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Report No. COOT -DTD-R-93- 11
COMPARISON OF 1992 COLORADO HOT MIX ASPHALT WITH SOME EUROPEAN SPECIFICATIONS
Timothy Aschenbrener
Colorado Department of Transportation
4340 East Louisiana Avenue
Denver, Colorado 80222
Firal Report
June 1993
Prepared in cooperation with the
U.S. Department of Transportation
Federal Highway Administration
The contents of this report reflect the views of
the author who is responsible for the' facts and
the accuracy of the data presented herein. The
contents do not necessarily reflect the official
views of the Colorado Department of Transportation
or the Federal Highway Administration. This report
does not constitute a standard, specification, or
regulation.
i
ACKNOWLEDGMENTS
The author would like to express his gratitude to the many people who assisted in performing this
study. CDOT Region Materials personnel identified projects and obtained samples. Kim Gilbert
and Cindy Moya (CDOT-Staff Materials) performed testing on all samples. Richard Zamora
(FHWA) assisted in performing the data analysis.
The CDOT Research Panel provided many excellent comments and suggestions for the study;
it included Byron Lord and Kevin Stuart (FHWA-Turner Fairbank Highway Research Center). Doyt
Bolling (FHWA-Region 8). Mark Swanlund (FHWA-Colorado Division). Denis Donnelly. Steve
Horton and Bob LaForce (CDOT~Staff Materials). Ken Wood (CDOT-Region 4 Materials). and
Donna Harmelink (CDOT-Research).
Special thanks to the panel of Colorado asphalt paving experts who provided numerous ideas and
suggestions which made this study more informational: Bud Brakey (BCE). Jim Fife (Western
Col:>rado Testing). Darrel Holmquist (CTUThompson). Joe Proctor (Morton International). Scott
Sh~ler (CAPA). and Eric West (Western Mobile. Inc.).
ii
Technical Report Documentation Page
1. Report No. 1. Government Accession No. 3. Recipient's Catalog No.
CDOT-DID-R-93-11
4. 11t1. Bnd Subtitle S. Report Date
Comparison of 1992 Colorado Hot Mix Asphalt with some June 1993
European Specifications 6. PerformIDg Organization Code
7. AIlthor(s) 8. PerfornJlng OrgaDizatloD Rpt.No.
Tim Aschenbrener CDOT-DID-R-93-11
9. Perf<jrming OrganlzaUon Name and Address 10. Work Unit No. (TRAIS)
Colorado Department of Transportation
4201 E. Arkansas Ave. 11. Contract or Grant No.
Denver, Colorado 80222
12. Sponsoring Agen<y Name and Address 13. Type of Rpt. and Period Covered
Colorado Department of Transportation Final Renort
4201 E. Arkansas Ave. 14. Sponsoring Agen<y Code
Denver, Colorado 80222
15. Supplementary Notes
Prepared in Cooperation with the U.S. Department of Transportation Federal Hildlwav Administration
16. Abstract
Sixteen hot mix asphalt designs placed during 1992 in Colorado were tested with the standard
CDOT test methods, the French rutting tester, the Hamburg wheel-tracking device, and the
Georgia loaded-wheel tester. Hot mix asphalt was designed with the Texas gyratory compactor. These mixtures are very resistant to rutting. Some improvements need to be made to the
mixtures to resist moisture damage.
Implementation:
17. Key Words 18. Distribution Statement
French rutting tester, Hamburg wheel-tracking No Restrictions: This report is Georgia loaded wheel device, available to the public through tester, rutting the National Technical Info. moisture damae:e, Service. Sprine:field, VA 22161
19.5ecurlty CIasslf. (report) 20.Securlty Classlf. (page) 21. No. of Pages 22. Price
Unclassified Unclassified 73
iii
TABLE OF CONTENTS
1.0 INTRODUCTION .. . .. .. . . • . . . . . . . .• . ...... .. . ... . ... .. ..•..... . ..... 1
2.0 SITE SELECTION . . . ... .. .. ...... •. . ... . . . • . . .. . . . . .. . .. . .. .. .. .... . 1
3.0 TESTS PERFORMED ON HOT MIX ASPHALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1 Performance-Related Tests. . . . . . .. .... . . •.. .. .. . ... . . •........ . 3
3.2 Standard COOT Tests. . . . . . . . . . . . . . . . • . . . . . . . . . . . . • . . . . . . . . . . . 4
4.0 RESULTS AND DISCUSSION .. . . . . . . . .... . . ... ... .....•. . .. .. ..... . .. . 5
4.1 Design Versus Field Produced Material. ..... .• . .. .. .. .. . . .. . .. .... 5
4.2 Rutting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.3 Moisture Susceptibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.4 Comparison of Performance-Related Test Results. . . . . . . . . . . . . . . . . . . .. 12
4.4.1 French Rutting Tester Versus Georgia Loaded-Wheel
Tester ... ... ... . . .. '.' . . . . . . . . . . . . . . . . . . . . . .• 12
4.4.2 French Rutting Tester Versus Hamburg Wheel-Tracking
Device .. • . . . ..... .. ... . . ..... .. .. ..... ... .. 12
5.0 CONCLUSiONS . .. . ... .. . . .. . . ... ... . . . . . . . . . . . . . . . • . . . . . . . • . . • . . . .. 15
6.0 IMPLEMENTATION . ... ... • . ..•• ... . . . ....... . .. .. .. . . . . •. .. . ..... • ... 16
7.0 REFERENCES .... .. . . . .. . ... . ... .. . . ... . ........... ... .. . ... ... ... . 16
iv
LIST OF TABLES
Table 1. Site Identification. . . . . ..... . .. . . . . . . .... . . .. . .. . . .. .. .. . ....... .. . 2
Table 2. Characteristics of the Hot Mix Asphalt Used in this Study. . . . . . . . . . . . . . . . . . •. 3
Table 3. Test Conditions for the Performance-Related Tests. .... . . ...... . . ..•.. . . . . 4
Table 4. Comparison of Mix Design and Field Verification Properties. ..... . •.. . . ...... 6
Table 5. Permanent Deformation Results. . .. .. . .... . ....... •. .... .. .... _ . __ . . . 7
Table 6. Results from the French Rutting Tester at the Temperature Relating to the Actual
Site Conditions. .. . ...... . .. . ... ..... .• ... . ..... . . . . • . . . . . . . . . .. 8
Table 7. Summary of Results Relating to Rutting. ...... . .. •... ... . ............. . 8
Table B. Summary of Results Relating to Stripping. . .. .. . . .. ... . ........... ...•. . 9
Table 9. Summary of Results from the Hamburg Wheel-Tracking Device . .. . . . .• . . .. . . . 10
LIST OF FIGURES
Fig. 1. Definition of Hamburg Wheel-Tracking Results. . . . .. . . . . . . . . . . . . . . . . . . . . . .. 11
Fig. 2. Comparison of the Rut Depth (%) from the French Rutting Tester with the Rut
Depth (mm) of the Georgia Loaded-Wheel Tester ............... .. .... • . . 13
Fig. 3. Comparison of the Slope from the French Rutting Tester with the Rut Depth (mm)
from the Georgia Loaded-Wheel Tester. . . . ........ . .......... . .... ... 13
Fig. 4. Comparison of the Rut Depth (%) from the French Rutting Tester with the Creep
Slope from the Hamburg Wheel-Tracking Device. .... ... . .. . .. . ...... .. . 14
Fig. 5. Comparison of the Slope from the French Rutting Tester with the Creep Slope from
the Hamburg Wheel-Tracking Device. . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . .. 14
APPENDICES
Appendix A: French Rutting Tester Results.
Appendix B: Hamburg Wheel-Tracking Device Results.
v
COMPARISON OF 1992 COLORADO HOT MIX ASPHALT
WITH SOME EUROPEAN SPECIFICATIONS
By Tim Aschenbrener
1.0 INTRODUCTION In September 1990, a group of Individuals representing AASHTO, FHWA, NAPA, SHRP, AI, and
TRB participated in a 2-week tour of six European countries. Information on this tour has been
published in "Report on the 1990 European Asphalt Study Tour" (1). Several areas for potential
Improvement of asphalt pavements were Identified, including the use of performance-related
testing equipment used in several European · countries. Since the French equipment was
commercially distributed and marketed, it was primarily selected for demonstration in the United
States. The Colorado Department of Transportation (COOT) and the FHWA Turner-Fairbank
Highway Research Center were selected to demonstrate this equipment.
