Divider
Spring
cles Loads (Ib) . Trans- or Weld Clutch
Engine mission Differ- Frame
ential Front Rear

2 1 8 2,000S 4,000 1,079,204 2(2) 3(2) 2(2) 0 0 1(1) 7(5)

2 2 15 6,000 S 8,000 2,227,592 14(10) 9(6) 24(8) 1(1) 35(14) 22(11) 20(6)
3 1 13 12,000S 28,500 1,793.712 39(12) 14(10) 11(7) 0 19(10) 24(12) 34(11)
3 2 13 24,000T 54,500 1,831,998 60(8) 60(10) 22(8) 2(2) 11(7) 9(5) 51(10)
4 1 13 18,000 S 42,000 1,780,133 15(8) 15(9) 11(6) 9(7) 16(8) 34(12) 25(7)
4 2 13 32,000'l' 73,500 1.761.902 16(9) 6(4) 8(6) 1(1) 11(8) 14(7) 9(4)
5 1 13 22,400S 51,000 1,761,802 38(13) 47(12) 15(10) 0 5(4) 31(11) 93(13)
5 2 13 40,000T 89,000 1,761,694 19(9) 29(10) 11((;) 16(6) 21(10) 74(12) 37(12)
6 1 13 30000 S 69,000 1,714,542 14(9) 19(7) 4(2) 6(4) 15(6) 127(13) 12(5)
6 2 13 48,000T 108,000 1,687,933 29(13) 43(11) 5(5) 7(6) 23(7) 14(7) 31(10)
Total 127 - — 17,433,572 246(93) 245(81) 113(60) 42(27) 156(74) 350(91) 319(83)

These data are for the specialized operating conditions of the Road Test, and it is neither intended nor implied that they are
indicative of normal truck or fleet operation.
As of December 3, 1960, close of test traffic.
Figures in parentheses are number of vehicles requiring component replacement.
Includes disc, or pressure plate, or housing, or all three.

TABLE 11
T1uLER COMPONENT REPLACEMENT SUMMARY

No. of Components Replaced

Total Test Axle Total
Loop Lane Trailers (1)
oad Miles Dolly Weld
Spi ing Leg 1 iame

3 1 12 12 S 1,793,700 151(6) 3(2) 1(1)

3 2 12 24T 1.832,000 23(7) 2(1) 11(5)
4 1 12 188 1,780,100 32(12) 2(1) 4(3)
4 2 12 32'l' 1,761,900 70(12) 2(1) 42(10)
5 1 12 22.4 S 1,764,900 30(11) 10(5) 30(10)
5 2 12 40 'P 1,761,700 43(10) 11(4) 73(12)
6 1 12 30S 1,744,500 53(12) 4(2) 14(6)
6 2 12 18T 1,687,900 98(12) 17(8) 36(10)
Total 96 - 14,126,700 364(82) 51(24) 211(57)

These data are for the specialized operating conditions of the Road Test, and it is neither intended nor implied
that they are indicative of normal truck or fleet operation.
As of December 3, 1960, close of test traffic.
Figures in parentheses are number of vehicles requiring component replacement.
 CLASS "A" MAINTENANCE CLASS "B" MAINTENANCE
TRUCK NO. DATE TRUCK NO. DATE

MILEAGE MECHANIC MILEAGE MECHANIC

GAS VEHICLES (6000 MILES) DIESEL VEHICLES (12,000)

CHECK: - ADJUST: Each 2,500 MILES

Plugs - Valves
Points________________ - Injectors
Condenser_______________ - Change Oil and Filter_________
CHECK: Clean Oil Bath Air Cleaner
Timing - Fuel Pressure Check Air Filter to Road Ranger
ADJUST: Fuel Filters Check Shutterstat Fluid
Valves Horn Blow Out Dry Air Cleaner
Fan Belts Lights
Grease Chassis
Engine R.P.M. Wipers Check Transmission Lub. Level_
Wiring Check Differential Lub. Level_
CHECK:
Front End CHECK: Grease Fith Wheel
Drive Line_________ Springs Drain Water From Fuel Tanks_
Wheels Frame
Springs Wheels______ Each 10,000 MILES
Frame_______________ Steering
Oil and Grease Leaks Drive Line_
Oil Leaks_ Change Transmission Lubricant
CHECK AND ADJUST: Grease Leaks Change Differential Lubricant
Brakes
Clutch CHECK AND ADJUST:
Emergency Brakes Each 24,000 MILES
Clutch
CHECK:
Lights
Emergency Change Dry Air Cleaner El
Horn ADJUST:
Windshield Wipers All Belts ___________

CLASS A-i MAINTENANCE EACH CLASS A-i MAINTENANCE EACH

18,000 MILES 2I,000 MILES
Check and Repack Repl. Dry Air
Wheel Bearings Cleaner_____________
Figure 32. Preventive maintenance form.
Backflush Injectors Check and Repack
Wheel Bearings
32 THE AASHO ROAD TEST, REPORT 3

F'igiire 33. Army l)erSonnel refueled test vehicles from storage tanks located on the
test loops.

TABLE 12 2.4.3 Prevent ire Maintenance

FUEL STORAGE Preventive maintenance on the test vehicles
was clone frequently. This policy was dictated
Capacity (gal) by the nature of the test traffic operation and
Location by the need to prevent major breakdowns of
Diesel Fuel Gasoline equipment and keep vehicles operating at peak
efficiency. Certain shop mechanics, helpers and
Garage 2,000 5,000' lubrication men were assigned full time to the
- 2,000' preventive maintenance program.
Loop 3 - 4,000 Figure 32 is a reproduction of the shop's pre-
Loop 4 2,000 2,000
Loop 3 4,000 2,000 ventive maintenance form. It will be noted that
Loop (3 3,000 - Class B maintenance was concerned almost en-
tirely with lubrication, whereas Class A main-
Total 13,000 15,000 tenance involved checking and/or adjusting
parts and components on the entire vehicle.
Class B maintenance was scheduled every 2,500
Loop 2 and Army vehicles. miles; Class A maintenance, every 6,000 miles
'Project vehicles.
for gasoline vehicles and every 12,000 miles for
diesel vehicles.
2.44 Fuel and Lubricants
TABLE 13 Specifications for fuel and lubricants were
drawn up by the Operations Branch on the
FUEL DISPENSED
basis of recommendations made by the vehicle
manufacturers. Bids were accepted from qual-
Gasoline ified suppliers, and annual contracts were
Loop (gal)
awarded on the basis of price. During the
traffic operations period four major "brand
335,000 name" products were used at various times.
3 790,000
4 392,000 368,000 Fuel storage tanks and pumps were installed
5 390,000 418,000 on each of the four major loops (3 through 6)
(3 837,000 and at the garage building. Test vehicles from
Staff and Loop 2 were fueled at the garage building be-
rnai nt. 160,000 12,000
cause the 1oop was nearby. All other test ve-
Total 2,067,000 1,035,000 hicles were fueled on their respective loops.
Staff vehicles and Maintenance Branch equip-
 VEHICLE OPERATIONS 33

TABLE 14
FuIL AND ADD Oxr. SUMMARY'

Test
Totii Axle T tl Total Miles Qts. Miles
Loop Lane Weight Fuel per Oil per
'elicles I ad Miles
(gal) Gallon Added Quart

2 1 8 2,000 S 4,000 1,079,204 75,461 (G) 14.3 1,151 937

2 2 15 6,000 S 8,000 2,227,592 184,925 (G) 12.0 2,722 818
3 1 13 12,000 S 28,500 1,793,712 318,044 (C) 5.6 3,783 473
3 2 13 24,000 T 54,500 1,831,998 472,285 (G) 3.9 7,055 262
4 1 13 18,000 S 42,000 1,780,133 391,091 (C) 4.5 3,671 485
4 2 13 32,000 T 73,500 1,761,902 368,286 (I>) 4.8 8,366 210
5 1 13 22,400 S 51,000 1,764,862 390,874 (G) 4.5 5,123 344
5 2 13 40,000 T 89,000 1,761,694 417,216 (D) 4.2 6,061 290
6 1 13 20,000 S 69,000 1,744,542 341,965 (1)) 5.1 6,617 263
6 2 13 48,000 T 108,000 1,687,933 492,721 (1)) 3.4 8,506 198
Totals 127 -- - 17,433,572 3,452,868 - 53,055 -
These data are for the specialized operating cooditions of the Head Test, and it is neither intended nor implied
that they are indicative of normal truck or fleet operation.
As of I)ecember 3, 1960, close of test traffic.
(G) =gasoline; (1)) diesel.

ment were fueled from a separate tank at the delivered to the Operations Branch, enabling
garage building. Table 12 gives the locations the branch to keep a running account of re-
and capacities of the fuel storage tanks on the ceipts and disbursements for each storage tank
project. as well as fuel and motor oil consumption rec-
Fuel was delivere(l in tank trucks and me- ords on each vehicle. The latter record often
tered into the various storage tanks. The jroper served as an indicator of developing mechanical
grade of motor oil also was stored in 1)111k on trouble in a vehicle.
each loop and at the garage building. As each Table 13 gives the total amount of gasoline
vehicle was fueled and or had motor oil it(lde(l, and/or diesel fuel dispensed for each test 1001)
a disbursement ticket was made out giving the and for the staff vehicles and Maintenance
vehicle number, the mileage and the amount Branch equipment.
of fuel or motor oil. At the end of each driving Table 14, a summary of fuel and motor oil
shift the Arms' crew chief for each 1001) com- consumption by vehicles in each of the ten
piled the individual tickets into a fuel summary traffic lanes, gives the average miles per gallon
report. of fuel and per quart of motor oil for the ve-
Fuel summaries and individual tickets were hicles in each lane.

-i.---. --:--

Figure 34. At the peak of operations, two three-man crews were used to check and
service tires on the test vehicles.
 THE AASHO ROAD TEST, REPORT 3
34

TABLE 15 2.4.5 Tires

TIRE WEAR SUMMARY'
At the peak of test traffic operation in 1960
the Road Test vehicle fleet was equipped with
To First Recap To Follow 1,524 tires. Tires per vehicle ranged from four
(Original Tread) Recaps on the pick-up trucks in Lane lof Loop 2 to 18
Loop Lane on the tandem axle vehicles running in the
No. of Average No. of Average outer lanes of the four major loops. Altogether,
Tires Mileage Tires Mileage
4,270 tires were used during the test traffic
17,584
period.
2 1 73 18,866 86 The Vehicle Maintenance Shop kept a supply
2 2 112 45,025 97 31,206
3 1 140 26,655 183 17,031 of spare tires amounting to 10 to 20 percent
3 2 326 19,871 309 17,083 of the total number being used. These included
4 1 199 35,130 144 21,457 tires stored at the shop, new tires enroute from
4 2 444 25,881 426 18,863 the supplier, and tires being recapped.
5 1 195 27,608 316 18,136
5 2 451 23,203 596 18,062 The project awarded contracts, on a bid
6 1 247 24,694 209 21,885 basis, with three suppliers for new tires and
6 2 528 19,123 420 18,606 with four recapping firms located in the area.
Several different "brand-name" tires were sup-
These data are for the specialized operating condi- plied.
tions of the Road Test, and it is neither intended nor The shop organization included a chief tire
implied that they are indicative of normal truck or
fleet operation. man who supervised a group of nine employees

lIIIflhIIIIIP!iiIllIIII
0
I-
80
lIIIuuuIIpIuIIIIuhIIII
0

uIIHAUP •-
C

iuiiuiiniiIIlIIIIIIIIin
60
4-
0

uuIIuI"IWIIIIHUI
C
0

iiuriiuiaiuiniu
40
I-
9-
0
4-
C

IlIuIIIIuIuIlihIuuuIuuIl
0
C) 20
0
a-

iuuIuuuuIuuuuIHuuIIuuII
0 2- 6 tO 14 18 22 26 30 34 38 42 46 50 54 58 62 66 70 74 78 82 86 90 94 98 102

Mileage, in Thousands
Figure 35. Cumulative frequency curve of original tread wear.
 VEHICLE OPERATIONS 35

engaged in maintaining tires. The tire men age improved considerably when turnaround
were organized into two crews, each with a speeds were reduced to 25 mph.
vehicle to carry tools, equipment, and an air Tire mileage improved throughout the entire
compressor. One crew serviced vehicles on test traffic period., This was probably due to a
Loops 3 and 6; the other serviced vehicles on combination of such factors as decreasing co-
Loops 2, 4 and 5. efficient of friction on the pavements, improved
Tire wear was a constant problem through- control of inflation pressures, and more experi-
out the test traffic period, and every effort was enced drivers.
made to control contributing factors such as The Operations Branch maintained a com-
inflation pressures, vehicle speed and driving plete life history on every tire used, and sum-
patterns. Minor variations in any of these fac- marized the information in bimonthly reports
tors were found to produce considerable effect giving the average and cumulative average
on the rate of tire wear. mileage obtained on tires used in each of the
For example, vehicle speed on all loops was ten traffic lanes. A summary of these reports
initially set at a constant 30 mph. However, the is given in Table 15.
superelevated turnarounds had been designed Figure 35 is a cumulative frequency curve
indicating the percentage of new tires removed
for no side thrust at 25 mph. The additional for recapping at given mileages. The figure
5-mph speed apparently caused extreme tire covers new tires used on the test vehicles and
wear, although faulty driving patterns may shows the arithmetic mean of 26,185 miles for
also have been a contributing factor. Tire mile- original tread only.
 Chapter 3

Pavement Maintenance

This chapter outlines the purposes and policies which governed mainte-
nance of the test pavements and bridges. It describes the equipment,
materials and methods of maintenance, and the extent of the maintenance
operation.