Since the Europeans have such a vastly different method for approving hot mix asphalt (HMA)
and the component aggregates and asphalt cements for use in highway construction, it was
desired to compare the quality of the standard Colorado materials to the requirements of the
Europeans. The purpose of this report is to identify the relative strengths and weaknesses in the
HMA specified and placed by the COOT in 1992 as measured and compared to some of the
European tests and specifications.
2.0 SITE SELECTION During the 1992 construction season, 16 different hot mix asphalt (HMA) designs meeting
Colorado Department of Transportation (COOT) specifications were selected for comparison with
the European performance-related tests. The sites are identified in Table 1.
The projects were selected to represent a wide variety of the mixtures produced throughout
Colorado. There was at least one sample from each of Colorado's six Regions. HMA was
selected to represent the two most commonly used aggregate gradings: Grading C is a 19.0 mm
(3/4-lnch) top size and Grading CX is a 12.5 mm (1/2-inch) top size.
1
Table 1. Site IdentHlcation.
I $lie' II lo.catio.n I Aegj:o.l1 I Plmlt ! 6tad1nO I \ 1-70 @ EI Rancho 1 Drum Mixer C
.~ 1-70 @ Copper Mtn. 1 Drum Mixer C
a Academy Blvd. 2 Drum Mixer C
4 Delta 3 Batch C
Ii Hamilton 3 Drum Mixer CX
6 Craig 3 Drum Mixer CX ., Glenwood Springs 3 Drum Mixer CX , Meeker Park 4 Drum Mixer CX
9 Stoneham 4 Drum Mixer C
10 Telluride 5 Drum Mixer C
11 1-25 @ Arapahoe 6 Drum Mixer CX
1,2 1-76 @ Colorado 6 Drum Mixer C
f 3 US-36 @ Wadsworth 6 Drum Mixer C
14- 1-25 @Speer 6 Batch C
15 1-25 @ Speer 6 Batch C
1$ 1-25 @Speer 6 Batch C
A more detailed characterization of the HMA selected for this study is shown in Table 2. The
gradation was measured with respect to the maximum density line. A fine (F) or coarse (C)
gradation was on the fine or coarse side of the maximum density line. respectively. and a straight
gradation (S) followed the maximum density line. The asphalt cement used was most commonly
AC-i O or AC-20 (AASHTO M 226, Table 2). In some instances the asphalt .cements were
polymerized as classified by Shuler (2). Type I was typically an SB polymer, Type II was SBR,
and Type III was EVA. The aggregates used in the HMA designs were crushed from sand and
gravel pits (Pit) or quarried (Qua) .
2
Table 2. Characteristics of the Hot Mix Asphalt Used In this Study.
J~D 1·1.·.ln •. ·1"1 x x x
2 x x x 3 x x x 4 x x x 5 x x x
x x x 1 x x x
x x x x x x
10 x x x 11 x x x 12 x x x
x x x x x x
1-5 x x x 16 x x x
I Total 1171811118 II 9 I 7
3.0 TESTS PERFORMED ON HOT MIX ASPHALT
3.1 Performance-Related Tests. The relative strengths and weaknesses of HMA specified by the CDOT in 1992 were measured
using the French rutting tester, Hamburg wheel-tracking device, and the Georgia loaded-wheel
tester. These tests have previously been described by Aschenbrener and Stuart (3) . A
comparison of the testing conditions of each device is shown in Table 3.
3
Table 3. Test COnditions for the Performance-Related Tests.
,~t~~::kt' .
'alst - Irq 60 50 40
'fest . Air Water Air
Load (fl Whee1~ 5000 705 700
P~$l . . ~ 600 1500' 700
1 . .... Rate 60 25 44
Mati$ . 20 10 5
'test lllme U.'~ . ~ .
9 6 4 ... , f'.!im: Test 2 2 1
leMt'#aU .$80,000 $45,000 $11,000
~~ . . - - - , '. "' . 30,000 10,000 8,000
10% 4mm 7.6mm
• Estimated because wheelis steel. Actual value depends on sample stiffness.
A pass is one movement of thewheel across the sample. A cycle is 2 passes, the back and forth
movement of the wheel across the sample.
Other tests used by the Europeans Include fatigue and thermal cracking characterization. These
tests were not evaluated as part of this study.
3.2 Standard COOT Tests.
The standard tests used by the CDOT were also performed for comparative purposes. The
CDOT uses the Texas gyratory (ASTM D 4013) to compact samples. The samples are then
tested using the Hveem stabilometer (AASHTO T 146) and the modified Lottman procedure
(AASHTO T 283). The maximum and bulk specific gravities (AASHTO T 209 and T 166) were
measured, and the air voids were calculated (AASHTO T 269). The extraction results (AASHTO
4
T 164, Method B) and gradations (AASHTO T 30) were also determined.
4.0 RESULTS AND DISCUSSION A minimum of 80 kg (177 Ib) of loose, project produced HMA was sampled from each project by
CDOT personnel. The design and field produced material were compared using standard CDOT
tests. The properties from the mixtures were also evaluated for rutting using the French rutting
tester and Georgia loaded-wheel tester. Stripping was evaluated using the Hamburg wheel
traCking device.
4.1 Design Versus Field Produced Material.
The CDOT selects optimum asphalt content at 3 to 4.5 percent air voids from samples compacted
using the Texas gyratory compactor at 1034 kPa (150 psi) end point stress. A minimum Hveem
stabilometer value of 37 is specified, and a minimum tensile strength ratio of 0.80 from AASHTO
T 283 is specified.
In some instances the properties of the material produced in the field deviate from the properties
measured during the mix design. Therefore, field verification samples are tested. Field
verification is defined as HMA produced in the plant for compacting and testing in the laboratory.
Testing is performed for void properties, Hveem stability, and tensile strength ratio (TSR). A
comparison of mix design properties and field verification properties is shown in Table 4.
D'Angelo (4) has shown that it is common for plant produced material compacted in the laboratory
to have lower air voids than the design requirements. For the 16 sites studied in this experiment,
13 had air voids lower than the design air void level. and of these 7 experienced a loss of 1 % or
more air voids.
In order to minimize the chance of nutting, Aschenbrener (5) found that air voids of samples
produced in the field and compacted in the laboratory with the Texas gyratory (ASTM D 4013)
had to have air voids greater than 2%. Only Site 3 and Site 12 had field verification air voids
below 2%.
5
Table 4. Comparison of Mix Design and Field Verification Properties.
[;J Air V:cId$ (%) $labIIity
I TSR
I 0esigt1 Field Oestgn Field Oeslgn r Ftekt
1 4.2 4.6 53 44 . 1.17 1.11
2 3.0 3.4 51 57 0.96 0.61
:I 3.4 1.7 47 50 1.05 1.17
I 4 3.8 2.8 45 49 0.93 1.12
I 5 3.0 2.0 40 47 1.05 1.21
I i 4.4 3.5 48 42 0.96 1.12
! 7 3.5 3.0 59 45 1.21 0.96 I e 3.3 2.9 I 46 31 1.09 1.09 I 9 3.7 2.8 47 45 1.10 1.35 I I
10 3.0 3.5 32 42 1.06 1.19 I I 11 3.1 2.6 49 52 1.06 0.99
12 4.3 1.9 45 48 0.98 1.07
't3 3.8 2.2 37 30 1.02 0.96
t4 4.0 2.6 41 49 1.04 1.16
Hi 4.0 3.1 45 50 1.09 1.20 I
1<6 4.0 2.2 45 35 1.09 1.07
4.2 Rutting.
Results from tests performed on material produced from the plant are reported in Table 5. The
French rutting tester, Georgia loaded-wheel tester, and Hveem stabilometer produce results that
relate to the expected rutting performance. Slabs of plant produced material were compacted in
the laboratory to 7 ± 1% air voids for testing in the French and Georgia devices. Results from
the French rutting tester are shown in Appendix A.
6
Table 5. Permanent Deformation Results.
B Georgia Pren¢l@ atr'c
~ Cycles Rut Depth 0ycIes. Rut Depth Slope stablHty 1 8,000 3.4mm 30,000 4.7% 0.29 44
2 8,000 3.8 25,000 10.0 0.15 57
:3 8,000 1.6 30,000 2.5 0.30 50
4 8,000 2.0 30,000 5.2 0.26 49
I) 8,000 3.2 30,000 3.6 0.29 47
6 8,000 2.5 30,000 9.8 0.28 42
7 8,000 1.7 30,000 5.1 0.23 45
8 8,000 2.9 12,000 10.0 0.52 . 31
9 8,000 3.0 30,000 8.9 0.40 45 ~
lO 8,000 3.9 27,000 10.0 0.40 42
11 8,000 1.9 30,000 1.8 0.11 52
til 8,000 2.1 30,000 3.0 0.16 48
ta 8,000 3.5 30,000 7.2 0.36 30
l.4 8,000 2.3 30,000 2.4 0.10 49
t5 8,000 1.1 30,000 1.1 0.14 50
t6 8,000 2.8 30,000 7.0 0.22 35
Unacceptable French rutting tester results are rut depths greater than 10% after 30,000 cycles
or slopes (rate of rutting) greater than 0.35. Aschenbrener (6) found that slopes of 0.35 to 0.40
or greater are marginal. Aschenbrener (6) found that performing the French rutting tester at 60°C
(140'F) is very severe and lower test temperatures would be appropriate for many parts of
Colorado. Therefore, the test was performed at a temperature that represented the actual
temperature for sites that had unacceptable results at 60"C. The results from the French rutting
tester at temperatures representative of actual site conditions are summarized in Table 6.
7
Table 6. Results from the French Rutting Tester at the Temperature Relating to the Actual Site Conditions.
[;] Fr&neo at SO"Oor SSOC
CyoleS Rut~pth . Slope
2 30,000 2.4% 0.15
B 30,000 3.4 0.28
9 30,000 7.0 0.21
10 30,000 5.0 0.19
1:3 30,000 5.6 0.30
The expected rutting performance of mixtures designed with the Texas gyratory compaction
method are shown in Table 7. Results from the French rutting tester were based upon the test
at the temperature representative of the actual site conditions.
Table 7. Summary of Results Relating to Rutting.
I Georgfa 1 Fr~llch I Hveem I
~ 16
I 16
I 13
I Fall ·. • 0 0 3
Mixt:nes were designed with the Texas gyratory (ASTM D 4013) at a relatively low void range,
approximately 3.0 to 4.0%. These mixtures were then produced In the field and compacted In
the laboratory with the Texas gyratory and had significantly lower air voids, often 1 % or more
lower. Despite designing at a low air void level and losing voids in production, these mixtures still
appear to be resistant to rutting based on the French rutting tester results. It is likely the 1034
kPa (150 psi) end point stress on the Texas gyratory is too great a compactive effort. A
compactive effort using 680 kPa (100 psi) end point stress was determined by Aschenbrener (5)
to correlate with voids in the wheel path of high trafficked pavements. HMA designed with the
680 kPa (100 psi) end point stress at 4% air voids would have higher asphalt contents but losing
over 1 % air voids through production would likely make a mixture susceptible to rutting. When
using a 680 kPa (100 psi) end point stress, field verification of the HMA will be necessary.
8
4.3 Moisture Susceptibility.
The Hamburg wheel-tracking device and AASHTO T 283 (Lottman) relate to stripping
performance. All samples tested were treated with hydrated lime. A summary of results relating
to stripping is shown in Table 8. AASHTO T 283 results are shown in Table 4.
Samples tested in the Hamburg wheel-tracking device were prepared using the French plate
compactor. Samples were 360 mm (14.2 in.) long, 180 mm (7.1 in.) wide, and 50 mm (2 in.) thick
and were compacted to an air void level of 7 ± 1 'Yo. A summary of results from the Hamburg
wheel-tracking device is shown in Table 9. Plots of the rutting depths versus passes and the
rutting profile are shown in Appendix B.
The results from the Hamburg wheel-tracking device include the creep slope, the stripping slope
and the stripping inflection point as shown in Fig. 1. The creep slope relates to rutting from
plastiC flow. It is the inverse of the rate of deformation in the linear region of the deformation
curle, after post compaction effects have ended and before the onset of stripping. It is the
number of passes required to create a 1 mm impression from rutting. The stripping slope is the
inverse of the rate of deformation in the linear region of the deformation curve, after stripping
begins and until the end of the test. It is the number of passes required to create a 1. mm
impression from stripping. The stripping inflection point is the number of passes at the
intersection of the creep slope and the stripping slope. It is related to the resistance of the HMA
to moisture damage.
Table 8. Summary of Results Relating to Stripping.
D ~@
5Q"C j eo 1 . 4O"C . tolfman
~I 5 I 11 I 15 I 15 I 11 4 1 1
Five samples passed the Hamburg wheel tracking test at the 50°C test temperature: Sites 3, 4,
7, 10, and 11. Of the 11 sites that failed, two sites (Site 6 and 9) barely failed by rutting less than
7 mm. Tests were also performed at 45°C and 40°C for information.
9
.... o
Table 9. Summary of Results from the Hamburg Wheel Tracking Device.
d Temperature = 50°C Temperature = 45°C Temperature = 40°C
Creep Strip Strip Creep Strip Strip Creep Strip Strip Slope Slope In!. Slope Slope In!. Slope Slope Inf.
1 3,100 600 6,500 NT 10,600 --- ---2 --- 200 1 NT 2,500 800 9,700
3 25,400 --- --- NT 53,500 --- ---
4 14,600 --- --- 32,800 --- --- 22,800 --- ---
5 2,600 600 7,400 . 12,500 --- --- 7,500 --- ---6 7,000 --- 17,000 9,700 --- 18,500 NT
7 19,000 --- --- 12,400 --- --- NT
8 1,900 400 2,900 9,400 2,300 11,600 8,900 --- ---
9 11,·800 --- --- 14,800 --- --- 22,600 --- ---
10 12,600 --- --- 13,200 --- --- NT
11 12,000 --- --- 21,300 --- --- NT
12 5,600 1,400 12,000 12,300 --- --- 35,700 --- ---13 4,900 900 7,700 6,800 --- --- NT
14 5,800 700 11,300 9,100 --- --- 16,500 --- ---
15 3,700 700 9,300 NT 43,500 --- ---~6 4,500 700 12,000 NT ~-,3~ --- ---
-_. -_. _. _.
NT = Not Tested
r-~-=,-~ __ -, __ -, __ -, __ -, __ -, __ -'r-~ __ -rO
......, r-! I ' r N C Q)' ' ; ; ; ! . ·0 a.; , . ; I
................. ,.' ...... 0.. ; , ··[········_-_·····+················i--·
! §
! ~ ................•... _- -. ..... C
OJ
i i ;
m ...
N
...
················1--·--·· -........ ~ .............. : ----·····.·.··.+--··············1····.·········--· CD
,-
§ .~
a. E
I !
, .... r .......... ·-N
; ; ;
! Or-~~---1~~--~---+~----+----+-l.---+----+----i-I--~o ~ ~ ~ m 0 N .,. m m 0
• , • "7 "7 "': "7 "7 ~
(ww) UO!SS8JdWI WnWIXBII\I
Fig. 1. Definition of Hamburg Wheel-Tracking Results.
11
'0 ci z
The presence of natural fines with large amounts of clay appeared to be the primary cause of
failure for most samples. Although none of the aggregates had plasticity, clay was determined
to be present by the methylene blue test. The methylene blue test has previously been described
by Aschenbrener (7). Of the five samples with large amounts of clay in the natural fines, all failed
dramatically. Three sites contained granitic aggregates that are typically susceptible to moisture
damage. Although two of the sites passed, one failed dramatically.