3.1 PURPOSES AND POLICIES However, it should be noted that only minor
maintenance was permitted until a pavement
The primary objective of the AASHO Road section had deteriorated to the point that it was
Test was to determine significant relationships declared unserviceable and removed from, test-
between the performance of highway pave- ing. Therefore, there may be little similarity
ments of known designs and the loadings, ap- between maintenance as practiced at the Road
plied to them. Thus, it was necessary that all Test and maintenance as practiced on in-service
pavement test sections be. treated alike so that highway pavements. In addition, there was no
the performance of any section could be com- study of different or alternate maintenance pro-
pared directly with the performance of any cedures and practices.
other section. A limited study was made of selected test
The concept of identical treatment for all sections which were removed from testing and
pavement sections was particularly vital in repaired with an asphaltic concrete overlay.
pavement maintenance practices. Consequently, The results of this study are reported in
definite rules, regulations and criteria were set AASHO Road Test Report 5 (HRB Special
up to govern the maintenance operation. In Report 61E).
addition, a staff Maintenance Review Commit- The specific criteria which governed mainte-
tee was given the responsibility of insuring nance were developed by the staff with the as-
comparable treatment for all sections of pave- sistance of the Advisory Panel on Maintenance.
ment. This Committee was made up of the An original statement of policies and criteria
Project Director, the Chief Engineer for Re- was prepared following a request by the Na-
search, and the Maintenance Engineer. tional Advisory Committee in July 1958. These
Actual maintenance operations were under criteria were revised in the light of actual field
the direction of the Maintenance Engineer. The experience on the project, and the following
personnel requirements of this branch of the final statement was adopted by the National
project staff varied according to the amount of Advisory Committee in January 1960.
work to be done.
The main purposes of the maintenance pro-
gram were: (1) to repair minor and localized Part I Road Test Maintenance Policy
pavement damage which might be associated
The policy for pavement maintenance at the
with construction deficiencies and the presence AASHO Road Test was to permit maintenance of
of drainage structures; (2) to retard the pro- all types in order to keep traffic operating, but
gression of damage from those areas which had when maintenance of a type that changed .the
been repaired to those areas still in test; (3) structure of a section was performed, the section
to repair or replace pavements removed from was removed from the basic experiment and
testing and, thus, to facilitate test traffic opera- thereafter was considered to be in a special cate-
tion and prevent damage to test vehicles; and gory. In the case where a section was overlaid
without deep patches it was continued under
(4) to provide the services needed to keep the study independent of the original or basic experi-
test pavements and surrounding areas in a con- men t.
dition which would facilitate the safe and effi- The following procedures were considered not
cient operation of the entire project. to affect the original structure: mowing, snow
One of the five specific objectives of the and ice removal, ditch and culvert cleaning,
AASHO Road Test directed the staff to "Pro- shoulder maintenance, fog seal, crack and joint
vide a record of the type and extent of effort sealing, and the repair of construction deficiencies
(within the limits set forth hereinafter in the
and materials required to keep each of the test criteria for each type of maintenance).
sections, or portions thereof, in a satisfactory The following procedures were considered to
condition until discontinued for test purposes." change the structure: seal coat, large skin or
Such a record was kept for all sections which deep patches, and overlay.
required maintenance. Records are available Following are the rules which governed the
under AASHO Road Test Data System 6300. maintenance work on the ..project.

0
 PAVEMENT MAINTENANCE 37

Figure 36. Project maintenance forces placing a skin patch consisting of ;in applica-
tion of hit imen and pie-mixed bit urn inous patching material.

Part 2 General for All Pavements Part 3 Criteria for Flexible I'avenient
Maintenance procedures depended upon the 1. Fog Seal
condition of the test section to he repaired, as I'urpose: A fog seal was used to correct a con-
described in the following: struction defect in which a small amount of
asphalt was needed on the surface of the as-
Case 1. No patching had been done previously, plialtic coflcrete to correct raveling or crumbling
but distress within the test section was so gen- due to insufficient asphalt content in the original
eral that the failure was obviously attributable mix.
to the pavement design and not to a construc-
tion deficiency. Maintenance was delayed until Criteria: A fog seal was permitted in any sec-
the present serviceability index dropped to 1.5, tion or part of a section in which there was
at which time the section was dropped from the raveling or crumbling due to insufficient asphalt
(Oil tent.
basic experiment and maintenance was performed
as necessary. 2 Spot Seal
Case 2. No patching had been done previously. Purpose: A spot seal was applied to p1e'ent
but distress was not general, so that it was not surface \Vater from entering the pavement struc-
clear whether the failure was tiuc to inadequate ture through surface cracks and to correct other
pavement design or to a construction deficiency. minor surface defects.
There were then two alternatives: Criteria: A spot seal was permitted to be ap-
If the required length of patch, measured plied to that area of pavement surface of approx-
parallel to the centerline, exceeded the mutely one square yard which had Class 2
limits set forth in the criteria which follow, cracks, but which did not have a sufficient de-
maintenance was delayed until the index pression to require a skin patch. No more than
reached a value of 1.5, at which time the two such spot seals were permitted in either
section was dropped from test. wheel path of a section.
If the rate at which distress was developing in-
If the required length of patch was less (heated the need for a skin patch, a deep patch,
than the limits set forth in the criteria or reconstruction, spot seals were not applied.
which follow, the section was maintained,
the index was determined after mainte- 3 . Skin Pa / ch
nance, and the section was retained in the
Purpose: Skin patches were used to level
basic experiment. localized (lepressions in the pavement surface
Case .3. The condition of the section was the which made the riding characteristics unsafe or
same as in Case 2, except that one patch had disagreeable to the driver, where water might
been placed previously. There were two alterna- have ponded and been held on the l)1t'e)ent sur-
t ives: face, and to hell) preve1lt further deterioration.
Criteria: A skin patch was permitted when a
If an extension of the existing patch be- small localized depression developed in the sur-
yond the limits set forth in the criteria was face of either wheelpath to a depth of 1 in.
required, or if a patch in a new area was That anl)oullt of the depression which exceeded
required, maintenance was delayed until the 'A in. in depth was brought to grade; however,
index reached 1.5, at which time the section the total length of a patch could not exceed 10
was dropped from the basic experiment. ft (of the 100-ft factorial design sections).
If no maintenance in a new area was re- If the rate at which distress was developing
quired, and the old patch could he repaired indicated the need for dccl) patch or reconstruc-
without exceeding the limits set forth in tion, a skin patch was not applied.
the criteria which follow, the index was In the case of wedge-constructed sections and
(letermined after the old patch was re- those sections with tapered shoulder paving, the
paired and the section was retained in the length of each skin patch could not exceed 10 ft,
basic experiment. but no lilllit was set on the number of patches.
 THE AASIIO ROAD TEST, REPORT 3
38

4. J)ecp Patch In the case of wedge-constructed sections and

those sections with tapered shoulder paving, the
Purpose: I)eep patches were used to recon- length requiring (leej) patch, plus 5 ft, was
struct a small portion of either wheelpath when patched without limit on the number permitted.
substantial evidence indicated that the distress
was due to localized non-uniformity in the em- 5. Orerlay
bankment soil or the pavenwnt structure and Purpose: An overlay of asphaltic concrete
was not typical of the entire section. w as applied in some sections to permit traffic
to operate over sections which had become un-
Criteria: A deep patch was permitted when
serviceable or unsafe. The overlaid sections
the distress in a localized area no more than o which had not been deep patched were then ob-
ft in length had progressed to Class 3 cracks serVed as special study sections.
and it was apparent from the rate at which Criteria: An overlay was permitted on a sec-
distress was developing and/or from the niagni- tion which had been discontinued from the basic
tude of surface deflections that a skin patch or experiment if in the judgment of the Mainte-
a sPot Seal had not or would not correct the nance Review Committee an overlay was
condition or Stop the distress from progressing warranted.
to adjacent areas. However, the length of each When an overlay was placed, it usually
deep patch could not exceed 10 ft (of the 100-ft covered the entire test section. A few pait
factorial design sections). The patch was con- section overlays were placed on sections of wedge
structed to a thickness considered sufficient to construction and on those sections with tapered
carry the remaining test traffic. shouldered paving.

Figure 37. A multiple-pan vibratory compactor was used frequently to compact

crushed stone used as a base in deep patches.

T..

fli -

-
Figure 38. Many sections declared out of test were reinforced with a hot-mix asphaltic
concrete overlay. Routine measurements and observations were continued on selected
overlaid sections.
 PAVEMENT MAINTENANCE 39

6. Reconstruction when a length of at least 10 It had opened to a

Purpose: Reconstruction was done in order width of 14 in. at the pavement surface.
to replace those sections in which the aJ)pliCa- (. Deep Put eli
tion of maintenance procedures had not been
or would not likely be effective in keeping the Purpose: Deep patches were used to uccon-
pavement in a servicable condition for continua- struct it sinaI I portion of either wheel l)at h when
(ion of test traffic. substantial evidence indicated that the distress
Criteria: Reconstruction was permitted in was clue to localized non-uniformity in the eni-
either wheelpath or a full test section which bankment soil or the pavement structure and
might or might not have had any previous was not typical of the entire section.
maintenance, but had been (lisconti nued from the Criteria: A deep patch was permitted when
l,asic experiment, if in the judgment of the the distress in localized areas had progressed
Maintenance Review Committee the deterioration to a point where it was apparent that a skin
was so raPid that ot her maintenance i corel In cr5 patch had not or wou 1(1 not correct the condition
WO cud not he ci 1 ct ye. The rate at which di or stop the distress from progressing to adjacent
tress was devvloljing was an i mporta Ti t cnn - areas. The length of each patch could not exceed
sideration in deternnning if reconstruction the length of one panel (15 It in the 120-ft non-
shou Id be done. \\ hen reconstruction -was done, reinforced sections and 40 It in the 240-ft rein-
an entire w heel path or test section was cc- forced sections). The patch was constructed to
placed to a thickness considered sufficient to it thickness considered suilicient to carry the cc-
carry the traffic for the remainder of the test mm ni 0 g test traffic.
prog ram.
0 cerly
I'art 1 Criteria for Rigid l'avernent Purpose: An overlay of asphaltic concrete was
applied in some sections to permit traffic to oper-
S/fin P(tt el, ate over a section which had become unsci-vice-
Purpose: Skin patches were used to level able or unsafe. The overlaid sections which had
localized depressions in the pavement surface not been deep patched were the!) observed as
which made riding characteristics unsafe or dis- special study sections.
agreeable to the driver, where water might have Criteria: An overlay was permitted on a sec-
pon clod and been h el cI on the pavement. surface, tion which had been discontinued from the basic
and to hell) prevent further deterioration. experiment if in the judgment of the M:ui ntenance
Criteria: Skin patches were permitted when Review Committee an overlay was warranted.
a depression of the l)1'euiient surface was at
least I in. lower than the surrounding sur- !?eeo uust lu etio
face. That amount of the depression which Purpose: Reconstruction was done in order to
exceeded '4 in. in depth was brought to grade; replace those sections in which the application
however, the total length of patch could not of maintenance procedure had not been or would
exceed the length of one panel (15 ft in the not likely he effective in keeping the pavement
120-ft non-reinforced sections and 40 ft in the in it serviceable condition for the continuation of
240-ft reinforced sections). test traffic.
If the rate at which distress was developing Criteria: Reconstruction was permitted in
indicated the need for it (leeJ) patch, overlay, or either wheolpath or in it full test section which
reconstruction, a skin patch was not applied. may or may not have had any previous mainte-
nance, but had been (liscontiflued from the h,asic
.Join t and Crock Scaling experiment, if in the judgment of the Mainte-
Purpose: Joints and cracks were sealed to nance Review Committee the deterioration was so
hell) preent surface water from entering the rapid that other maintenance proced cures would
subbase through the joints and cracks, and to not be effective. The rate at which distress was
hell) l>re\'elit solids from filling the openings. developing was an important consideration in
Criteria: Sealing of joints and cracks was determining if reconstruction should he clone.
permitted each fall and spring as necessary or When reconstruction was done an entire wheel-

l'igu cc' 39. Many of the I hinner I)a%eluent sections were excavated and rebuilt follow-
ing their removal from testing. I lore, an entire test section has been dug out Prior to
hackfihling with crushed stone and surfacing with hot -mix asphaltic concrete.
40 THE AASHO ROAD TEST, REPORT 3

path or test section was replaced to a thickness declared sections .out of test in cases where it
considered sufficient to carry the traffic for the was obvious that the serviceability index was
remainder of the test program. below the 1.5 level. In cases where there was
Part 5 Criteria for Other Maintenance doubt, the committee requested the research
branches to make the necessary measurements
Shoulder and compute the index.
Purpose: The shoulder area was maintained to A full inspection by the Maintenance Review
provide drainage and lateral support for the
pavement. Committee was made daily during critical
Criteria: Shoulder grading was permitted as spring and fall periods when conditions were
needed in the judgment of the Maintenance Re- conducive to rapid pavement distress. At other
view Committee. times, inspections were made once or twice a
Ditches and Culverts week. The work performed by the Maintenance
Purpose: Ditches and culverts were cleaned Branch was based on the recommendations of
to provide adequate drainage for the roadway. the committee.
Criteria: Ditch and culvert grading and clean- For sections remaining in test, maintenance
ing were permitted as needed.
was of a minor nature. Each test section was
Snow and Ice Removal allowed a limited amount of so-called "free"
Purpose: Snow and ice were removed from maintenance as outlined in the approved cri-
the pavement and shoulder surface to provide teria. However, the criteria did not allow other
safe driving conditions and to allow the drivers maintenance which would alter the structural
to see the transverse position guide lines painted
on the pavement surface. characteristics of a section until it had been
Criteria: Snow plows in conjunction with declared out of test.
chemicals and abrasives were permitted as Once a section was declared out of test by the
needed to keep the pavements and shoulders free
from snow and ice. committee, or on the basis of research meas-
urements, it was, eligible for major 'mainte-
Traffic Markings nance. Some sections, usually those with the
Purpose: The traffic markings were main- lighter designs, were removed and replaced
tained to provide guide lines to control the trans-
verse placement of the vehicles on the pavement. with new pavement of a design considered ade-
Criteria: The paint stripes were repainted as quate for the remainder of the test traffic
needed and replaced if they had been obliterated period. In other sections, distressed areas were
by some maintenance procedure. repaired and the entire section was overlaid
Pavement Sweeping with asphaltic concrete. A few sections were
Purpose: The pavements were swept to keep merely patched as needed.
them reasonably clean and to provide a smooth Flexible-type pavement was used for all deep
surface for instruments which made measure- patching and reconstruction inasmuch as port-
ments on the pavement surface.
Criteria: The pavements were swept as needed. land cement concrete construction would have
required a curing period and a consequent
Mowing delay in test traffic operation.
Criteria: Mowing was done when needed.
Insofar as possible, all maintenance work
was done by personnel of the project's Main-
3.2 PROCEDURES tenance Branch using project-owned equip-
ment. However, it was necessary to augment
3.2.1 General In formation these forces during critical spring and fall
Application of the maintenance criteria re- periods. Contractors were engaged on a force-
quired coordination between the project's re- account basis during the late fall of 1958, the
search branches and the Maintenance Branch. spring and fall of 1959, and for a short period
Personnel from the pavement research in the spring of 1960.
branches were responsible for making measure- The spring of 1959 imposed the heaviest
ments of permanent distortion of the pavement maintenance work load. Full-scale test traffic
surface and computing the present serviceabil- had begun in early November 1958, just prior
ity index. This index was the basis for deter- to the winter freeze, and many pavement sec-
mining pavement "failure" and consequent tions of light design were still in test when the
removal from testing; major maintenance usu- ground began to thaw in late February 1959.
ally followed soon after removal from test. Consequently, a large number of sections
Personnel from the pavement research showed serious distress in a short period of
branches also served with the Maintenance Re- time.
view Committee on routine and special inspec- During the spring of 1959 the project Main-
tions of the test pavements. This committee tenance Branch employed approximately 15
observed all test sections remaining in test to men and the contractor employed up to 85 men
determine, in line with the approved criteria, on the job. The contractor also furnished addi-
the type and extent of maintenance required on tional equipment and machinery valued at
those sections showing distress. The committee about $600,000 (purchase cost). The equip-
 PAVEMENT MAINTENANCE 41

a a_
- __-•-'--
. . &._j_ - .-. .-'------ - - --

Figure 40. Manpower and equipment frequently were concentrated on small areas
requiring maintenance in order to complete the work during the 5-hr traffic break.

ment was leased to the project on the basis of The critical periods also coincided with
a monthly standby charge plus an additional periods of weather least suited for many main-
charge for each hour of operation. The equip- tenance operations. Cycles of freezing and
ment was leased with a one-month guarantee thawing were common in both spring and fall,
to the contractor; after that period any piece as were periods of heavy snow and rainfall.
included in the standby list could be removed Deep patching frequently required digging out
if so directed by the project staff. Additional frozen or semi-frozen material, and hot-mix
equipment could be added at any time it was asphaltic concrete was sometimes placed in
needed. This proved to be a satisfactory ar- rain or snow with extremely low air tempera-
rangement for hiring both men and equipment tures prevailing.
because it gave the project staff control over Admittedly, such operations were not effi-
working hours and the amount of equipment to cient by normal maintenance standards. I-low-
be used during difficult working seasons. Traf- ever, they were necessary.
fic was expedited immeasurably by this system Scheduling of maintenance work was also a
of maintenance operation. Project-owned and major problem. For the most part, it was done
leased equipment is listed in Section 3.2.2. on a clay-to-day basis because it was impossible
Every effort was made to perform pavement to predict more than a clay or so in advance
maintenance work during the daily 5-hr traffic which test sections would require repair.
break and to interfere as little as l)ossible with Furthermore, the extent and type of repair
operation of the test vehicles. 1-lowever, it was often could not be determined until just prior
not always possible to complete the work dur- to starting work. Thus, it was difficult to
ing the break period. In such cases traffic was schedule manpower, equipment and materials,
delayed on the loops under repair, but was particularly during periods when the hot-mix
allowed to operate normally on other loops. asphalt was being purchased from a plant off
MainteIance work was always on an urgent the project.
basis during all the critical periods because it Despite the extraordinary efforts of mainte-
was highly important to keep test traffic oper- nance personnel, traffic operations were some-
ating. Field crews frequently worked from times delayed or canceled entirely. During the
dawn to dusk, and were often on the job on spring of 1959, for example, test traffic was
Sundays and holidays. Generally speaking, halted during three one-week periods to allow
when any pavement repair job was started, it extensive pavement maintenance. From Febru-
ary 28 to June 6, 1959, only 679,050 axle load
was completed and the pavement was available applications were recorded for all test loops out
for traffic testing that same day. Occasionally, of a theoretical 1,452,544. Of the approximate
work was done at night under floodlights. Dur- 773,000 applications lost, pavement mainte-
ing the critical periods, a night crew of two nance time was responsible for 543,000. In
to four men was assigned to make temporary other words, the traffic operated at about 47
repairs to distressed sections. Thus, traffic percent of the theoretical rate, and applications
could be operated until regular crews made lost because of pavement maintenance were
more permanent repairs. about 37 percent of theoretical.
42 THE AASHO ROAD TEST, REPORT 3

This example is taken from the most critical Approximately 72,000 tons of stone were
spring period. For the entire 25 months of used during the test traffic period. Of this
traffic operation, pavement maintenance was amount, 95 percent was used in test pavement
responsible for the loss of less than 900,000 maintenance and the remaining 5 percent on
applications, or only about 6 percent of the frontage and entrance roads, parking lots, and
total possible number of applications in all other miscellaneous work. Table 17 gives the
lanes. gradation of the crushed stone material.
The hot-mix asphaltic concrete was produced
3.2.2 Equipment on the project or purchased from a local plant.
Table 16 lists equipment used to accomplish During the late fall of 1958 and the spring
the maintenance work during the critical of 1959 the hot mix was produced by a plant
spring period in 1959. Individual pieces of left on the project by the paving contractor.
equipment were removed from rental as the The continuous-type plant, rated at 100 tons
work load reduced. All were released by June per hour, had been used to produce the
12, 1959. Contractor help was needed during asphaltic concrete surface course mix during
other critical periods, but not to the extent re- construction. For maintenance work the plant
quired during this first spring. was leased on the basis of a daily rental plus
In the summer of 1959 additional equipment operating expenses, and was used to produce
was purchased (all "used") for the project about 17,000 tons of hot mix. The plant was
crews to use in the maintenance work. These removed in May 1959.
units included: After May 1959 hot mix was purchased from
a local producer at a contract price which
No.of varied with the tonnage per day. One price
Units Description was set for times when the plant was in normal
production; a different (higher) price pre-
1 Front-end loader, crawler, 2'/4-yd bucket vailed when the plant was operated for project
1 Asphalt finisher use only. This arrangement made the plant
1 Roller, 8- to 10-ton tandem
1 Loboy trailer and tractor unit available to the project during seasons when
8 Dump truck, tandem axle, 8-yd box it would not normally operate, and some hot-
1 Pavement breaker, self-propelled, 600-lb drop mix paving was done on the project in all
hammer months of the year.
1 Bituminous distributor, truck-mounted, 1,000-
gal capacity The contract plant produced approximately
1 Vibratory compactor, multiple pad, 14,000 tons of hot-mix asphaltic concrete for
self-propelled use on the project. The mix was hauled by
2 Trucks, pick-up
project-owned trucks or by the contractor
working on a force-account basis.
This additional equipment was necessary so Pavement maintenance required 99 percent
that the project crews could perform all the of the 31,000 tons of hot mix produced or pur-
maintenance operations. A contractor force chased. This amounted to about 5,500 tons
could not always be engaged on the short notice more hot mix than was used in the original con-
dictated by pavement failure, nor were they struction of the flexible-type test pavements. It
willing to work during odd hours as dictated by was approximately the amount of material re-
traffic schedules. quired to pave 9.9 miles of 24-ft roadway 4
in. thick. Table 18 gives the characteristics of
3.2.3 Materials the hot-mix asphaltic concrete.
The materials used for most maintenance When hot-mix material was not available,
work were crushed stone,'cold-mix and hot-mix cold-mix asphaltic material was used for skin
asphaltic concrete. patching and filling small holes. It was em-
The crushed stone was the same material ployed also as a cushion and leveling course
used as base course in the shoulder areas of under the pierced-plank mats used as tempor-
the original flexible pavement test sections. In ary riding surfaces, described later.
construction plans and specifications for the The, cold mix was purchased from a local
Road Test, the material was designated as producer who maintained a stockpile at his
Crushed Stone Base, Type A (see Road Test plant. During the test traffic period approxi-
Report 2, SR BiB). mately 525 tons were used.
The stone was obtained from two sources
near the project and was hauled by truck to The cold-mix material was usually heated in
three stockpiles, one located between Loops 3 a portable patching unit to make it easier to
and 6, another in the Administration Area be- handle in winter and more stable under traffic.
tween Loops .6 and 5, and the third between Normally, cold-mix patches were removed prior
Loops 5 and 4. Occasionally, stone was hauled to covering a section with hot mix because the
directly from the source to the site. of mainte- lower stability of the cold mix adversely
nance work on the project. affected the overlays.
 PAVEMENT MAINTENANCE 43

TABLE 16
MAINTENANCE EQUIPMENT

Contractor-Leased Proj ect-Owned

No. of No. of
Units Description Units Description

2 Backhoe, 1/2 cu yd 1 Gradall

1 Gradall 1 MotOr grader
2 Front end loader, 214 yd, crawler 1 Roller, 5-8 ton, tandem
1 Front end loader, 2 cu yd, rubber tired 1 Front end loader, 1 cu yd bucket, rubber tired
18 Dump truck, 10-yd bed 4 Dump truck, 4 yd bed
1 Asphalt, hot plant, continuous mix, 100 tons 1 Air compressor, 125 cfm, tools
per hr 2 Roller, vibratory, hand operated
2 Asphalt finisher 1 Portable patching unit
1 Roller, 3-wheel, 10 ton 1 Jeep, with rotary broom and plow
2 Roller, tandem, 5-8 ton 2 Pick-up truck
1 Roller, pneumatic, 15-wheel 2 Water tank, 1,000 gal, trailer mounted
1 Crane, 1 cu yd clamshell
1 Loboy tractor and trailer
3 Vibratory compactor, multiple pad,
self-propelled
2 Pavement saw
1 Mobile concrete breaker
2 Air compressor, portable, 125 cfm, tools
3 Motor grader
4 Light plant (for night work)
6 Pick-up truck, foreman and mechanics
1 Flatbed tool truck
1 Welder, portable, electric
2 Water truck, 2,500 gal

3.2.4Patching and Reconstruction In preparing the pavement for deep patch-

Skin patches (one application of bitumen ing, the surfacing was cut with a saw, pneu-
matic pavement breakers with spade bits, a
covered with a thin layer of pre-mixed bitumi- self-propelled pavement breaker, or the bucket
nous material) were made with either hot or teeth of a Gradall. Excavation was done with
cold mix, depending on the nature of the patch
and availability of hot-mix material. TABLE 18
The material for skin patches was spread by CHARACTERISTICS OF HOT-MIX ASPHALT'
hand and compacted with a single-wheel, hand-
operated, vibratory roller or with the tires of a Passing Sieve (%)
dump truck. The roller was always used on hot-
mix material, and occasionally on the cold mix. Sieve Binder Surface

Job Sample Job Sample

TABLE 17 Mean and Mean and
Mix (Range) Mix (Range)
GRADATION OF CRUSHED STONE

Test Results
1 in. 95-100 100
(100)
- -
Sieve
Spec.
Limits 34 in. 86-96 91.6
(85.2-98.2)
- -
(% Passing) Mean Range
(% Passing) (% Passing) i/2 in. 64-74 67.4 100 100
(56.7-79.1) (100)
No. 4 40-50 39.6 53-63 59.1
1 in. 100 100 98.9-100 (33.1-51.8) (49.4-75.2)
% in. 60-90
40-60
69.7
46.4
63.1-83.1
33.3-59.8
No. 10 28-34 29.9
(23.6-37.6)
36-42 40.0
(36.9-50.5)
No. 4
No. 8 25-50 35.8 28.1-46.8 No. 40 18-24 20.6 22-28 25.4
No. 16 20-40 27.1 21.0-35.3 (14.2-25.0) (19.3-33.9)
No. 200 3-6 5.4 3.9-6.9 6.5
No. 200 5-15 12.3 9.9-15.6 (4.4-6.9) (4.7-8.3)
Asphalt 3.8-4.2 4.1 4.3-4.8 4.6
Plasticity Index, 0 to 4 percent. content (3.6-4.4) (4.4-5.2)
Los Angeles abrasion loss, not to exceed 45 percent.
Sodium sulfate soundness, 5 cycles, not to exceed 25 Asphalt cement used in both binder and surface mix
percent. was 70-85 penetration'grade.
44 THE AASHO ROAD TEST, REPORT 3

A : .

Figure 41. A hand-operated vibratory roller was used to compact crushed stone when
excavated areas were too small for conventional Compaction equipment.

the Gradall or a backhoe; some small holes were tional consolidation of the stone base, and to
made by hand. The depth of patching depended schedule paving during the normal daily traffic
on the loads to be applied. Therefore, it varied break. Calcium chloride was spread on top of
from 1001) to 1001). the open stone sections to help stabilize the base
Crushed stone was used to backfill each dccl) and to reduce dust.
patch. It was compacted in thin lifts with Most of the reconstructed sections were
equipment appropriate to the size of the hole; strengthened at later dates with an additional
i.e., multiple-pan-type vibratory compactor, 1- to 3-in, overlay applied during normal break
tandem roller, hand-operated roller, or a tamp- periods.
ing foot on a pneumatic pavement breaker. 3.2.5 Use of Pierced Steel-Plank Mats
Hot-mix asphaltic concrete was used to surface
the patch. Occasionally cold mix was used as In many cases a temporary riding surface
a temporary expedient and replaced with hot on damaged pavement sections was provided by
mix when convenient. Table 19 gives the depth the use of pierced steel-plank mats of the type
of crushed stone and thickness of surfacing for used by military units for temporary roads and
(leeJ) patches and reconstructed sections in each aircraft landing strips.
loop. The mats were obtained from the Army
Reconstruction was similar to deep I)atchiflg through the cooperation of the Commanding
exccl)t that one or more entire test sections Officer of the Army Transportation Corps Road
Test Support Activity. The mats, 14 in. wide
were replaced instead of part sections. Excava- and 10 ft long, could be interlocked to make a
tion of these large areas was begun with a
Gradall or backhoe and continued until a suffi- TABLE 19
cient area was completed to allow working STRUCTURAL DESIGN OF DEEP PATChES
space in the hole for the crawler loader to finish AND RECoNsTRUcTED SECTIONS
the excavation. The crushed stone was clumped
into the excavation and leveled with a motor l)epth (in.)
grader. It was compacted in 4- to 6-in, lifts by Loop
self-propelled, multiple-pan, vibratory compac- Stone Surface Total
tors.
Traffic was allowed to operate over the stone 6-8 2 8-10
base for one to ten clays before the asphaltic 12-13 3 15-16
concrete surface was placed. The stone base 17-18 3 20-21
was reshaped with a motor grader before lav- 18-19 3 21-22
ing. This procedure made it possible to get 17-18 4.5 21.5-22.5
traffic back in operation sooner, to provide addi-
 PAVEM}-5T MAINTENANc'I 45

continuous mat to cover any desired area. Ap- 11iseellaneous LIla i ntena iICe Pr0CC(111 les
proximately 42,000 sq ft (120 tons) of mats Joint and (.'iael Sealing. Joint and crack
were O1)tained for use on the project. sealing was clone as necessary and when proj-
In some cases the mats were used as "free" ect maintenance forces could be spared from
skin patches and to cover dccl) patches )eflding other work. 1)uring 1959 when cracks were
final paving. They were frequently used by sealed only in those portlan(l cement concrete
night crews to cover distressed areas witil day sectiotis where the cracks were wide enough,
crews could make more adequate repairs. or spalled enough, to accept the hOt-l)011red
Traffic operations were materially aided by sealing material (approximately 1/i. in.) In
use of the mats during regular test and special October and December 1959 cracks and joints
test periods. were sealed as needed in Loop 3. in July 1960

Figure 42. Traffic was allowed to operate over crushed stone prior to placing the
surfacing. Calcium chloride was used to stabilize the graii ular material and iciluce (lust.