Failing samples did not appear to be a function of the type of asphalt cement. Of the passing
samples, three were polymer modified asphalt cements and two were neat asphalt cements. Of
the failing samples, four were polymer modified asphalt cements and seven were neat asphalt
cements.
4.4 Comparison of Performance-Related Test Results.
With three different performance related tests from three different countries, it was desired to
provide a comparison of the results from the different devices. The comparison was beneficial
to identify differences and similarities in the devices.
4.4.1 French Rutting Tester Versus Georgia Loaded·Wheel Tester. Results from the French . .
rutting tester and Georgia loaded-wheel tester were compared as shown in Figures 2 and 3. The
correlation is poor (r" = 0.54). The poor correlation did not appear to be caused by void
properties or asphalt ceinent stiffness. It should be noted that this study was not designed to
develop a correlation between the two devices. However, based on this limited data, it appears
a correlation may be difficult to establish.
4.4.2 French Rutting Tester Versus Hamburg Wheel-Tracking Device. The French rutting
tester provides information that relates to the permanent deformation characteristics of the H MA
pavement. The creep slope from the Hamburg wheel-tracking device also provides information
relating to the permanent deformation characteristics of the HMA pavement. The results from the
French rutting tester were correlated to the creep slope of the Hamburg wheel-trackirig device at
50'C as shown in Figures 4 and 5. · Correlation was very poor (r" = 0.04).
12
4.
E .! 3.
0
R 1 ... 0.531 V •
./ 6
t .. C 3.0
i , .. .! 2.6
~ ... .. ! 2.0
oS eo o 1.6
~
1.0 o
/"
• 2
P • • /""
"" V
./ V • •
•
4 e 8 10 12 14
French RUllI,.. rester - Rut Depth ('lIo)
Fig. 2. Comparison of the Rut Depth (%) from the French Rutting Tester with the Rut Depth (mm) of the Georgia Loaded-Wheel Tester. .
~
I! i ~
.c Q. .. C
5 CI: , .. ! ;a ... .. ... S ... JI r CI
4.0 •
• ,.'_ 0.11.
3.5
3.0
2.5
2.0
• V • ./
/ /' •
. ../ V
V •
V • • 1.5
• 1.0
0.06 0.1 0.15 0.2 0.26 0.3 0.35 0.4
French Ruttl,.. Tester - Slope 0.45
Fig. 3. Comparison of the Slope from the French Rutting Tester wIth the Rut Depth (mm) from the Georgia Loaded-Wheel Tester.
13
E .E -.I! " ,... ~ 0 ... .S! In ... • ! CJ
• .lI > • Q ... ~
" ... E ..
:%:
.-... Ii § E-
30. 0
25.0
20.0
16.0
10.0
6.0
0.0 0.05
Ai _ 0.01
•
• • •
• • • • •• •
0.10 0 .16 0.20 0.26 0.30 0.35 0 .40 0.45
F,ench RuttIng re811t' - SIopIt
Ag. 4. Comparfson of the Rut Depth (%) from the French Rutting Tester with the Creep Slope from the Hamburg Wheel-Tracking Device.
30.0
.r _ o.~s
0.0 0.00
•
•
•
•
2.00
•
• • •
• •
• • •
4.00 6.00 8.00 10.00 12.00 14.00
French Rutting resllt. - 'lI> RUI Deplh
Fig. 5_ Comparfson of the Slope from the French Rutting Tester with the Creep Slope from the Hamburg Wheel-Tracking Device.
1 4
5.0 CONCLUSIONS The following conclusions were based on laboratory testing of field produced material of 16 HMA
mixtures designed and constructed using 1992 COOT standards.
1. HMA mixtures designed with the Texas gyratory were designed at low air void levels. Plant
produced material compacted with the Texas gyratory in the laboratory had even lowe(air void
levels.
2. HMA mixtures designed with the Texas gyratory appear very resistant to rutting based on
testing with the French rutting tester and ,Georgia loaded-wheel tester. This is true even though
the HMA mixtures were deSigned at low air voids and produced at even lower air voids.
3. The 1034 kPa (150 psi) end point stress on the Texas gyratory produces asphalt mixtures with
a low asphalt content. Based on the results from the rutting testers, more asphalt cement could
be added to these mixtures and they would still be rut resistant. A 680 kPa (100 psi) end point
stress might be more reasonable, but field verification will be more critical.
4. Five of the Sixteen samples passed the Hamburg wheel-tracking test at 50°C. Two samples
barely failed. Of the nine samples that failed dramatically, five probalbly failed because of the
presence of large amounts of clay in the natural fines. Although these aggregates were not
plastic, the clay was identified by the methylene blue test. Of the three granitic aggregate
sources tested,one failed dramatically.
5. Therewaspoor correlation between the French rutting tester and the Georgia loaded-wheel
tester. Poor correlation also existed between the French rutting tester and the creep slope from
the Hamburg wheel-tracking device.
15
6.0 IMPLEMENTATION HMA designed with the 1992 CDOT standards are rut resistant. Increased asphalt contents could
still produce rut resistant H MA mixtures and possibly decrease susceptibility to cracking. Data
provided in this study supports higher asphalt contents, such as those that would be achieved
using the 680 kPa (100 psi) end point stress on the Texas gyratory.
Resistance to moisture damage is a problem for several of the HMA mixtures tested in this study.
When aggregates are from sand and gravel pits, the HMA mixtures susceptible to moisture
contained natural sands with clay. The moisture resistant mixtures did not contain natural sands
with clay. Atterburg limits were not effective at identifying the presence of clay. Further limits on
natural sands and the quality of their P200 should be investigated. Some of the HMA mixtures
using granitic aggregate were susceptible to moisture damage. Methods should be investigated
to improve the adhesion of asphalt cement to some of the granitic aggregates.
7.0 REFERENCES
1. Report on the 1990 European Asphalt Study Tour (June 1991), American Association of State Highway and Transportation Officials, Washington, D.C., 115+ pages.
2. Shuler, T.S., Chairman (1991), AASHTO-AGC-ARTBA Joint Committee, Subcommittee on New Highway Materials, Task Force 31, "Proposed Specifications for Polymer Modified Asphalt," 18 pages.
3. Aschenbrener, T. and K. Stuart (1992), "Description of the Demonstration of European Testing Equipment for Hot Mix Asphalt Pavement," Colorado Department of Transportation, CDOT-DTD-R-92-10, 23 pages.
4. D'Angelo, J.A. and T. Ferragut (1991), "Summary of Simulation Studies from Demonstration Project No. 74: Field Management of Asphalt Mixes," Journal of the Association 01 Asphalt Paving Technologists, Volume 60, pp. 287-309.
5. Aschenbrener, T. (1992), "Investigation of the Rutting Performance of Pavements in Colorado," Colorado Department of Transportation, CDOT-DTD-R-92-12, 63 pages.
6. Aschenbrener, T. (1992), "Comparison of Results Obtained from the French Rutting Tester with Pavements of Known Field Performance," Colorado Department of Transportation, CDOT-DTD-R-92-11, 73 pages.
7. Aschenbrener, T. (1992), "Comparison of Colorado Component Hot Mix Asphalt Materials with Some European Specifications," Colorado Department of Transportation, CDOT-DTD-R-92-14, 65 pages.
16
Appendix A
French Rutting Tester Results
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AppendIx B
Hamburg Wheel-TrackIng DevIce Results
E !. c
.11 • • ! Q.
.E E " J
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0
-2 ~ -4
-6
-8
-10
-12
-14
-18
-18
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0
-2
-4
-6 ......... '-. ...
-8
-10
-12
-14
1\ \
-18
-18
-20
2
--,---
-
~
Site 1 -- Average Temperature ~ 50 C
."" "" \ .~
"-
4
, , -',
\.
8 8 10 12 No. of P .....
(Thousands)
Site No.1 Profiles Temperature - 50 C
~--" ....
/ ~
'" .-.'
............... --- Ir-
f
/ 0./
\-. ~
\ 14 16
.... ~. .. " .........
1/ ./
18 20
-1000 Cyol ..
... -10000CyoI ..