Figure 43. Pierced steel-plank mats were used successfully as a temporary riding
surface over damaged areas pending more permanent repairs.
48 THE AASIIO ROAD TEST, REPORT 3

cracks and joints were sealed as needed in take-off. Bristles on the broom were replaced
Loops 3, 4, 5 and 6. 14 times during the traffic period.
The sealing material was a petroleum as- Snow and Ice Removal. The average snow-
phalt filler with a penetration of 45 to 60, at fall at the project site is approximately 25 in.
77 F, 100 grams, 5 sec, designated PAF-2 per year. Safe and efficient traffic operation
by Illinois specifications. required equi)rnent for removal of snow and
Shoulder Maintenance. The crushed stone ice from the test pavements and turnarounds.
surface of the roadway shoulders was bladed The four small, project-owned dump trucks
with a motor grader as required. Occasionally, were equipped with reversible front-mounted
the material was recompacted with a tandem snow plows for snow removal on the test loops,
steel—or rubber-tired roller. frontage and entrance roads, and parking lots.
During the traffic period it was considered The Jeep was also equipped with a push plow
necessary to blade shoulders three times on for use in small areas and on Loop 2 where the
Loop 2 and an average of nine times each on relatively heavy dump trucks were prohibited.
the other four traffic loops. In addition, shoul- Snow was plowed shoulder-to-shoulder and
ders were bladed in the vicinity of all major piled in the ditches.
pavement maintenance as part of the work Two of the dump trucks also were equipped
clean-u l• with hydraulically-operated salt-sand spreaders
A motor grader also was used to blade down mounted in place of the tailgate. These were
all accumulations of subbase material extruded used to spread salt-sand mixtures and straight
on the shoulder of rigid pavement sections. This salt, as needed. Spreading operations to remove
operation is not included in the count of normal packed snow and ice were confined, for the most
shoulder blading because it did not involve all part, to the superelevated turnarounds. How-
test sections. ever, light applications of salt and sand were
Additional crushed stone material was placed macic on the test tangents about seven or eight
on shoulders at those locations where major times during the test traffic period.
maintenance raised the elevation of the pave- Calcium chloride was a(lded to the salt when-
ment surface. ever air temperature was below 15 F. Approxi-
Sweeping. Pavement sweeping, although not mately 533 tons of sodium chloride (salt) and
a common maintenance procedure on rural 20 tons of calcium chloride were used during
highways, was done frequently at the Road the two winters of test traffic operation.
Test. All pavements were swept prior to the Painting and Mowing. Each lane of test
biweekly operation of the longitudinal pro- pavement had two intermittent paint stripes to
filometer in order to remove any loose material guide drivers in the transverse placement of the
which might affect the profile (roughness) vehicles. There was also a conventional refiec-
readings. In addition, pavements were always torized solid centerline stril)e.
swept in the vicinity of major maintenance The original paint striping was done in the
operations. fall of 1958 prior to the start of test traffic, and
Sweeping was (lone with a rotary broom at- the lines were repainted in the spring and fall
tacheci to a Jeep vehicle and driven by a power of 1959 and the spring of 1960.

It

Figure 44. Salt and abrasives were used on the loop turnarounds to remove snow and
ice and permit traffic operation.
 PAVEMENT MAINTENANCE 47

Figure 45. Guide lines on Loop 2 were painted by hand because the weight of paint
striping equipment exceeded that of the test vehicles.

Paint striping was done by crews and equip- Tables 22 and 23 are summaries of all "free"
ment from the Illinois Division of Highways maintenance; that is, maintenance performed
District 3 offices in Ottawa. On Loop 2 project on test sections prior to their removal from
crews painted stripes, by hand because the testing. The data contained in these tables are
mechanized equipment was heavier than the considered essential to a complete understand-
normal test loads operating on the 1001). ing of the performance of each original pave-
Regular crews from the Illinois District 3 ment test section. They are the data mentioned
office also performed grass mowing, as needed, in the official objectives of the project, which
along the project right-of-way. directed the staff to "provide a record of the
type and extent of effort and materials required
3.3 MAINTENANCE SUMMARIES AND to keel) each of the test sections or portions
TYPICAL HISTORIES thereof in a satisfactory condition until discon-
tinued for testing purposes." Tables 21, 22 and
It is impracticable to show in this report the 23 are IBM printouts from Data System 6300.
complete maintenance histories for all test
pavement sections on which maintenance was
performed. Such information is contained in 3.4 OTHER MAINTENANCE OPERATIONS
Data System 6300, and is available from the 3.4.1 Test Bridges
I-Iighway Research Board at the cost of repro-
duct ion. Prior to the start of regular test traffic,
The following tables contain summaries of maintenance forces placed railroad tie cribbing
data or show typical maintenance histories. under 12 of the 16 test bridge spans on Loops
Table 20 is a monthly summary of mainte- 5 and 6. The cribbing was a safety measure,
nance operations showing the number of times and was intended to support the bridge in case
each operation was performed. It does not give of sudden failure.
the extent of the work. I-Iovever, it does indi- Maintenance forces also made repairs on the
cate that the heaviest work load occurred dur- bridges as required. On several occasions it
ing the two spring periods. was necessary to straighten expansion rockers
Table 21 contains examples of typical main- that supported the bridge beams. On one oc-
tenance histories for two selected test sections, casion it was necessary to saw 2 in. off a con-
one flexible and one rigid-type pavement. The crete deck slab that was binding against an
first example shows section 166, w-hich is in abutment wall.
Loop 3, tangent I (flexible) , Lane 2 (tandem), Maintenance forces were responsible for re-
design 1 (main factorial), 2.0 in. of surface, no storing bridges to useful condition after they
base, no subbase, and 24.0-kip test load. This were removed from testing. This involved
section had 2 "free" skin patches before it was jacking the bridge to near level and placing
removed from test, and the remainder of the supporting timbers on the cribbing.
work was clone after it was discontinued from Prior to the Special Studies period in the
the test. spring of 1961, cribbing was placed under all
Ml THE AASHO ROAD TEST, REPORT 3

bridges as a safety precaution during the ac- ficult for the planer to work efficiently because
celerated fatigue tests and tests to failure with of the steep superelevation (0.2 ft pei ft) and
increasing overloads. the sharp curve (200-ft radius). However,
the surface was smoothed sufficiently to allow
3.4.2 Turnarounds traffic operation for the remainder of the test
Routine maintenance of the turnaround period without further major maintenance.
pavements was similar to that carried out on In the summer and fall of 1960 the rigid
the ioop tangents. However, the restrictive pavement turnarounds on all traffic loops began
criteria did not apply because the turnarounds to show a marked increase in slipperiness dur-
did not contain test sections. ing wet weather. This condition probibly was
In the spring of 1959 distress became evident caused by the polishing action of the tires of
in the flexible pavement turnarounds at the east the turning vehicles. In November, with only
ends of Loops 3, 4, 5 and 6. During March and a short period remaining for regular test traf-
April a 3-in. asphaltic concrete overlay was fic operation, muriatic acid was applied to the
placed on each. outer lane of the rigid pavement turnarounds
By the fall of 1959 the overlays on the flex- on Loops 5 and 6. The acid (181) was applied
ible turnarounds of Loops 5 and 6 again became by hand with 3-gal garden sprinkling cans at a
rough because of shoving of the surfacing, ap-
parently caused by insufficient stability in the rate of 1 gal per 15 sq yd of pavement surface.
overlay mix. Prior to applying the acid the pavement sur-
In October a contractor was hired to use face was sprayed lightly with water to assist
road planing equipment on the two turn- in spreading the acid uniformly. The acid was
arounds. This attempt to smooth the surface allowed to remain on the pavement about one
met with only moderate success. It was dif- hour before the surface was flushed with water.

TABLE 20
MONTHLY SUMMARY OF MAINTENANCE OPERATIONS

Operations Performed (no.)

Section
Month Overlay Remove &
Replace Spot Fog
Recon- Deep __________________ Skin
struction Patch Patch Surface Seal Seal
All Part

Oct. 1958 ................ 2 - - - - - -

Nov - - 3 -
Dec . .................... - 7 8 2 4 2 - -
Jan. 1959 ............... - -4 - 4 - - -
Feb . .................... - - 3 5 4 . -
March .................. 55 47 42 3 14 3 - -
April ................... 32 55 27 1 - - - -
May .................... 20 42 76 20 23 8 - -
June .................... 2 8 14 13 12 4 - -
July .................... - 17 5 2 6 8 - -
August .................. 8 4 - 8 3 - -
Sept............... . ..... - 16 17 16 34 1 - -
Oct...................... 8 19 1 - 18 1 - -
Nov . .................... 4 10 12 2 7 2 - -
Dec . ..................... - 2 12 - 2 2 - -
Jan. 1960 ................ - 1 9 9 . 8 2 - -
Feb . .................... -7 - 27 13 10 1 - -
March .................. - - 46 24 29 18 - 1
April ................... 1 67 30 11 34 - -
May .................... - 1 38 4 7 23 - -
June .................... - - 31 4 .1 10 2 -
July .................... - - 1 1 6 1 -. -
August ................. - 7 28 6 2 14 - -
Sept..................... - - 2 1 1 .--. - -
Oct...................... - - 6 2 1 1 - -
Nov ..................... - - - - - - - -
Total ...................127 286 477 156 218 145 2 1
 PAVEMENT MAINTENANCE 49

TABLE 21
TYPICAL MAINTENANCE HISTORIES

2 I I4 I 5 I 6 7 I 8 I
.1
I 10 11 I 12 13 1 14 15 16 17 18 19 20 21 22 I
zi?J n.J SURF) I SECT. I I PATCH BASE SURFACE
CUD!.
PATCH TNT COORDINATES
I
I j I I
LOAD
NDEPTHAPPL'S. TYPE LENGTH WIDTH DEPTH DEPTH LONGITUDINAL I TRANSVERSE
AASHO
I
°' I' BEGIN I END BEGINI END DAY I
I I I in. I in. I in.:
I ITRIP I 100' CODE ft. ft. in. in. I I ft. I ft. I ft. I II
FLEXIBLE SECTION
3 1 2 1 0 02.0 0 0 00 166 24.0 593 1* 8 6.0 00 03.0* 092 100 00.0 06.0 957
3 1 2, 1 0 02.0 0 0 00 166 24.0 620 1* 2 2.0 02 00.0 071 073 01.5 03.5 961
3 1 2 1 0 02.0 0 0 00 166 24.0 725 5 10 8.0 00 00.0 016 026 04.0 12.0 979
3 1 2 1 0 02.0 0 0 00 166 24.0 758 1 3 4.0 02 00.0 015 018 00.0 04.0 984
3 1 2 1 0 02.0 0 0 00 166 24.0 766 4 100 12.0 09 00.0 000 100 00.0 12.0 990
3 1 2 1 0 02.0 0 0 00 166 24.0 766 7 100 12.0 00 02,0 000 100 00.0 12.0 995
3 1 2 1 0 02.0 0 0 00 166 24.0 820 3 100 12.0 00 01.5 000 100 00.0 12.0 1000
3 1 2 1 0 02.0 0 0 00 166 24.0 847 5 28 12.0 00 00.0 072 100 00.0 12.0 1010
3 1 2 1 0 02.0 0 0 00 166 24.0 887 5 8 11.0 00 00.0 040 048, 01.0 12.0 1014
3 1 2 1 0 02.0 0 0 00 166 24.0 1306 3 40 12.0 00 01.5 060 100 00.0 12.0 1062
.3 1 2 1 0 02.0 0 0 00 166 24.0 1607 3 40 12.0 00 01.5 060 100 00.0 12.0 1088
3 1 2 1 0 02.0 0 0 00 166 24.0 7402 3 100 12.0 00 01.0 000 100 00.0 12.0 1433

RIGID SECTION

3 2 1 3 0 03.5 0 0 00 189 12.0 2102 6* 3 5.0 00 06.0 117 120 07.0 12.0 1131
3 2 1 3 0 03.5 0 0 00 189 12.0 2119 1* 8 5.0 00 01.5 112 lao 07•0 12.0 1132
3 2 1 3 0 03.5 0 0 00 189 12.0 2180 6* 6 5.0 00 03.0 112 118 07.0 12.0 1137
3 2 1 3 0 03.5 0 0 00 189 12.0 2542 2 45 12.0 13 00.0 075 120 00.0 12.0 1167
3 2 1 3 0 03.5 0 0 00 189 12.0 2585 2 42 12.0 13 00.0 033 075 00.0 12.0 1170
3 2 1 3 0 03.5 0 0 00 189 12.0 2603 2 33 12.0 16 00.0 000 033 00.0 12.0 1171
3 2 1 3 0 03.5 0 0 00 189 12.0 2709 7 120 12.0 00 03.0 000 120 00.0 12.0 1178
3 2 1 3 0 03.5 0 0 00 189 12.0 3505 3 120 12.0 00 01.0 000 120 00.0 12.0 1248
3 2 1 3 0 03.5 0 0 00 189 12.0 7369 3 120 12.0 00 01.0 000 120 00.0 12.0 1431

FROM DATA SYSTEM 6300

CODE LEGEND

COLUMN
NO.
1. LOOP NUMBER COLUMN 13
2. TANGENT: 1- FLEXIBLE MAINTENANCE TYPE CODE
2- RIGID
3. LANE 1 OR LANE 2 SKIN PATCH
4. DESIGN: 1. MAIN FACTORIAL - RIGID AND FLEXIBLE DEEP PATCH
OVERLAY
SHOULDER PAVING - FLEXIBLE
SHOULDER PAVING - RIGID RECONSTRUCTION
BASE TYPE STUDY - FLEXIBLE LANDING MAT
SUBSURFACE STUDIES LOOP 1 - RIGID REMOVE AND REPLACE SURFACE
SURFACE TREATMENT LOOP 2 - FLEXIBLE 7, PAVE DEEP PATCH OR RECONSTRUCTION
5. SHOULDER PAVING: SPOT SEAL
0. WITHOUT PAVING FOG SEAL
6 FEET UNIFORN - RIGID 0. MATERIALS SAMPLING TRENCH
0 TO 8 FEET TAPERED - FLEXIBLE
6. SURFACE THICKNESS, INCHES * ON TYPE CODE - "FREE" MAINTENANCE
7. FLEXIBLE PAVEMENT - BASE THICKNESS, INCHES * ON SURFACE DEPTH - COLD MIX USED
RIGID PAVEMENT:
0. NON-REINFORCED
1. REINFORCED
8. FLEXIBLE PAVEMENT BASE TYPE:
0. CRUSHED STONE
GRAVEL
BITUMINOUS STABALIZED
CEMENT STABALIZED
9. SUBBASE THICKNESS, INCHES - FLEXIBLE AND RIGID
10. TEST SECTION NUMBER
11. TEST AXLE LOAD, KIP
12. CUMULATIVE TEST LOAD APPLICATIONS, 100 1 S
13. MAINTENANCE TYPE CODE, SEE COLUMN AT RIGHT
14. PATCH LENGTH, FEET
15. PATCH WIDTH, FEET
16. PATCH BASE DEPTH, INCHES
17. PATCH SURFAC E THICKNESS, INCHES
18. COORDINATES FROM SECTION BEGINNING, FEET
19. SADIE AS 18.
20, COORDINATES FROM PAVEMENT CENTERLINE, FEET
SANE AS 20.
AASHO CALENDER, DAY 1 = JULY 2,1956
50 THE AASHO ROAD TEST, REPORT 3

TABLE 22
"FREE" MAINTENANCE, FLEXIBLE PAVEMENT

IiI2 I I
I
15 8 I7 I8 9 I 10 I 11 I 12 I j3 I it IIs 16 17
J 18 19 20 RF 11

I ,.01 SURF. . . SECT. LOAD

CUM. 6INT. PATCH PATCR]5MSE SURFACE1 cOORDINATES
I
TRANSVERSE
I
I ASPI. S TIRE 12*10) WIDTH EF114 DEPTH !JDINAL AASRS

- I
I

I I
i
II
U
in. in. I I in. I
¶I I
I ELF LOU'S COOL M. It. I In. I
I BEGIN) END
Sn. IIL.ISI.ISS.'"I
DEGI) END

1 2 0 02.0 6 1 08 112 24.0 5669 1* 10 2.5 01.5* 04 050 08.5 11.0 1359
12 002.03100 114 24.0 278 2* 5 6.0 02.0*09 100 06.0 12.0 912
12 004.0310612224.0 5687 6* 11 3.0 00 04.0 070 081 01.0 04.0 1360
1 1 0 04.0 6 1 04 123 12.0 6059 0* 4 12.0 04.0 09 100 00.1 12.0 1376
11 004.0610412312.0 9321 0* 4 12.0 04.0 08 ,. 089 00.0 12.0 1517
12 02.00004126 24.0 48 6* 4 6.0 02 02.0* 096 100 06.0 12.0 865
1 1 1 0 03.0 3 1 08 129 12.0 1289 18 12 3.0 1.5* 000 012 08.0 11.0 1060
11 003.0310812912.0 1337 1* 12 3.0 1.5* 000 012 08.0 11.0 106"
1 2 1 0 02.0 0 0 06 134 24.0 732 * 5 12.0 on 0.0 095 100 00.0 12.0 981
1 1 02.0 3 1 04 136 4.0 '124 Sn 11 10.0 00 0.0 089 100 2.0 12.0 976
1 1 04.0 6 1 06 139 2.0- 9321 0* 4 12.0 14 4.0 001 005 00.0 12.0 1514
1 1 02.0 0 0 08 44 4.0 724 5* 15 10.0 00 00.0 085 100 01.0 11.0 978
1 2 1 0 04.0 3 1 00 146 24.0 873 5* 7 5.0 04 00.0 042 049 07.0 12.0 1013
1 1 1 0 03.06108 155 12.0 9649 * 2 12.0 14 03.0 096 098 00.0 12.0 1534
1 1 1 0 04.06100 161 1 2.0 1289 1* 8 2.5 00 0 2.0 000 008 09.0 10.5 1060
1 1 1 0 04.06100161 120 129 1* 7 2.5 00 0 2.0 000 vOl 01.5 04.0 1060
1 1 1004.0610016112.0 130 10 8 2.5 00 0 1.5 000 008 09.010.5167
3 1 1 1 0 04.0 6 1 00 161 1 2.0 1349 10 7 2.5 00 0 1.5 000 007 01.5 04.0 1067
31 2 10 04.0 6100162 24.0 143 8 5 3.000 01.5 000 00501.0 04.0 179
31210 04.0 6100 162 24.0 143 * 6 4.500 01.5 094 10006.5 11.0 179
31210 04.0 6100 162 44.0 1517 * 5 12.015 00.0 095 10000.0 12.0 181
31210 04.0 6100 162 24.0 1607 2o 5 12.000 02.5 095 10000.0 2.0188
1 2 1 0 02.0 0 0 00 166 24.0 593 in 8 6.0 00 343* 94 100 00.0 06.0 957
1210 02.0 000016624.0 620 * 2 2.002 00.0 071 073 01.5 03.5 961
3 1 1. 2 2 02.0 3 1 08 183 12.0 1161 2o 12.0 15 00.0. 000 005 00.0 12.0 1047
3 1 1 2 2 02.0 3 1 08 183 12.0 1220 70 5 1243 00 0 3.0 000 009 00.0 12.0 1053

6111004.061102S3 30.0 5510 60 11 3.00006.0 064 075 09.0 12.0 1352

6 1. 2 1.0 04.0 6 1 08 304 48.0 1281 19 10 3.0 00 01.5 090 100 08.0 11.0 1061
61.11004.0911030930.010 4 9 4 Os 2 12.0 27 02.0n 096 098 00.0 12.0 1571
6 1 1 1 0 06.0 9 1 12 311 30.0 6303 00 3 12.)) 00 01.0 097 100 00.0 12.0 1387
6111006.09112311 30.0 9262 0* 412.025 02.00085 08900.012.0 1513
6 1 1 1 0 06.0 9 1 12 311 30.0 10156 1* 20 12.0 00 01.5 080 100 00.0 12.0 1557
6 1 2 1 0 04.0 9 1 00 322 48.0 1555 00 4 12.0 18 03.0 089 093 00.0 12.0 1083
6 1 1 1 0 05.0 6 1 lo 327 30.0 10520 On 2 12.0 25 02.00 002 004 00.0 12.0 1572
(3111005.0911233130.010520 00 2 12.0 22 04.0* 023 025 00.0 12.0 1572
6111006.0911033330.0 6154 0* 412.02704.0 095 099 00.0 12.01379

5 1 2 1 0 04.0 6 1 12 426 40.0 5658 10 10 8.5 00 01.00 068 076 02.0 10.5 1359
5 1 2 1 0 0 5.0 3 1 04 4 40 4 0.0 946 5* 16 7.00400.0 006 022 05.0 12.0 1018
5 1 1 1 0 05.0 6 1 12 445 22.4 6036 0* 3 12.0 17 06.0. 097 100 00.0 12.0 1375
5 1. 1 1 0 03.0 6 1 12 457 22.4 1161 10 5 3.0 00 01.5 095 10C 01.5 04.5 1048
5111003.061 1246722.9 1161 1* 20 3.50001.5 080 100 07.0 10.5 1048
5121003.06112488 4 0.0 5495 1* 7 3.00002.0 093 100 00.0 03.0 1352
5121003.06112488 4 00 5698 60 10 4.00003.0 090 100 00.0 04.0 1361

4 1 1. 1 0 04.0 3 1 12 575 18.0 6019 1* 8 4.0 00 0 1.5 000 008 08.0 12.0 1374
4121004.0311257632"0 6922 1* 10 9500 0 1.5 000 010 01.5 11.0 1411
4121005.03104 580 32.0 1905 00 412.00903.0 054 058 00.0 12.0 1115
4 1 2 1.. 0 05.0 3 1 04 580 32.0 1905 00 4 12.0 09 03.0 088 09(3 00.0 12.0 1115
4 1 1 1 0 05.0 6 1 12 581 18.0 6090 00 3 12.0 2 03.0 097 100 00.0 12.0 1377
4111005.06112 581 18.0 6337 1* 3 12.0 -00 01.0 097 100 00.0 12.0 1388
4111005.00008 587 18.)) 1058 10 20 3.0 00 01.5 005 025 08.0 11.0 1038
4 1 2 1 0 05.0 0 0 08 588 32.0 1201 1* 17 3.0 00 01.5 062 019 08.0 11.0 1054
4121005.00008 588 32.0 1230 10170 3.0 00 03.5 062 079 08.0 11.0 1056
4111 005.03112 593 18'0 5826 1* 10 2.5 00 01.50 063 073 08.0 10.5 1366
4 1 2 1 0 05.0 0 0 04 6 06 32.0 859 60 8 5.0 00 03.0 046 054 07.0 12.0 1006
4121005.06104 616 32.0 5231 9* 6 3.0 00 00.0 022 028 08.0 11.0 1340
4 1 2 1 0 05.0 .6 1 04 616 32.0 5)149 1* 5 3.0 00 01.09 025 030 08.0 11.0 1369
4 1. 2 1 0 05.0 6 1 04 616 32.0 6023 10 10 30 00 01.0* 023 033 08.0 11.0 1376
4121005.00012622320 6951 10 10 3.0 00 01.5 09010008.011.0113
4121003.0610(362 4 32.0 4 955 1* 10 3.0 00 01.5003304308.011.01327
4121005.0610463032.)) 7329 1* 3 3.50002.5 000 003 06.5 10.0 1430
4111005.031 On 631 18.0 4964 10 10 3.00000.5*038 04808.011.0127
4111003.0001)4 633 18.)) 19 20 57 6.017 02.0* 000 017 06.0 12.0 858

21.15 0 00.06104 713 2.1) 4449 10 1 1.00002.0901001109.0 10.0 105

2116 0 00.0 3 1.04 715 2.0 4120 1* 1 2.00002.0*09809903.0 05.0 192
2120 0 00.0 3 104 716 6.0 7 2* 27 6.00702.0000002706.0 12.0 858
2 1 2 6 0 00.0 3 1 04 716 6.0 1.8 20 14 12.0 07 02.00 024 038 00.0 12.0 962
2121 0 01.0 0 0 00 7 22 6.0 7 60 28 6.0 00 02.00 010 038 06.0 12.0 858
21 26 0 001) 00 726 6.0 7 20 21 6.00702.00012 033 00.0 06.0 858
111 0 01.00 0 04 727 2.0 759 0 10 4.00000.0 000 010 08.0 12.0 982
1 1 1 0 01.0 0 0 04 727 2.0 802 2o 15 12.0 07 00.0 000 015 00.0 12.0 997.
2 1 2 1 0 0 1.0 0 0 04 728 6.0 .7 2* 15 7.0 07 02.0o 000 015 05.0 12.0 858
1 2 1 1.000(14 728 6.0 7 20 11 6.00702.0*085 096 06.0 12.0 858
2 1. 2 1 0 0 1.0 0 0 04 728 6.0 7 20 19 6.5 07 02.0* 061 080 05.5 12.0 858
21 2 1 0 0 1.00 0 04728 60 18 0 6 5.008 02.00 000 006 00.0 05.0 862
1 2 1 0 0 1.0 0 0 04 728 6.0 18 2* 6 6.5 07 02.00 080 086 05.5 12.0 862
21 2 1. 0 01.00004728 6.0 22 20 47 6.0 07 00.0 015 062 06,0 12.0 864
1 11 0 02.00 0 04729 2.0 7764 80 12 2.00000.0 085 097 07.0 09.0 147
1 1 1 0 02.0 0 1 ((0 7 2 0 2.0 7 7 (3 4 n (3 1.0 00 00.0 092 1 0 0 01.5 02.5 1447
1 1 1. 0 02.0 0 0 04 7 2 9 2.0 8130 * 11 1.5 00 03.0 089 100 02.0 03.5 1460
1. 1 1 0 02.0 0 0 04 729 2.0 8389 * 6 2.0 00 1.0* 092 100 01.5 03.5 14,4
1 2 1 0 02.0 0 0 04 730 6.0 790 5* 6 11.000 00.0 000 006 01.0 12.0 996
1 1 1 0 02.0 3 1 00731 2.0 9756 * 3 3.500 1.0* 000 003 02.0 05.5 138
1 1 6 0 00.0 0 0 00 733 2.0 10 0 4 3.5 00 2.0* 000 004 07.0 10.5 858
1 2 1 0 01.0 3 1 00 764 6.0 32.0 1* 2 3.000 0 2.0* 000 002 18.011.0 921
1 2 1 0 01.0 6 1 00756 6.0 1025 3° 25 12.000 1.0 000 025 00.0 12.0134
1. P. 1 0 02.0 3 1 00760 6.0 1440 6 3 1.500 0 2.0 065 088 09.0 10.5176
1 2 1 0 0 2.0 3 1 00 760 6.0 1. 4 4 0 0 7 1.5 00 0 2.0 065 U72 09.0 10.5 1076
121 0 02.0 3 1 00760 6.)) 1711 6* 8 4000 02.0 087 095 07.0 11.0197
121 0 02.0 3 1 00760 6.0 1832 0* 10 5000 02.0 000 ulO 07.0 12.0109
1 2 6 0 00.0 6 1 04 762 6.0 931 6 1 1-0 00 n 3.0 010 011. 07.5 08.5 10 1
1.11 0 02.0 0 0 00 771 2.0 6267 6* 4 2-000 2.0* 096 100 07.0 09.0184
1 2 1 0 03.0 3 1 00 774 64) 6272 6* 3 30 00 0 2.0* 0.88 091 07.0 10.0 1384
121 0 03.03100774 sO 6476 6* 4 4.000 2.08 093 097 06.5 10.5 1394
1 2 1 0 03.0 3 1 00 774 6.0 6527 6* 1'7 6.0 00 40 U83 100 06.0 .12.0 1396
NOTE: See Toble 21 for code legend.
 PAVEMENT MAINTENANCE 51

TABLE 23
"FREE" MAINTENANCE, RIGID PAVEMENT

II 12 I 14 I 5 I 6. I I 8 I I 10 I I 12 I 14 I 15 I 16 17 1.8 19 20 21 I
I 5,j 1 .1 I I II CUM. INT I PATCH PATCH BASE SURFACE COORDINATES I
72
5 SECT.
I LOAD I
I
sj THICK.
J d NO. I APPL'S. LENGTH WIDTH DEPTN DEPTH LONGITUDINAL TRANSVERSE AASIB) I
I I I tYPE . BEGIN END BEGINI END DAY I
1
in.
o .,-s
'in.
0
I I 00
in.
199 12.0
I KIP
100's
9102
I CODE
5* 3
ft
ft in in
5.0 00 06.0
ft. ft. I ft. I ft. I
117 120 07.0 12.0 1131
I