-itJOOd C)'ol"
o 2:5 50 7:5 100 1211 150 175 200 2211 250 Wheel Position
B-1
E S &::
.2 .. .. ! a. ]; E " .Ii " ~
~
& E ~
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! • .. I! • > 4(
0
·2
·4
·8
·8
· 10
·12
·14
·18
·18
~
,
Sile 1 • Average Temperature = 40 C
-
·20 o 2 4 8 ' 10 12 14 16 · 18 · 20
0
·2 ~/.~.·"'''. ...... - .
·4
·8
·8
·10
·12
·14
Nq. of Passe. (Thou.IInd.) ,
Site No.1 Profiles Temll.rat ... . 40, C
"
• <0- _ . . ...... . _
... .. " .......... ...... ......_. -_., . .........
·16+--r--...,--+-+-+-t--r--...,--+--f ·18+---t--+--t--t----11-~-__'_t-__'_t-_+-_I
·ro+---t--+--t--t----1~--'-t-_+--+--+--I o 2:1 :10 7:1 100 12:1 1:10 17:1 200 22:1 2:10
Wheel Position
B-2
1000 CYolH
0
-2
-4 E \
Copper Mountain - Average Temperature ~:Kl C
-'-
5- -6 c
.11 -8 \ • • f D- -10 E. E " ~ " :;
~
E ' E
. ~
It: .2 ., .. ! ... E • ... f! • ~
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-14
-16
-18
-20 o
.e ----8
-10 • \
-12 .\ -14
\ , \
-16
-18
\
\ \ ~
2 4 .6 8
.
10 12 No. of P ... es (Thousand.)
Copper MountaIn Profiles Temperalure = 50 C .
14
;
/ I
,
" ............. ............. . "-.. -
16
....
-20+--+--~-j---'-+--l---+--+--+--~-j
18
o 2:1 :Kl 7:1 100 12:1. 150 17:1. 200 22!i 250 Wheel Poslllon
B-3
20
300 Cpl ..
1000ep ... ·
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-8
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0
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-4
2
-8 • .Jo, ........ - ••
-8
-10 \"" .... , -12
\. ~
-14 \ ..., ,
-16 ' .. -18
-20
-
'\
\
Copper Mountain - Average T.mperature - 40 C
----. ----- "'--.,
'" "-"-
"" "'-."
4 6 B 10 12 14 16
--
~
'\ \
No, of PIIl" ••
(Thousand.)
Copper Mountain Protlles Temperalure .. 40 C
.
........ -.. .......... ,.. ...... --... .. -.......... -.. --
V r'-- .,./
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" . ..... ..... -.. ,. .........
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-1000CJol ..
--. 10000CYOIH
-16000c,ole& . ....... , 20000CYOIH
o 2' :;0 75 100 12ei 1:;0 175 200 225 2:;0 Wheel PosHlon
B-4
E .s c ·
.11 .. .. !! 0-
~ E " E
" " ==
E
0
-2
-4
· -6
-8
-10
-12
-14
-16
-18
·20 o
1'""--
.
2 4 6
Site 3 • Average Temperalure = 60 C
8 10 12
No. of Pu ••• (Thoua.ndi)
Site No.3 Profiles Tomporalure = 60 C
f
14 16 18
o~~~._~_ .. _~-._ ~ -2~ -4+---~-+--~--+---~-+--. ~--+---~~
g ~+---r-~~-+--~--4-~+---t-~~-+--~ c . . R -8+-~r-~---+--~--4-~+---t-~~-+--~ co co t -10'+--+---+---+---+---+---+--+---+---+----1 ! • -12+---+---+-~----~--+---~---+----+--~--~
~ ~
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-16+---r-~~-+--~--4---+---t-~~-+--~
-18+--+--+--+---+---+---+---+--+---+-~
·-20+--+--+--+----+---+---+---+---+--+-~ 0 26 :;0 76 100 126 1:;0 176 200 225 2:;0
Wheel PosHlan
B-5
20
1000C)'oIH
tOOOOCyol ..
11OOOcyorH
ZOOOOcyol"
E .s. " .2 m • • ~ Q.
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;:;
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0
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-4
-6
-8
-1 0
-1 2
-1 4
-1 6
-1 8
-20 o
2
25
4
Site 3 • Average Temperature = 40 -C
8 12
No.ofP ... .. (Thou ..... cIa)
Site No.3 Profiles Te"p.ratura = 4(1 C
14 16
-
18 20
-1000cy .... ..... __ . . _--11OOOCyoI ..
-20000cyol ..
50 75 100 125 150 175 200 225 250 Wheel Posllion
B-6
E !. c .l! .. .. f Q.
1: E " .Ii li
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0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
I'----.
4 6
SIte 4 • Average Temperature = 50 C
8. 10 12
No. of P ...... (Thou •• nd.)
SIte No_ 4 Profiles Temperature =.50 C
-
14 16
-8~-1--~--+--1--~--+--1--~--+--1
~ -10+---t---t---r---r-~r-~---t---+---t--~ .5 o -12+---~--_+--_4----~--+_--4_--~--_+--_4--~
e ~
-14+_--+---+---t---t---1-~--~---+---+~-j
-18+---+---+---t---1---1-~---+---+---+---j
-18+---t-~---+---t-+-+--t---1r--t~--i
-20+---+---t---1---1---1r-~---+---+---+---j o 2~ ~ 75 100 125 150 175 200 22~ 2~
Wheel Position
B-7
18 20
1OOOOCyolH
11OOOCyoI ..
20000CpI ..
0,--2
4
E !. ·8 <: .2 • " 5. £ E " E
.~
:::;:
·8
·10
·12
·14
·16
·18
·20
Site 4 • Average Temperature = 45 C
0 2 4 6 8 10 12 14 16 18 20
No. of .Pas ••• (Thou .. nd8)
Site No.4 Profiles Temperature = ~5 C
E ~ .6t---~~~-+~~~~~t---~-4---+--4 c R ~~~~-+~~--+-~~-+--~--~~---1 :: .
f .10'+----+----~--+_--~--_4----+_--~--_+----~~ a. S • .12+---4---4---~--~--~--~--~---+---+--~
'" I! ~ .« .14t---~~1---+--~--+---t---~~1---+--~
:16~~--+--+---I--+--+-~--+--+-~
.18t---~-4---+--~--+--+---l---4---+--4
25 50 75 100 125 150 175 200 225 250 Wheel Position
B-8
1000c,oles
tOOOOcycl ..
20000 Cyol ..
E !. c .2 .. .. ! D-
E E " E .~
::;
0
-2
-4
-8
-8
-10
-12
-14
-16
-18
-20
r---. Site 4
Temperature - 40 C
0 2 4 8 8 10 12 14 18 18 20
E
No. of P ..... (Thou •• nd_) ,
Site No_ 4 Profiles Temperatura . = 40 C
e -e+---~-1---+--~--1---+---~-1---+--~ c R ~+---~-1---+--~~1-~+---~-1---+--~ ~ ~ -10+---~---+---+--~~--r---+---~--~---+--~ !l D -12+---~---+---+--~~--r---+---~--~---+--~ ... I!
~ -14+---~-1---+--~---'1---+---~-1---+~~
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-18+---~-1---+--+--+-+---~-1---+--~
-20+--+--+-:--+--+---1'--/--+--+--+--1 o 25 50 75 100 125 150 175 200 225 250
Wheel .Posltlon
B-9
1000 CJOI ..
10000 Cyol ..
tsoooey ....
20000C,OI"
0 ~.
-2
-4 E !. -6 e .Il -8 .. .. f
-10 Il. .1; E -12 ::I
.Ii -14 ~
-16
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-20 .0
0
-2
-4 E oS -6 c .2 -8 : ~ -10 ! .. -12
'" I!
, ............
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! -14 ,
\
-16
-18
-20
I---r--...
2 4
'."'''''' -.",
'--
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Site !5 - Average Temperature ~ ~ C
~
" ." '\ ~
I~ '-\
6 8 10 12 14 No_ofP .... e. (Thou.and.)
Site No. 5 - Profiles Temperature ~ 50 C
-
,- ......... .. ,
'_. . -.... -,~ .. f ...