3 O 3-5 0 00 189 12.0 2119 1* 8 5.0 00 01.5 112 120 07-0 12.0 1132
3 O 3.5 0 OC 189 12.0 2180 6* 6 5.0 00 03.0 112 118 07.0 12.0 1137
2 -5 0 3,.5 0 OC 190 24.0 1969 6* 19 2.5 00 07.0 056, 075 06.0 08.5 1124
2 3 0 3.5 0 00 190 24.0 1984 6* 9 3.5 00 07.0 058 067 06.0 09.5 1125
2 3 0 3.5 0 00 190 24.0 2030 1* 4 5.0 00 01.5* 116 120 07.0 12.0 1129
2 3 0 3.5 0 00 190 24.0 2127 6* 9 2.0 00 03.0 024 033 06.0 08.0 1137
2 1 0 5.0 1 06 192 24.0 5861 1* 9 2.0 00 01.5* 063 072 09.0 11.0 1369
2 1 0 5.0 1 06 192 24.0 6030 6* 15 6.0 00 10.0 065 080 06.0 12.0 1376
2 1 0 3.5 0 03 196 24.0 3121 1* 10 6.0 00 02.0* 000 010 0,6.0 12.0 1215
1 1 0 3.5 1 06 205 12.0 1716 1* 4 3.0 00 01.5* 236 240 09-0 12.0 1096
1 1 0 3.5 1 06 205 12.0 1784 1* 5 5.0 00 01.5 235 240 07.0 [2.0 1.104
1 1 0 3.5 1 06 205 12.0 1944 1* 11 6-C 00 01.5* 229 240 06.0 12.0 1118
1 1 0 3.5 1 06 205 12.0 1985 2* 12 6.0 15 00.0 228 240 06.0 12.0 1122
1 1 0 3.5 1 06 205 12.0, 2028 7* 12 6.0 00 03.0 228 240 06.0 12.0 1125
1 1 0 3.5 1 06 205 12.0 2119 1* 5 6.0 00 01.0 223 228 06.0 12.0 1132
1 1 0 3.5 1 06 205 12.0 2526 1* , 18 6.0 00 00.5 222 240 06.0 12.0 1166
1 1 0 3.5 1 06 205 12.0 2585 1* 5 6.0 00 05.0* 222 227 06.0 12.0 1170
1 1 0 3.5 1 06 205 12.0 2603 2* 9 6.0 11 02.0* 218 227 06.0 12.0 1171
1 1 0 3.5 1 06 205 12.0 2726 1* 10 5.0 00 02.3 193 203 07.0 12.0 1179
2 1 0 3.5 1 06 206 24.0 2040 1* 3 3.0 00 01.0* 237 240 07.0 10.0 1130
2 1 O 3.5 1 0620624.0 1235 1* 5 4.00001.5 23524006.010.01.156
2 1 0 3.5 1 06 2(6 24.0 2459 18 5 6.0 00 0o:s 23'5 2 4 07 0'60 12.0 1166
2 1 0 3.5 1 06 206 24.0 2690 1* 6 3.0 00 02.0 132 138 06.5 09.5 1181
2 1 0 3.5 1 0620624.0 2690 18 8 2.50001.5 208 216 07.0 09.5 1181
1 I. 0 3.5 1 03 209 12.0 2403 1s' 6 3.5 00 02.0 234 240 08.5 12.0 1156
1 1 0 3.5 1 0320912.0 2436 2* 15 6.0 13 00.0 225 240 06.0 12.0 1158
1 1 0 3.5 1 03 209 12.0 249,5 7* 15 6.0 00 05.0 225240 06.0 12.0 1164
1 I. 0 3.5 1 03 209 12.0 2726 1* 13 5.0 00 01.0 110 123 07.0 12.0 1179
2 1 O 3.5 1 03 210 24.0 2638 1* 17 6.0 00 02.0 208 225 06.0 12.0 1178
2 1 0 3.5 1 03 210 24.0 2672 2* 25 6.01302.0 000 025 06.0 12.0 1180
2 1 0 3.5 0 39 214 24.0 2085 1* 6 3.0 00 02.0* 009 915 06.5 09.5 1133
2 1 0 3.5 0 09 214 44.0 2201 1* 22 3.5 00 02.0 004 026 06.0 09.5 1144
2 1 0 3.5 0 09 214 24.0 2729 1* 24 4.0 00 0. 1.0 004 028 06.0 10.0 1185
1 3 0 3.5 0 00 223 12.0 1267 1* 6 4.0 00 02.0 118 124 08.0 12.0 1058
1 3 0 3.5 0 00 223 12.0 1317 2* 17 6.0 16 00.0 103 120 06.0 12.0 1062
1 3 0 3.5 0 00 223 12.0 1349 6* 3 6.0 00 03.5* 117 120 00.0 06.0 1067
1 1 O 3.5 1 09 231 12.0 2787 18 12 5.0 00 01.5* 029 041 07.0 12.0 1184
1 1 0 3.5 1 09 231 12.0 2800 1* 11 6.0 00 01.0 029 040 06.0 12.0 1185
2 I 0 35 1 09 232 24.0 267,2 1* 10 4.0 00 03.0 141 151 06.5 10.5 1180
2 1 0 3.5 1 09 232 24.0 2690 2* 26 6.0 18 02.0 127 155 06.0 12.0 1181
2 1 05.0 1 09 234 24.0 7114 1* 212.00001.5*04004200.012.01419
2 1 0 3.5 0 06 240 24.0 2030 2* 30 5.01500.0 000 030 07.0 12.0 1129
2 3 0 3-5 0 0624424.0 2716 1* 15 5.0 0002.0*06508006.011.01184
2 1 0 5.0 1 03 252 24.0 10811 5* 10 3.0 00 02.0* 030 040 07.0 10.0 1587
6 2 1 09.5 1 09 t3'9 30.0 8549 6* 17 6.0 00 14.0 103 12C 06.0 12.0 1481
6 2 1 09.5 1 09 339 30.0 8975 1* 17 6.0 00 01.5 103 120 06.0 120 1500
6 2 1 08.0 1 03 342 480 4530 1* 25 6.0 00 03.0 145 170 06.0 12.0 1311
6 2 1 08.0 1 03 342 48.0 5407 18 8 11.0 00 015 142 150 01.0 12.0 1352
6 2 1 08.0 1 03 342 48.0 5562 58 to 3-0 00 01.0* 147 157 08.0 11.0 1359
0 2 1 08.0 1 03 342 48.1) 6009 6* 12 7.0 00 12.0 165 177 05.0 12.0 1379
6 2 1 08.0 1 03 342 48.0 6009 68 12 7.0 00 12.0 145 157 05.0 12.0 1379
6 2 1 0 8.0 1 03 342 48.0 6009 1* 37 12.0 00 01.0 140 177 00-0 12.0 1379
6 2 1 08.0 1 09 347 30.0 6906 1* 25 7.0 00 05.0 215 240 05.0 12.0 1410
6 2 1 06.0 1 09 347 30-0 7256 1* 35 6.0 00 05.0 200 235 06-0 12.0 1425
6 '2 I 09-5 1 03 371 30.0 8975 2* 4 5.0 08 12.0 012 016 07.0 12.0 1500
6 2 I 09-5 1 03 371 30.0 909.5 5* 13 6.0 00 02.0* 005 018 06.0 12.0 1506
0 2 09.5 1 03 371 30.0 9262 6* 10 7.0 00 15.0 030 040 05-0 12.0 1513
6 2 09.5 1 03 371 30.0 9262 3* 40 12.0 00 01.5 000 040 00.0 12.0 1513
6 2 1 09.5 1 03 371 30.0 10721 3* 40 12.0 00 00.5 000 040 00.0 12.0 1580
6 2 08.0 0 00 373 30.0 7171 5* 15 6.0 00 02.0* 105 120 06.0 12.0 1422
6 2 08.0 1 06 385 30.0 8393 1* 9 4.5 00 03.0 063 092 07.5 12.0 1475
6 2 1 08.0 1 06 385 30-0 8897 2* 8 4.0 08 12.0 083 091 08.0 12.0 1496
6 2 1 08.0 1 06 386 48.0 4105 5* 5 3.0 00 05.0 225 230 09.0 12.0 1294
6 2 3 08.0 0 06 402 48.0 7359 1* 15 12.0 00 02.0 000 015 00-0 12.0 1436
6 2 0 8.0 0 06402 48.0 8360 1* 1512.00002.0 000 015 00.0 12.0 1482
5 2 3 1 06.5 0 0649040.0 4954 1* 5 4.00001.5* 020 025 37.0 11.0 1327
5 2 3 1 065 0 06 490 40.0 5658 1s 6 4.0 00 01.5* 019 025 07.0 11.0 1359
S 2 3 1 06.5 0 06 490 40.0 5862 1* 10 4.0 00 01.5* 020 030 07.0 11-0 1369
5 2 1 0 06.5 1 06 492 40.0 2900 5* 30 6.0 00 00.0 021 051 06.0 12.0 1192
5 2 3 0 095 0 00 494 40.0 4934 3* 5 12-0 00 01.0 000 605 00.0 12-0 1326
5 2 1 0 06.5 p 09 506 40-0 3686 1* 15 6.0 00 01.5 020 035 06.0 12.0 1261
5 2 1 0 06.5 0 09 506 40-0 3883 1* 15 6.0 00 01.0 020 035060 12.0 1283
5 2 1 0 06.5 0 0.3 514 40-0 3261 1* 11 6.0 00 02.0* 0390,41, 06,0 12•0 1,223
5 2 1 0 06.5 0 06 518 40.0 3462 1* 15 5.0 00 02.0 030 0 45 07-0 12.0 1244
5. 2 1 3 0'6.5 1 0.9 550 4.0-0 2866 1* 24 5-5 00 2.0 006 03006.512.0 1189
5 2 1 0 06-5 1 09 550 40-0 2900 5* 25 6-0 00 00.0 015 040 06.0 12.0 1192
5 2 1 0 06.5 1 09 550 40.0 3140 2* 40 12-0 21 00.0 ,00,_p 0,4.0 00-0 12.0 1213
5 8 1 0 06.5 1 09 55C 40-0 3307 7* 40 12.0 00 03.5 000 040 00-0 12.0 1227
5 2 1 0 06.5 1 09 550 40-0 4270 3* 4C 12-0 00 01-0 000 040 00-0 12.0 1298
5 2 1 0 06.5 1 0955040.0 5862 1* 1. 4.00001.0*03805007011-01369
NOTE: See Table 21 for code legend.
52 THE AASHO ROAD TEST, REPORT 3

TABLE 23
"FREE" MAINTENANCE, RIGID PAVEMENT (Cont.)

I I I I 8 I 9 I 10 I 11 1 12 I 13 I 14 15 16 I 17 I 18 19 20 21
i3 4 5 6 7
I Di ,.I SUBF. • SECT. LOAD
diM. tNT PATCH PATCH BASE SURFACE COORDI NATES
TNANS VERSE
THICK. I NO. APPL'S. f .YPE LENGTH WIDTH DEPTh DEPTH LONGITUDINAL I AASHO
BEGIN END BEGINI END DAY

I I I in. in. I in. NIP I lOO_'Q CODE ft ft in in ft ft. Itt.I

42 2 1 0 06.5 1 0 05 642 .0 0)4 in in iijj vu u.0 440 4*0 01.0 14- iO
4 2 1 1 0 05.0 0 0 06 647 18.0 2925 1* 14 6.0 00 01.5* 021 035 06.0 12.0 1193
4 2 1 1 0 05.0 0 0 06 647 18.0 2986 1* 22 6.0 00 01.5* 018 035 06.0 12.0 1201
4 2. 1 1 0 05.0 0 0 06 647 16.0 316 1* 20 6.0 00 02.0* 015 035 06.0 12.0 1219
4 2 2 3 0 05.0 0 0 06 648 32.0 2743 11 25 6.0 00 01.5 000 025 06.0 12.0 1180
4 2 2 1 0 05.0 0 0 06 648 32.0 3218 1* 15 6-0 00 02.0* 010 025 06-0 12.0 1219
4 2 2 1 0 06.5 0 0 03 650 32.0 4157 1* 12 12.0 00 03.0 000 012 00-0 12.0 1294
4 2 2 1 0 06.5 0 0 03 650 32.0 5980 6* 9 9.0 00 13.0 000 009 03.0 1.2.0 1374
4 2 2 1 0 06.5 0 0 03 650 32.0 6922 6* 15 12.0 00 10.0 000 015 00.0 12-0 1411
4 2 2 1 0 06.5 1 0 09 654 32.0 9310 1* 17 6.0 00 05.0* 150 167 06-0 12.0 1513
4 2 2 1 0 06.5 1 C 09 654 32.0 9325 64 27 6.0 00 15.0 145 172 06-0 12.0 1515
4 2 2 1 0 06.5 0 C 06 656 32.0 8534 1* 10 9.0 00 03.0 000 010 03.0 12.0 1480
4 2 1 3 0 05-0 0 C 00 659 .18.0 2942 14 6 5.0 02 00.0 095 101 07.0 12.0 1194
4 2 1 3 0 05.0 0 0 00 659 18.0 3045 14 7 5.0 00 03.0 095 102 07.0 12.0 1206
4 2 7 3 0 05.0 0 0 00 660 32.0 2866 1* 9 6.5 00 02.5 000 008 05.5 12.0 1189
4 2 2 3 0 05-0 0 0 00 660 32.0 2883 2* 20 6.0 18 00.0 000 020 06-0 12-0 1191
4 2 2 1 0 05.0 1 0 09 674 32,0 4080 5* 20 6.0 00 00-0 100 120 06.0 12.0 1291
4 P. 1 1 0 05.0 0 0 09 677 18.0 2850 1* 27 6.0 00 03-0 025 052 06.0 12-0 1187
4 2 2 1 0 05.0 0 0 09 678 32.0 2801 1* 24 7.0 00 02,0 093 117 05.0 12-0 1185
4 2 1 3 1 05.0 0 0 Ob 679 18.0 o020 6* 15 6.0 00 13-0 000 015 06.0 12.0 1374
4 2 1 3 1 05.0 0 0 06 679 18.0 8020 3* 15 12.0 00 01.0 000 015 00-0 12.0 1374
4 2 2 3 1 0 5.0 0 0 0 6 680 32.0 3592 5* 1512.00000.0 000 015 00.0 12.0 1252
42.231 05.0 000668032.0 3610 2* 1512.01700.0 000 015 00.0 12.0 1254
4 2 2 1 0 05.0 1 C 03 682 32.0 2683 2* 19 6.0 17 00.0 138 157 06.0 12.0 1191
4221005.01003682320 2894 5* 30 6.00000-0 135 165 06.0 12.01192
4 2 2 1 0 05.0 1 0 03 682 32.0 2934 1* 12 6.0 02 00.0 218 230 06.0 12-0 1195
4 2 2 1 0 05.0 1 0 03 682 32.0 2965 5* 20 5.0 00 00.0 215 235 06-6 11.0 1198
4 2 1 3 1 05•0 0 0 00 693 18-u 3176 1* 10 5.0 00 02.0* 030 040 06.0 12-0 1215
4 2 1 3 1 05.0 0 0 00 693 18-0 3209 1.4 5 50 00 02.0* 035 040 06.0 12-0 1217
4 2 1 3 1 05.0 0 0 00 693 18.0 3216 1* 10 6.0 00 02.0* 030 045 06-0 12.0 1219
4 2 2 3 1 05-0 0 0 00 694 32.0 3 17 8 1* 10 6.0 00 02.0* 110 120 06.0 12.0 1215
4 2 2 3 1 05.0 0 0 60 694 32-0 3211 1* 10 6.0 00 02-0* 110 120 06.0 12-0 1217
4223105.0000069432-0 3218 1* 17 6.0 00 0 2.0 * 103 120 06.0 12.0 1 2 19
4 2 2 3 '1 05-0 0 0 00 694 324 333 5* 10 6.0 OC 00-0 105 115 06-0 120 1220
4 2 2 1 0 06-5 0 0 09 704 32.0 6578 5* 8 45 00 06-5 050 058 07.5 12.0 1398

2 2 1 1 0 02.5 1 0 00 781 2.0 7287 6* 1 12.0 00 05.0 000 001 00-0 120 1426
2 2 2 1 0 02.5 1 0 00 782 6.0 3281 1* 5 50 00 02.0* 120 125 06.0 110 1223
2 2 2 1 0 02.5 1 0 00 782 6.0 3518 6* 5 5-0 00 02.0 120 125 06.0 110 1248
2 2 2 1 0 02.5 1 0 00 782 6.0 3697 1* 8 6.0 00 01.0 120 12.8 06.0 120 1261
2 2 2 1 0 02.5 1 0 00 782 6.0 3904 1* 15 6.0 00 01.5 1120 135 06.0 120 1283
P. 2 2 1 0 02.5 1 0 03 800 6.0 7397 6* 2 12.0 00 03.0* 238 240 00.0 120 1433
2221002.51003800 6.0 7505 6* 612.00004.0 234 240 00.0 120 1437
2 2 2 1 0 02.5 1 C 03 800 6.0 8138 6* 10 12.0 00 10.0 230 240 00-0 120 1460
2 2 2 1 0 02.5 1 0 03 800 6.0 8367 1* 8 2.0 00 03-0 120 128 08.0 100 1474
2 2 1 1 0 02.5 C 0 00 805 2.0 7287 6* 9 12.0 00 05.0 111 120 00-0 120 1426
2 2 2 1 0 02.5 0 0 00 806 6•0 2737 1* 1 3.0 00 01.5 119 120 07.5 105 1180
2 2 2 1 0 02-5 0 0 00 806 6.0 2807 1* 6 6.0 00 01,5* 114 120 06-0 120 1186
2 2 2 1 0 025 0 0 00 806 6-0 2998 2* 8 6.0 12 03-C 112 120 06.0 120 1202
2 2 2 1 0 02.5 0 0 00 806 6.0 3904 1* 9 6.0 00 01.5 106 115 060 120 1283

NOTE: See Table 21 for code legend.

 PAVEMENT MAINTENANCE 53

Figure 46. Maintenance forces placed railroad tie cribbing under test bridges.

The acid treatment produced a marked in- project, primarily the Operations and Mate-
crease in friction ; no further treatment was rials Branches.
necessary during the remainder of the regular Maintenance personnel and equ ipinent were
and special test traffic period. used in the loading, unloading and load main-
A further test of the acid treatment was tenance on the test vehicles. Loads were made
made on a small section of portland cement up of solid concrete blocks and hollow-core
Concrete pavement on a level tangent. Tests building blocks, and were tied down to the
made with the General \lotors Corporation trailer (lecks with steel bands. \'Vooclen cleats
skid trailer showed a vet coefficient of friction and heavy chains were also used to Prevent
of 0.39 before and 0.67 after the treatment. load shifting. The Gradall was used to handle
the blocks.
3.4.11 Seiiiccs to 0/It ci Bianches The Gradall was used several times for
The Maintenance Branch performed miscel- righting overturned vehicles and for towing
laneous Services for other branches of the disabled vehicles.

Figure .17. Maintenance forces assisted in loading and load banding on test vehicles.
54 THE AASHO ROAD TEST, REPORT 3

In addition, maintenance crews were re- small vibratory roller or a tamping foot on the
sponsible for clean-up work when accidents pneumatic pavement breaker. The area was
occurred in the test loops. This usually con- surfaced with hot mix, if available, or with
sisted of cleaning away the blocks spilled from a temporary patch of cold mix.
the test vehicle involved.
The Maintenance Branch assisted the Mate- 3.4.4 Radio Communications
rials Branch in certain phases of its testing The project's radio network was important
program. Several 3- by 12-ft trenches were in expediting the maintenance work. The base
cut in the pavements for thickness measure- station was located in the Administration
ments and various tests on the underlying Building at the center of the project, with
materials. Maintenance equipment and per- auxiliary units at the headquarters of the
sonnel frequently assisted in cutting the Maintenance and Operations Branches and the
trenches, as well as - repairing the pavement Army Support Activity as well as in most field
for traffic operation. vehicles and in the driver crew shelters on
Rigid pavements were cut with a saw; flex- each traffic loop.
ible pavement surfacing was cut with a The radio network was used effectively in
pneumatic hammer equipped with an asphalt supervising the movement of maintenance
cutting bit. The Gradall was used frequently equipment and crews along the 8-mile project
to remove the pavement surface and, when and in coordinating the flow of materials from
necessary, underlying granular material. plants and stockpiles. It also was valuable to
After tests were completed by the Materials the Maintenance Review Committee in direct-
Branch the trenched area was backfilled with ing Research Branch measuring crews during
crushed stone, which was compacted with a the periodic inspections of the test pavements.
 Appendix A
TEST VEHICLE SPECIFICATIONS

On April 8, 1957, the Automobile Manufac- 8. Power steering is recommended on all com-
turers Association Committee for the AASHO bination vehicles.
Road Test submitted a proposed revision of the 9. It is recommended that gasoline-powered
"Controlled Traffic Testing" section of the vehicles be used for Loops 3, 4, 5 and 2 and
report, dated May 1955, of the Working Com- diesel-powered vehicles for Loop 6.
mittee of the AASHO Committee on Highway io. Vehicles for Loops 3 and 2 to have disc
Transport. The revision included "Proposed wheels and vehicles for Loops 4, 5 and 6
Specifications for Test Vehicles," which are to have cast wheels.
given in the following, altered only as neces- 11. Suspension, systems for both single and
sary to provide designations for loops and tandem axles on both trucks and combina-
traffic lanes as used throughout this report. tion units will be present conventional leaf-
spring types. Springs will meet manufac-
PROPOSED SPECIFICATIONS FOR TEST turer's specifications for the particular
VEHICLES loads. The 2,000-lb axle vehicles will be
equipped with front and rear shock ab-
The following general test vehicle specifica- sorbers.
tions have been prepared by the AMA Truck 12 Air pressure in tires will be such as to
Technical Subcommittee. These specifications insure that the wheel load, per square inch
have been developed around available com- of tire contact area will be maintained as
mercial equipment, and were revised in Decem-
ber 1956 to reflect revisions in AASHO test nearly uniform as possible for all test ve-
vehicle types. hicles and axle loads. It is not practical,
however, to apply these conditions to the
General Data 2,000-lb axle vehicles.
13 The spacing of load axles for Loops 5 and
All tractors for the inner lanes of Loops 6 should be 18 to 22 ft for single axles and
3 through 6 are 4 x 2 type, and for the
outer lanes of Loops 3 through 6 are 6 x 22 to 26 ft for tandem axles, measured
4 type with inter-axle differentials. from center to center of tandem axle
All tractors to be equipped with trailer group. It is desirable to have the same axle
brake connections and with at least 36-in. spacing for each lane.
fifth wheels. 14. Vehicles for Loop 2 are to be of the single
All trailers to be flat beds and to have a unit two-axle type.
front corner radius of not less than 10 in. 15 The 2,000-lb axle vehicles in Loop 2 are to
All tractors to have either full air or air exert a 2,000-lb load on each of the front
over hydraulic brakes, including hand con- and rear axles. The 6,000-lb axle vehicles
trol valve, and all trailers to have full air in Loop 2 are to exert a 6,000-lb load only
brakes. on the rear axles, with the front axles to
All tractors to be equipped with dual carry a considerably lower load in line
safety tanks with a combined capacity suf- with conventional practice on two-axle
ficient for a minimum of 450 miles of trucks.
operation without refueling. The 2,000-lb axle vehicles may be of the
All tractors to be geared for at least 40
mph and have engines that develop at least pick-up truck type. The 6,000-lb axle ve-
1 net horsepower for each 500 lb GCW, hicles should be of the light truck type
based on axle loads shown on the attached with platform body.
chart, plus calculated front axle load. Minimum acceleration requirements for
'I All tractors to be equipped with fresh-air Loop 2 vehicles are from 10 mph to 30
cab heaters and heavy duty rear view mir- mph in 220 ft. These vehicles also will be
rors, approximately 6 x 16 in. with double required to operate in a small turning
brackets, right and left. radius.

55
 Appendix B
TEST VEHICLE ACCIDENT CLASSIFICATION AND EXPERIENCE

1, TEST VEHICLE ACCIDENTS 3. CATEGORIES

Test vehicle accidents were classified for (a) Category I—Major
record and analysis purposes in accordance All accidents involving injury or
with the following criteria. Categories, and fatality irrespective of type.
classification thereto, were based on the fol- All accidents involving upset of
lowing:
Any accident involving disabling injury, the driven vehicle irrespective of
or (because of the potential for injury) the up- property damage involved.
set of the driven vehicle, or collision with the All accidents involving collision
test bridge guard rails was a major accident with test bridges, irrespective of
even though property damage sustained may property damage involved.
have been negligible. All accidents, except rear-end col-
Rear-end collisions, unless disabling in- lisions, in which property damage
juries were sustained as a result were con- exceeded $500.
sidered minor on the project because ' of the
(b) Category 11—Minor
peculiar circumstances under which they were
experienced. They usually occurred in the proc- All accidents involving rear-end
ess of halting and parking at a point where the collision not resulting in disabling
physical plant was crowded, and, because of the injuries, irrespective of monetary
heavy loads, a relatively light blow produced loss involved.
excessive property damage (especially on Loops All accidents involving property
5 and 6). A blow of equal or greater severity, damage of less than $500 but more
under similar circumstances on Loops 2 and 3, than $25.
resulted in far less property damage. Thus,
categorization solely on the basis of property (c) Category Ill—No Property Damage
damage sustained would have distorted the ac- (NPD)
cident picture for comparison between loops. (1) Accidents, not involving a dis-
Accidents not specifically defined above, abling injury, in which vehicles
and irrespective of types, from which negligible leave test track, and accidents of
property damage ($25 or less) resulted, were an incidental nature involving
recorded and were considered in the accident property damage of $25 or less
statistics utilized locally. They were not, how- and no personal injury.
ever, computed in the project accident rate.
2. TYPES 4. ACCIDENT EXPERIENCE
(a) Upset. All accidents involving over- The location of accidents on the project are
turn of the vehicle. shown in Figure 1-B.
(b) Collision. All accidents involving im- Accident trends and experience in accordance
pact with: with the foregoing criteria are shown in Figure
"Test bridge" guard rails.
Vehicle ahead—"Rear end." 2-B. Four accidents (of all categories) were
Vehicle behind while—"Backing." experienced in the 1958 traffic operations, 32
Vehicle adjacent—"Side swipe." in 1959 and 54 in 1960 when traffic operations
(c) Other. All accidents not included in were approximately doubled. Weather condi-
above types: tions were the apparent cause of high accident
Jackknife. rates in January and March 1959 and January,
Leaving test track. March and September 1960.

56
 APPENDIX B 57

15 Oct. 1958 thru 30 Nov. 1960 Category

U Major (28) 20%
x Minor (62) 44%
XXX
N 111.0 N P D (51) 36%
® Fatality
HLO

0
Loop 2

0 X

Loop 3

xi

Loop 4 -

Figure 1.B. Accidents by category and location.

58 THE AASHO ROAD TEST, REPORT 3

ACCUM.
MILESIN
THOUSANDS

MILES
UEU1DUUUNBIIDAAHE
man
PER
MONTH

1.5 III! son IUIII

w
1.0

ols", i0iII'IIIiIII1iI!iIIIIi!U
I

MAJOR
0 msR.1' 1 m 0

MINOR

I-•1*

Figure 2-B. Accident experience.

 Appendix C

REGIONAL ADVISORY COMMITTEES

These committees were appointed by the Highway Research Board to
maintain liaison between the state highway departments and the research
project, through the National Advisory Committee. Three members of
each Regional Committee were appointed to the National Advisory Com-
mittee.

Region 1
F. M. Auer, Planning and Economics Engineer, C. D. Jensen, Director of Research and Testing,
New Hampshire Department, of Public Pennsylvania Department of Highways
Works and Highways W. McAlpin, Assistant Deputy Chief Engi-
B. Bly, Engineering Assistant to Commis- neer (Research), New York State Depart-
sioner, Vermont Department of Highways ment of Public Works
T. V. Bohner, Special Assistant, Engineering J. F. McGovern, Structures Maintenance Engi-
neer, Massachusetts Department of Public
Department, D. C. Department of High- Works
ways and Traffic
L. W. Novinger, Contract and Design Engineer,
W. M. Creamer, Chief, Highway Staff Services, Delaware State Highway Department
Connecticut State Highway Department A. Savage, Engineer of Primary Highways,
W. Hauck, Supervising Civil Engineer Maine State Highway Commission
(Road Designing), Rhode Island Depart- Van Breemen, Research Engineer, New
ment of Public Works Jersey State Highway Department
The following were members of the Region 1 Advisory Committee dur-
ing the years indicated:
H. F. Clemmer, formerly Chairman; Con- F. S. Poorman, Deputy Secretary% Engineering,
sultant, D. C. Department of Highways Pennsylvania Department of Highways
and Traffic (1956-1960)
R. A. Farley, formerly Deputy Secretary, Engi- (1959)
neering, Pennsylvania Department of L. K. Murphy, formerly Construction Engineer,
Highways (1955-1958)
W. C. Hopkins, Deputy Chief Engineer, Mary- Primary Highways, Maine State Highway,
land State Roads Commission (1956-1961) Commission (1955-1959)

Region 2
T. E. Shelburne, Chairman, Director of Re- A. 0. Neiser, Assistant State Highway Engi-
search, Virginia Department of Highways neer, Kentucky Department of Highways
W. F. Abercrombie, Engineer of Materials and T. W. Parish, Assistant Chief Engineer (Con-
Tests, Georgia State Highway Department struction), Louisiana Department of High-
ways
T. L. Bransford, Engineer of Research and In-
Service Training, Florida State Road De- R. S. Patton, Engineer of Surveys and Designs,
partment Tennessee Department of Highways and
Public Works
L. D. Hicks, Chief Soils Engineer, North Caro- Angel (2) Silva, Director, Puerto Rico Depart-
lina State Highway and Public Works ment of Public Works
Commission
H. 0. Thompson, Testing Engineer, Mississippi
G. W. McAlpin, Director, Program Office, and State Highway Department
Assistant Chief Engineer, West Virginia J. F. Tribble, Materials and Research Engineer,
State Road Commission Alabama State Highway Department
J. D. McMahan, Construction Engineer, South E. L. Wales, Engineer of Materials and Tests,
Carolina State Highway Department Arkansas State Highway Commission
59
60 THE AASHO ROAD TEST, REPORT 3

The following was a member of the Region 2 Advisory Committee dur-

ing the years indicated: -
J. L. Land, formerly Chief Engineer, Bureau
of Materials and Tests, Alabama State
Highway Department (1956)

Region 3
w E. Chastain, Sr., Chairman, Engineer of H. E. Marshall, Research Engineer, Ohio De-
Physical Research, Illinois Division of partment of Highways
Highways R. L. Peyton, Assistant State Highway Engi-
J. G. Butter, Consultant, Iowa State Highway neer, State Highway Commission of
Commission Kansas
J. S. Piltz, Engineer of Design, Wisconsin State
E. A. Finney, Director, Research Laboratory, Highway Commission
Michigan State Highway Department C. K. Preus, Materials and Research Engineer,
R. A. Helmer, Research Engineer, Oklahoma Minnesota Department of Highways
State Highway Department F. V. Reagel, Engineer of Special Assignments,
J. W. Hossack, State Engineer, Nebraska De- Missouri State Highway Commission
partment of Roads W. T. Spencer, Soils Engineer, Indiana State
C. P. Jorgensen, Manager, Research and Plan- Highway Department
ning, South Dakota State Highway Com- W. A. Wise, Director, Field Division, North
mission Dakota State Highway Department

The following were members of the Region 3 Advisory Committee dur-

ing the years indicated:
L. N. Ress, formerly State Engineer, Nebraska C. W. Allen, formerly Research Engineer, Ohio
Department of Roads (1956-1958) Department of Highways (1956-1958)
G. Schlitt, formerly Deputy State Engineer, J. H. Swanberg, Chief Engineer, Minnesota De-
Nebraska Department of Roads (1959) partment of Highways (1956-1958)

Region J
R. E. Livingston, Chairman, Planning and Re- W. Johnson, Materials and Testing Engi-
search Engineer, Colorado Department of neer, New Mexico State Highway Commis-
Highways sion
J. R. Bromley, Superintendent and Chief Engi- F. Larsen, Chief Materials Engineer, Utah
neer, Wyoming State Highway Department State Road Commission
L. F. Erickson, Assistant Construction Engi- C. Minor, Materials and Research Engineer,
neer, Idaho Department of Highways Washington Department of Highways
L. B. Fox, Construction Engineer, Montana W. G. O'Harra, Materials Engineer, Arizona
State Highway Commission Highway Department
T. S. Huff, Chief Engineer of Highway Design, W. M. Wachter, Highway Engineer, Hawaii
Texas State Highway Department Division of Highways
F. N. Hveem, Materials and Research Engi- W. 0. Wright, State Highway Engineer, Neva-
neer, California Division of Highways da Department of Highways

The following were members of the Region 4 Advisory Committee dur-

ing the years indicated:
W. T. Holcomb, formerly Assistant State High- B. E. Nutter, formerly Territorial Highway
way Engineer, Nevada Department of Engineer, Hawaii Territorial Highway Dc-
Highways (1956-1959) partment (1956-1958)
I. B. Miller, Operations Engineer, New Mexico S. B. Sanders, formerly District Engineer,
Montana State Highway Commission
State Highway Commission (1956-1958) (1 01 QQ\
W. C. Williams, State Highway Engineer, Ore-
gon State Highway Commission (1956-
1961) (deceased)
 APPENDIX C 61

ADVISORY PANEL ON MAINTENANCE

This panel was appointed by the Highway Research Board to advise it
on pavement maintenance techniques and to assist in formulating pave-
ment maintenance criteria for the project.