,'~
J V
" ~ ~ p
i
./~.."
/ f i i ! ,
/
" 16 18 20
-1000cyclft ......... 10000cyol ..
-1ROOeyo'" ......... ,oooocyo'"
o 25 ~ 75 100 12:1 1~ 17:1 200 22:1 2~
Wheel PosHlon
B-IO
Site 5 • Average Temperature ~ 45 C
8 10 12 14 16 1~ 20
e
No. of P ..... (Thou •• nd.)
Site No.5 Profiles . Temperature . 45 C
·2 ~q:::4 __ ;;;;;:;: .. _ t=._.~::::_ .. _:::::: __ .:j: ... _::: ___ =1_ .. ~--.=. __ ::t __ =. ___ :::::: .... t ... ~ .. -.;oli~-. ~ -4~-~··~~§::~::~:;:~::~·:·~':'·=··~··~·~··~·~::~:;~·~~~··§·$.,~· .• ~· ~.·~ .. ~ .. ~ .. ~ .. ;.~·~ .. ~"·§,·2 .. ~ .. ~ .. ~~ __ ~
s -6+----r---+---+--_4~--t---+_--_r--_+--_+--_4
~ .. .. -8t_~r__+--~--+_~r_-+--~--t_~,_~
e -10+---+---~--~~~~--_+--_+--_+--~--~ ... .!!! • -12+---~--~--_+--~----~--+_--~--_+--_+--_1 ... I! ~ 0(
-14t_--1---+---+--+--+--t_--1---+---+---/
-16+---t---l---+---\---+--+---t---lf---+---j
-18+---+---+---1----~~~-+--_+---+--_+--~
-~+_--+_--+_--+_--4_--4_--4_---+. ---+---+--~ o 2~~ 7~ 100 125 .1 ~ 175 200 22~ 250
Wheel Position
B-ll
1000~1'"
10000 Cyoles
tlOOOC)'OIH
-.".. ..
E .E. c
.11 .. .. !! D-
E E ::I .;
:::E
0
-2
-4
-6
-8
-10
-12
-14
-18
-18
~
Site 5 - Average Temperature = 4O .. C
-20 0 2 4 6 8 10 12 14 · 16 18 20
No.ofPu.es (Thousands)
SIte No_ 5· Profiles Temperature = 40 C
E S -6+---~~~-+--_+--~--+_--~~~-+--~
-8+-~~-+---l---+_--~_+--~--+-~~~ j
~ ... -10+--:-+--+--+--+-+-+-+-+-+-'--1 .!! • -12+--+--+--+--+-+-+-+-+-+--1
~ ~ -14+--+--+--+--+--+--+--+--+-+-~
-16+--+--+--+--+--+--+--+--+-+~~
-18+---~~--_+--_+--~--+_--~~~_+--~
-20+_--~~--_+--_+--~--+_--~~--_+---l o ~ 75 100 125 1:iO 175 200 225 2~
Wheel Poshlon
B-12
1000CJ4'"
10000Cp'"
1MOOCpI ..
20000CpI ..
E E. " _II m m !! "-E E " .~ " II :;
E E ~
c .S! .. .. D ~
G-
! u .. I!
~
0
-2
-4
-8
-8
-10
-12
-14
-18
-18
1'----
Site 6 Temperature = 50 C
............ ~
-20 o 2 4 8 8 10 12 14 18 18 20
0
-2
-4 .. ,,:....\· ... l ...... ' -6 ."""
\ -8
1.\ -10
-12
-14
-16
-18
.' --'''-''----'-"/
!~ .........
;! '';''
No. of Passes (Thou.and_)
Site No_ 6 Proflle8 Temperature = 50.C
~~ ... '----
~ .. ~ .. ,. ..... -"
'~ " " . ' ,.
-20-i--l--I--+--+--l---i--l--I--+----1 o 25 50 75 100 125 150 175 200 225 250
Wheel Position
B-13
1000CJoIH
10000 Cyoles
1SOOOCyol ..
20000 C)'Oles
E !. c .Il " " ! a. .§ E " E .~
~
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
~
SIte 6 • Average Temperature = 45 C
~
-20 o 2 4 8 10 12 14 16 18 20
No. of PUI.S
(Thou •• nd.)
SIte No.6 Profiles Temperature = 45 C
_.--..•• ·v___ -;:;;.--•...... -_ .. __ ..•.. _. .._---/ _. ___ ._ -,""."r-· ............. - - ..........
~.-or """ •...• i\.~.·-""'-"""f ~""" .. "", ............... ..... • .... . .. .. .....
~, . " ....... " ••• ....... 1".
2' 50 7' 100 12' 150 175 200 225 250 Wheel PositIon
B-14
1000 C)'c'"
10000 Cyolu
16000CJOI ..
20000 Cyoles
~
E E -6 -c .l! -8 • • e -10 Go
! D -12 .. I! -14 • > 0(
-16
-18
-20 0
4 8
Site 7 Tomporalure = 50 C
s 10 12
.No.of P ..... (Tbou •• "de)
Site No.7 Profiles Tomperalure • ·60 C
14 18 18
2~ :50 7~ 100 1 ~ 1:50 17~ 200 225 2:50 Wheel Poehlon
B-15
20
1000C, ••
10000 Cyo'"
1AOOCJoies
JOOOOcrc'"
E .s c
.11 " " • ~ a. ! E ::J E
.~
:;
E g c
0 '-........
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 0 2 4 6
Site 7 - Average Temperature = 45 C
8 10 12
No .. o,f PiLases (Thou~.nd.)
Site No.7 Profiles Temperature = 45 C
14 16 18
-6+-~~-+--~--+-~~-+--~--+-~~-4
R -8t---t-~r--+---+--~--+---t-~r--+---4 " .. ~ -10+--t--+-- 1----1-----11--1--+--+--+---1 ! o -12+--+--+--+--+--+--+--+---+--+---1 '" I!
~ -14+---t---+--+---\---\---\---\---+--+--1
-16+---1--1---+-+-+--+---1--1---+----1
-18+---1--1---+--+-+--+--1-----1--+---1 -20+--+-~f_--+--+--I---+--+---If_--+--1
o 00 75 100 12:1 1:10 17:1 200 22:1 200 Wheel Position
B-16
20
1000CyoIH
10000~ol ..
E !. c:
.11 • • ~ Q.
E E " .§
= :;;
0
·2
·4
·8
·8
·10
·12
·14
·18
·18
·20 o
~ '\
2 4
\1
\
6
Site 8 Temperature = 50 C
"-"'-
8
.~ '-...... r--.
10 12
No. of .P ...... (Thou.end_)
B-17
.
~
14 16 18 20
E .E-" .9 m .. I! <l.
£ E :J E ~ :;
~
E E ~
c .!! D
" • ~ Do
.!! • '" f! • ~
0 r-... -2
-4
-6
·8
-10
·12
-14
-16
-18
-20 o
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
2
t'","w -'7
,~ ~'. ,I"" '"M
.
25
Site II, Average Temperature = 45 C
---- r--.... -.... ~
4 8 8 10 12 14 16 18 20
-. -" ........ " ....... "'.
-""
No. of Puse. (Thou •• nde)
Site No_ II Profiles Temperature = 45 C
.. - -.- ...... -/- ....-......
._'
~. ~ .- ,-r -
75 100 125 150 175 200 225 250 Wheel Position
B-18
--1000P ..... _ ...... 100001' .....
-1IOOOP ..... ......... 10000' .....
E
Site No.8 Profiles Telllperature-. 40 C
S -6t---r-~r--+---+--~--+---r-~r--+--~
§ .. -Bt-~r--+--~--+---r--+--~--+-~r-~
f ~ -10+---~---r---+--~~--~--+---4----r---+--~ !i D -12t---+---4---4---4---4---4---~--~--~---1 '" I! ~ c(
-14t---r-~r--+---+--~--+---r-~r--+--~
-16t---r-~r--+---+--~--+---r-~r--+--~
-IB+---r-~'---+---+--~--+---t-'---1'---+---1
-20+---1---1---1----+---+---+---1---1---1---:--1 o 2:1 50 75 100 125 150 175 200 225 250
Wheel Position
B-19
1000 Cyoles
10000CJo~
16000 CyO'H
20000 C,~les
S
Site 9 Temperature ~ 50 C
8 10 12
5-20
14 IS IS 20
o
-2
-4
E .5. -6 c
_II -8 " " !! "- -10 £ E -12 ::I E ':1 -14
::Ii -
~
E .! c .51 .. • u ~
Do
.!i • ... I! • ~
-15
-18
-20 o
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
i"--
..