R. C. Boyd, Chairman, Maintenance Engineer, G. G. Love, Assistant Chief Engineer for Main-
Iowa State Highway Commission tenance and Equipment, Massachusetts
B. W. Davis, Maintenance Engineer, North Department of Public Works
Carolina State Highway Commission S. E. Ridge, Special Programs Coordinator,
Office of the Assistant to the Federal High-
H. E. Diers, Engineer of Maintenance, Illinois way Administrator, Bureau of Public
Division of Highways Roads
Otto Hess, Engineer-Manager, Kent County, J. L. Stackhouse Maintenance Engineer, Wash-
Michigan, Road Commission ington Department of Highways

ADVISORY PANEL ON VEHICLES

This panel was appointed by the Highway.Research Board to advise it
on vehicle procurement and specifications.

Carl Saal, Chairman, Chief, Traffic Operations J. B. Hulse, Managing Director, Truck Trailer
Division, Bureau of Public Roads Manufacturers Association
T. F. Creedon, Highway Engineering Advisor, A. E. Johnson, Executive Secretary, American
Automobile Manufacturers Association Association of State Highway Officials
C. H. Perry, Deputy Director of Transportation
Engineering, Office of the Chief of Trans-
portation, Department of the Army

ADVISORY PANEL ON ECONOMIC DATA

This panel advised of those measurements and observations that should
be made in order to provide data needed by the Bureau of Public Roads to
fulfill its obligation to Congress in the matter of highway cost allocation.

P. St. Clair, Chairman, Director, Highway J. 0. Morton, Commissioner, New Hampshire

Cost Alloëation Study, Bureau of Public State Highway Department
Roads R. Newcomb, Consulting Economist, Washing-
R. R. Bartelsmeyer, Chief Highway Engineer, ton, D. C.
Illinois Division of Highways H. W. Nicholson, Professor of Economics,
S. Fairbank, Consultant, Baltimore, Mary- Clark University
land G. C. Richards, Commissioner, Public Works
R. G. Hennes, Professor of Civil Engineering, Department, Detroit, Michigan
University of Washington K. B. Rykken, Director, Highway and Legisla-
A. E. Johnson, Executive Secretary, American tive Department, American Automobile
Association of State Highway Officials Association
R. E. Jorgensen, Engineering Counsel, Na- R. M. Zettel, Research Economist, University
tional Highway Users Conference of California

The following were members of this panel during the years indicated:
J. A. Maxwell, Professor of Economics, Clark L. N. Ress, Chairman, formerly State Engineer,
University (1956-1958) Nebraska Department of Roads (resigned
1959)
62 THE AASHO ROAD TEST, REPORT 3

SPECIAL SUBCOMMITTEE ON OPERATIONS

This subcommittee was appointed by the National Advisory Committee
to advise it and the project staff on means of increasing the efficiency of
vehicle operations and attaining the planned number of axle load applica-
tions.

R. E. Livingston, Chairman, Planning and Re- and Director, General Motors Proving
search Engineer, Colorado Department of Ground
Highways B. W. Marsh, Director, Traffic Engineering and
R. R. Bartelsmeyer, Chief Highway Engineer, Safety Department, American Automobile
Illinois Division of Highways Association
L. C. Lundstrom, former Chairman, Automo- D. K. Chacey, Director of Transportation Engi-
bile Manufacturers Association Committee neering, Office of the Chief of Transpor-
for Cooperation with AASHO Road Test, tation, Department of the Army

SPECIAL AASHO SUBCOMMITTEE

ON OPERATIONS AND FINANCE
This special subcommittee was appointed by the Executive Committee
of the American Association of State Highway Officials to study test road
traffic operations and make recommendations on how to attain the planned
one million test load applications.
They recommended that additional money be contributed by the partici-
pating agencies for the purchase of additional vehicles and that a seven-
day driving schedule be followed to achieve the desired number of load
applications.

D. H. Stevens, Past President of AASHO, and R. R. Bartelsmeyer, Chairman, AASHO Corn-

Chairman, Maine State Highway Commis- mittee on Highway Transport, and Chief
sion Highway Engineer, Illinois Division of
B. D. Tallamy, former Federal Highway Ad- Highways
ministrator, Bureau of Public Roads

AUTOMOBILE MANUFACTURERS ASSOCIATION

SUBCOMMITTEE FOR COOPERATION WITH WORKING COMMITTEE
OF THE AASHO COMMITTEE ON HIGHWAY TRANSPORT
This subcommittee was responsible for recommending major specifica-
tion items for the test vehicles used in the AASHO Road Test, and worked
with and gave technical advice to the Working Committee during the
original planning and development of the AASHO Road Test Project
Statement and Project Program. -

W. F. Sherman, Manager, Engineering and H. H. Barnes, Director, General Motors Prov-

Technical Department, Automobile Manu- ing Ground
facturers Association Carl A. Lindbloom, Division Chief Engineer,
I. E. Johnson, Manager, Chrysler Corporation Advanced Engineering Group, Interna-
Proving Ground tional Harvester Company
W. R. Westphal, Experiment Engineer, Truck
Engineering Development Section, Ford J. N. Bauman, Vice President, The White
Motor Company Motor Company

The following also was a member of this subcommittee:

F. B. Lautzenhiser, Consultant (retired 1955)
 APPENDIX C 63

AUTOMOBILE MANUFACTURERS ASSOCIATION COMMITTEE

FOR COOPERATION WITH THE AASHO ROAD TEST
This committee recommended specifications for test vehicles used in the
AASHO Road Test. As a committee, but more often in individual capaci-
ties, they also devoted considerable time and effort to the numerous
operating problems that arose during the test traffic phase of the project.

W. B. Love, Chairman, Chief Truck Chassis J. H. Letsinger, Assistant Manager of Engi-

Engineer, Studebaker-Packard Corpora- neering, International Harvester Company
tion L. C. Lundstrom, Director, General Motors
T. F. Creedon, Secretary, Highway Engineer- Proving Ground
ing Advisor, Automobile Manufacturers M. T. Hayes*, Assistant Truck Engineer,
Association General Motors Corporation Truck and
Harry Bernard, Director of Service, Mack Coach Division
Trucks, inc. P. H. Pretz, Director, Testing Operations
John Walker*, Manager, Sales Engineering, Office, Ford Motor Company
Mack Trucks, Inc. W. A. McConnell*, Manager, Vehicle Test-
J. C. Gillie, Ground Maintenance and Construc- ing Laboratories, Ford Motor Company
tion Engineer, Chrysler Corporation Prov- D. B. Wheeler, Assistant to Chief Engineer,
ing Ground White Motor Company
W. A. Jensen, Assistant Chief Engineer, Reo M. A. Hanna, Jr.*, Sales Engineer, White
Division of the White Motor Company Motor Company

The following also served on this committee:

H. Barnes (Chairman, 1955-56) R. E. Cass (1955-59), Assistant to the Presi-
L. C. Lundstrom (Chairman, 1957-58) dent, White Motor Company
E. Johnson (Chairman, 1959-60) * Alternate

SPECIAL PUBLICATION SUBCOMMITTEE FOR

ROAD TEST REPORT 3,
TRAFFIC OPERATIONS AND PAVEMENT MAINTENANCE
This subcommittee was appointed by the Highway Research Board to
review AASHO Road Test Report 3, "Traffic Operations and Pavement
Maintenance," and recommend 'approval of the report for publication.

E. H. Holmes, Chairman, Bureau of Public R. E. Livingston, Planning and Research Engi-

Roads neer, Colorado Department of Highways
W. F. Abercrombie, Engineer of Materials and L. C. Lundstrom, former Chairman, Automo-
Tests, Georgia State Highway Department bile Manufacturers Association Committee
R. C. Boyd, Maintenance Engineer, Iowa State for Cooperation with AASHO Road Test,
Highway Commission and Director, General Motors Proving
H. E. Diers, Engineer of Maintenance, Illinois Ground
Division of Highways B. W. Marsh, Director, Traffic Engineering and
W. C. Johnson, Manager, Tire Test Division, Safety Department, American Automobile
Goodyear Tire and Rubber Company Association
R. A. Lill, Chief, Highway Engineering, Amer- H. 0. Thompson, Testing Engineer, Mississippi
ican Trucking Associations State Highway Department
64 THE AASHO' ROAD TEST, REPORT 3

PROJECT PERSONNEL I

Project Staff and Engineers

W. B. McKendrick, Jr., Project Director R. J. Little, Assistant Rigid Pavement Re-
W. N. Carey, Jr., Chief Engineer for Research search Engineer
Peter Talovich, Business Administrator M. Viest, Bridge Research Engineer
L. A. Ptak, Accountant J. W. Fisher, Assistant Bridge Research
Engineer
R. S. Semple, Purchasing Assistant
P. E. Trick, Chief, Data Processing and Analy-
A. C. Tosetti, Assistant to the Project Director sis
W. R. Milligan, Assistant Operations Man- R. C. Ham, Assistant Chief, Data Processing
ager and Analysis
D. L. Thorp, Shop Superintendent F. Shook, Materials Engineer
A. C. Benkelman, Flexible Pavement Research D. R. Schwartz, Engineer of Reports
Engineer H. R. Hubbell, Assistant Engineer of Reports
L. E. Dixon, Assistant Flexible Pavement H. H. Boswell, Maintenance Engineer
Research Engineer James Gardner, Maintenance Superintendent
H. M. Schmitt, Assistant Flexible Pavement Allen Bartelson, Maintenance Supervisor
Research Engineer R. C. Leathers, Engineer of Special Assign-
F. H. Scrivner, Rigid Pavement Research Engi- ments
neer H. C. Huckins, Supervisor, Instrument Labora-
W. R. Hudson, Assistant Rigid Pavement Re- tory
search Engineer W. J. Schmidt, Chief, Public Information

The following were also members of the project staff:

H. H. Cole, Shop Superintendent (1958) L. Q. Mettes, Materials Engineer (1956)
Moreland Herrin, Assistant Materials Engi-
neer (1958)

Staff Consultants and Engineer Observers

The following resident staff consultants and engineer observers were on
the project during the traffic phase.

B. E. Colley, Senior Development. Engineer, R. I. Kingham, Resident Engineer to AASHO

Portland Cement Association Road Test, Canadian Good Roads Associa-
F. N. Finn, Special Projects Engineer, The As- tion
phalt Institute W. E. Teske, Highway Engineer, Paving Bu-
S. M. King, Special Projects Engineer, Ameri- reau, Portland Cement Association
can Trucking Associations G A. Wrong, Principal Soils Engineer, Prov-
ince of Ontario, Canada

The following also were staff consultants or engineer observers:

G. D. Campbell, Director of Technical Services, R. A. Lill, Highway Engineer, American
Canadian Good Roads Association (1956- Trucking Associations (1955-1957)
1957)

The following non-resident engineer observers periodically visited the

project:
E. R. Feldman, Highway Engineer, Division of E. J. Ruble, Research Structural Engineer, As-
Competitive Transportation, Association sociation of American Railroads
of American Railroads Rockwell Smith, Soils Engineer, Association of
American Railroads
 APPENDIX C 65

U. S. Army Transportation Corps Road Test

Support Activity (AASHO)
Commanding Officer Deputy Commander
Col. A. A. Wilson (1958-59) Maj. W. A. Duncan (1958-60)
Lt. Col. R. J. Lombard (1959-61) Capt. R. G. Farwell (1960-61)
Company Commander
Capt. R. D. Smith (1958-59)

Temporary Personnel
The following junior engineers assigned to the project by the Bureau
of Public Roads for periods of six months as part of their training pro-
gram performed engineering tasks in. the Operations and Maintenance
Branches of the Road Test:
Operations: K. B. Casey
J. S. Wesley
R. L. Diffenderfer
Maintenance: C. A. Ballinger
T HE NATIONAL ACADEMY OF SCIENCES—NATIONAL RESEARCH COUN-
CIL is a private, nonprofit organization of scientists, dedicated to the
furtherance of science and to its use for the general welfare. The
ACADEMY itself was established in 1863 under a congressional charter
signed by President Lincoln. Empowered to provide for all activities ap-
propriate to academies of science, it was also required by its charter to
act as an adviser to the federal government in scientific matters. This
provision accounts for the close ties that have always existed between the
ACADEMY and the government, although the ACADEMY is not a govern-
mental agency.
The NATIONAL RESEARCH COUNCIL was established by the ACADEMY
in 1916, at the request of President Wilson, to enable scientists generally
to associate their efforts with those of the limited membership of the
ACADEMY in service to the nation, to society, and to science at home and
abroad. Members of the NATIONAL RESEARCH COUNCIL receive their
appointments from the president of the ACADEMY. They include representa-
tives nominated by the major scientific and technical societies, repre-
sentatives of the federal government, and a number of members at large.
In addition, several thousand scientists and engineers take part in the
activities of the research council through membership on its various boards
and committees.
Receiving funds from both public and private sources, by contribution,
grant, or contract, the ACADEMY and its RESEARCH COUNCIL thus work
to stimulate research and its applications, to survey the broad possibilities
of science, to promote effective utilization of the scientific and technical
resources of the country, to serve the government, and to further the
general interests of science.
The HIGHWAY RESEARCH BOARD was organized November 11, 1920,
as an agency of the Division of Engineering and Industrial Research, one
of the eight functional divisions of the NATIONAL RESEARCH COUNCIL.
The BOARD is a cooperative organization of the highway technologists of
America operating under the auspices of the ACADEMY-COUNCIL and with
the support of the several highway departments, the Bureau of Public
Roads, and many other organizations interested in the development of
highway transportation. The purposes of the BOARD are to encourage
research and to provide a national clearinghouse and correlation service
for research activities and information on highway administration and
technology.