2 4 6
. " ~ .
Site 9 - Average Temperature = 45 C
8 10 12
No.ofP ...... (Thou •• nda)
Site No_ 9 Profiles Temperature = 45 C
14
". ~ "--- -'------... -. ,_, or; ..... ... .... _.' '.
16 18 20
1000 Cyol ..
10000eyol ..
11OOOC:ycf ..
20000c,. ...
-20+--+----!--+--+--+--+--+----i--+-~ o :10 75 100 12:1 '1:10 175 200 22:1 2:10
Wheel POSition
B-21
/ /
\ /'
E !. c: .51 ~ .. I! Q.
1: E " .Ii j
~
E E ~
c .sz • .. £ ... ! 0
'" .. ~
0
~
0 "----..
·2
-4
·6
·8
·10
·12
·14
·16
·18
·20 0 2
0
·2 b .- · . . . ~ .
~.
·4
·6
·8
·10
·12
·14
· 16
·18
4 6
Site 9 Tempo"';ture = 40 C
8 10 12
No.ofP" .... (Tltou."nde)
Site No.9 Profiles Temperature. = 40. C
n 16 18 20
.. ' . ..;..:. 1000cy.IH
. .
1DOOOCyoIn
1AOOCyolH
.20+----1~_t_-+~_I_-~_t_-+-_I_-~__l o ~ 75 100 125 1~ 175 200 225 250
Wheel Position
B-22
o
·2
·4
e
I~
S"e10 Temperature = 50 C
.g. ·6 c .2 -8
·i ·10 .§ E
'" .Ii
~
·12
·14
·18
·18
·20
.
0 2 4 8 10 12
No. of Pu.es (Tbou •• nde)
Site No.1 0 Profiles Temperature '= 50 C
14 18
-4 .~... .. .... .. .. .. ~. ''',_."" .. ...
E 1_~-t~~~~~·~··~~··.~~,·~~ ,S-e+-c R .S+---+---~--~-4~~---+---+--~--~--~ II II
i. .10+---+---f----f---If--l---+-:--+--+--+---l ! .. ·12+---+---+---4---4----j----j----j----j----l----l '" I!
! ·14+---+---+---4---4---4---4---4---4----l---~
·16+---+---+---4---4---4---4---4---4----l---~
·IS+--I---I--+-+-+--+--I--+-+--l
-20+---1---1--+-+-+--+----.,1---1--+--1 o 2~ ~ 7~ 100 125 1~ 175 200 22~ 250
Wheel Position
B-23
18 20
1ooo,,,s,,
10000 Pus ..
2OOOOpu."
E E ~
c .S! to
" f ... ! .. '" II ~
~
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
--.---~.-~ .. -- -...,... .. ... ' . ~----~-.
Site No_ 10 Profiles Temperalure = 45 C
-20+---+---+---+---~--~--~--~--~--~--~ o 25 75 100 125 150 175 200 225 250
Wheel Position
B-24
1000 Cyeoles
10000 cyoles
15000 Cyoles
20000Cyc1H
0
-2
-4
E !. -6
c .11 • -8 .. u ~
-10 Co
£ E -12 " .Ii
-14 :l ::;
-16
-18
-20 0
0-
-2
-4 ~
E E -6 ~
c .!! -8 .. .. e -10. ... ! .. -12
'" I! -14
~ -16
-18
-20. 0.
~
2 4
Joo '-./"
."~ ....
8
Site 11 Temperalure = 50. C
8 10 12
No. of PIIS ••• (Thou.and.)
Site No. 11 Profiles Tomperature = 50 C
~
................ •••• r .. .-
. '.-'"
14
........ _ .... .. ~..-:.r . .. -..... _ .......... . J"-._":7' ~ - "-"- ."""'" 1"' ............. ....,..~ .... .<;".,;
25 50 7~ 100 12:1 150 17:1 200 Whool PasHlon
B-25
16 18 . 20
. ... 1000Cp ... ·
10000cr-'"
1tooO crolft
20000eyo' ..
22:1 250
E .§.
" .lI • • f "-E E " .Ii ~ ::E
E
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
:
2 4 8
Site 11 Temperature c 45 C
. -
8 10 12
No. ofPuaes (Thou .. nde)
Site No. 11 Profiles Telllperallllo E 45 C
14 18 18
-4+---+---+---~--r-~r-~--~--_+--_+--~
S -6+---+---+---~--r-~---. 4---+---+---+-~
~+---+---+---r---r-~~~--_+--_+--_+~~ ~ ~ ~ -10+---+---1---1---1---1---1---1---1---1----1 .!! • -12+---+---1---1---1---1---1---1---1---1----1 ~ !
-14+---+---+---~--r-~r-~--~--_+--_+--~
-16+---+---+---~--~--~--~--~---+---+---1
-18+---t---1,---+--+-+--+--t---1--+--I
-20+--+---l--+--l--+--+--+---l--+--l .0 ~ 7~ 100 12~ 1~ 175 200 22~ 2~
Wheel Poslllon
B-26
.
20
1000Cplea
toooocr· ... 11000 eyo __
20000 CyoI ..
0
·2
·4
E .5- ·6
c .11 .. ·8
" !! ·10 "-
.1; E ·12 ::I
.1; ·14 " a
:; ·16
·18
r-----Site 12
Temperature = 50 C
.......
-
'-., I"-
" '" -
I~
·20 o 2 4 6 8 10 12 14 16 18 20
No. of Passes (Thou •• nds)
Site No. 12 Profiles Tempe"'t~re = 50 C
O,~--r-_,r-_c--_r--._--._--r-_,---.--, r-----, ---2 +~_-__ -__ .+-.... -.--/-Ir M""'.--=---+-. ---_~--+-__ -v~_-.f-'-____ -"'+ .. -+-.. -.. ---.. -.p+-.... ---:c ....... d------1 -4 .~ ~ .•••• , -. V . E \. ~ -'" '\ ""- ..... ..~.;J'
+~'~~!·~--.~-I~'~~~-+--~~~-+~ S . -6 ..... " 'l. _ ...... .-",-
c ~~/. R -8+---+---+---~\~~~~--~--~--~~~~~ :: \. o· '\~ .. / ~ -10+----+--~L---+_~~,~--+_--~~.~~--+---4_--_I ,.-~ -12 +_--+---~~+--+'.:::···::··"1··F .. ·"'· ~-"1' f,---f,---t----t-------1 ... I!
~ -14+---t--t---+--+--+~+---1---t---+------I
-18+____f--~--+____f--+---,-+__-+--+--+__--I
-18:+---+-_,1----+---+--+--+---t---I1----+---I -20'-j---+---I1---+---+--+--+---l----I---+----;
o 25 50 7~ 100 125 150 175 200 225 250 Wheel Position
B-27
1000 Cyoles
10000 CyCles
1SOOOCyc.n
200i00 Cyol ..
0
-2
-4 ~
E E -8 ~
c .5! -8 ., ., ! -10 D-
o!! .. -1 2
'" I! -1 4 .. ~
-1 6
-1 8
-20 0
8
I/-~ .../
Site 12 Temperature = 45 C
8 10 12
No_of P ...... (Thou.and.)
Site No_ 12 Profiles Temperature = 45 C
:::::::::: ~-r
14 18 18
2:5 50 75 100 12:5 150 17:5 200 22:5 250 Wheel PasHlan
B-28
20
1000 CYOles
10000 cyoles
1SOOO cyolu
20000Cyoln
E .s c
.2 .. " f D.
~ E " E .~
:;
~
E E ~
c .S! co .. • ~ ... .5 • '" I! D
~
Or---2
-4
-6
-8
-10
-12
-14
-18
-18
-20 0 2 4
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20
6
Site 12 Temperature = 40 C
8 10 12
No. of Passes (Thou .. nd8)
Site No_ 12 Profiles Temperature = 40 C
..
-'-
14 16 18
~
..
o 2:1 :10 7:1 100 12!1 1:10 17:1 200 22~ 250 Wheel PosHlon
B-29
20
-.-1000CYC'" .-... -. 10000CYCIH
-1AOOCpf .. ........ , 20000CYCI ...
E .s-." .l! • • 1 .5 E " ~ ~ :::
E
0
-2 1\
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
0
-2
-4
-
'-----
2
So -6 ",
-8 j :: e ... . -10 .!!
. ..... ,,-
~ \\ • -12
'" I! \. rw... ~ «
-14
-16
-18
-20 o
-. \, ,
•
Site 13 Temperature m 50 C
" ~ ~
'" "-.. r--...
4 a
V '
.
8 12
No. of-Pu ••• (Thou.end8)
'Slte No_ 13 ·Pr.oflles Temperature a .50 C
-'-y ••
, -' ,
14
,--
,- , .. ~"-.. ..... ........ --' '.
\
\ ....... ;. ~ J
/ " ~ " .,
ir"'" "\. L ~ ~. ....
'"" '.L ,.,. ,.,.
-~ ....... ~ .... ··r· .... .:-.'
, [\
16
0,. ••• • ..... ,.
v: .f
.
'" ~ 18 20
-:1.000 cr.el" . ........ 10000 CJo.es
-ilOOOCJo'" _ _ v
~ooooC)'C ...
50 7~ 100 125 150 175 200 · 22~ 250 Wheel Position
B-30
SIte 13 • Average Temperal ..... " 45 C
o f"---
-2
-4
E !. -8 r:: ~ -8 .. f D. -10 .s E -12
" f :l -14 :::IE
~
E E ~
0: .2
I ... ! • ... I! ~ ..:
-18
-18 -
-20 o
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 0
2 4 8
~ , ...... -: ... "/
8 10 12
No. of Passes (Tho"" .... >
SIte No_ 13 Profiles . Tellperalure c 45 C
14
----~ -"'- ." -- . . .... _- .. -... -
----
16 18
.0'
2:1 :10 . 75 100 125 1:10 175 200 22:1 2:10 while, Poshlon
B-31
20
1000 Cyoles
10000cyolK
1SOOO Cyoles
ZOOOOCyOIK
E !-c .2 .. .. f D.
..§ E '" .Ii " !
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
0
-2
-4 '-~.
~
E E -6 ~
I -8 • I! -10 ... !
.'-'\ , '\
... D -12
'" I! -14 D
~ ' 16
-18
-20
2 4
c
~ ...... -.- -~ ..... -~ ....
"'" "'" .. , \ , ,
\ '. "-
6
Site 14 - Average Temperature = :lO C
8
--.... ~
10 12 No. of P ...... (Thounnd.j
"'-\
14
'Slte No. 14 - Profiles To.perature - 50 C
~--~ ... - _ .... -- ..----- --......... -.. -.' ... '.
\ '-~
"'""
'" \.... 16 18 20
-1000CYOI .. _ .. _ ---- 10000ey ....
-'"", 11OOO,cye'" ", .........
/ zooooCJol." ~ ....-J " ,-
"..-"" /
, 1.-.... "
,. ........... ~" .. ~-~ " ........ _.
o 2~ :lO 7~ 100 12~ l:lO 175 200 225 2:lO Wheel Position
B-32
0
-2
-4 ~
E S -6 c .2 -8 .. .. ! -10 II>.
! .. -12
'" I! -14 .. ~
-16
-18
-20 0
4 6
SHe 14 T .... p .. ralut. = 45 C
II 10 12 No. of P ......
(Thou.and.)
81te No. 14 Profiles T .... p .... lure = 45 C
14 16 18
~ 50 7:1 100 . 125 150 175 200 225 250 Wheel Position
B-33
20
tooocy. ....
toooo Cycl ••
11000CyoI ..
20000eyo' ••
4
0
-2 -..;:.-........... : .... ~
~ -4
.E E -6 ~
" .S! -8 CD CD
I! -10 ... ! D -12
'" I! -14 • ~
-16
-18
-20 0 2!5 M 7!J
6
Site 14 • Average Temperature = 40C
8 10 12 No. o.f Passes
(Thousands)
Site No. 14 • Profllee Temperature = 40 C
14 16
..... ~-.-........ P .....
.;;;;..- ..-~--:- ....... ..;: --
100 12~ 1M 175 200 22~
Wheel Position
B-34
18 20
1totC~
11000 0,.1_
2M
E .s. c:
oS! " " !! a. E E
" E 0;; a
::Ii
0
-2 f'--.- r--.
-4
-6
-8
-10
-12
-14
-16
-18
-20 o 2
- -...
4 6
Site 15 - Average Temperature = 00 C
8
"-...
'-"-
10 12 No. of P .....
(Thousands)
Site No. 15 Profiles T.mp.ratu ... · '" 50C
\. "\
"-.
'" ""-14 16 18 20
-2+---~--~--~--~~---4---+---+---+--~ 1000cyol ..
~ -12
I!
~
, ... " --..... _-. _.l-
,- -.... --... ~~ ....... -~ ..... - ~",.-""'" ... -.....
B-35
10000CyoI ..
1&OOOCycI ..
20000c,.oles
E .E-c .II • • !! Il. .§ E ." E ·x II ~
~
E !. c .l! " D
Ii! ... .E .. m I! " ~
0
-2
-4
-8
-8
-10
-12
-14
-18
-18
-20 0
0 r-
-2
-4
-8
-8
-10
-12
-14
-16
-18
-20
2 4 6
Site 15 Temperature. = 40 C
8 10 12
. No. of ·Pas ••• (Thou •• nd_)
Site No_ 15 Profiles · Tempe~ture = 40 C
1"'.
.
14 16 18
.
o 2:1 !IO 75 100 125 1!1O 175 200 22:1 2!1O Wheel Position
B-36
20
-. tOOOCYOI .. ._.-10000CYOla -16000c,.. ... ......... IOOOOCYOI ..
E .s c
.11 .. .. ! D-
E E " .Ii :l ::;
~
E !. c .l! • • .. ~ ... !i .. ... I!
~
0
-2
-4
-6
-8
-10
-12
-14
-16
-18
-20 o
-2
1'-.
2
-4 ~ ........ , ... ~"-'''''
\. -6 , .....
W • • "''''l. -8 , ,
" ·10
·12
·14
·16
·18
·20 0 2:1 ~
4
--~ ..
'\ -......-" '. , " ,
Site 16 Temperature - 60 C
---------
8 -10 12
No. of P ..... . (Thou ..... )
Slte -No. 16Profllea Temperature-= 60 C
~- h
'" ""'-.
14 18
~ ...... .. '--~-~ ... #----_ .. ........ __ .----;;;. ./ "."
./ .'
""" ./-."
! .-"
f . r
!
./ .. \ ...... ' '" .........
75 100 12:1 HiO 175 200 22:1 Wheel Position
B-37
\ \
"--
18 20
1000q-oIes
10000 Cyol __
11OOOCycI ..
IOOOOCYOI ..
~
E E ~
c · .!! .. .. I! ... !! D ... I! D
~
0
-2
-4
-6
-8
-10
-12
-14
-18
-18
-20 o
4 6
h -. I.e-.-. ~ ...... ~ ... ~ ... .... ,.
-
. .
SIte 16 Te .. perature = 40 C
10 12
No. of Pas ••• (Thou.end.)
14
SIte No. 18 ProfIles TemperatUre = 40 C
-- . _. ~ ~l.. -.-,,~ .. -. .-,-,-
16 18
-,
25 50 T.I 100 125 150 175 200 225 250 Wheel Position
B-38
20
-1000c,.. .... . .. _.-10000c,. ...
-1SOOOCJ~'" ---tooooc,e ...
