View
2
Download
0
Category
Preview:
Citation preview
Y COMMISSION
CENTRAL LABORATORY
FINAL REPORT
R-250 and .H R-152
EASUREMENT OF PAVEMENT
SURFACE VARIATIONS
...
JULY, 1 9 7 4
IOWA STATE HIGHWAY COMMISSION
MATERIALS DEPARTMENT SPECIAL INVESTIGATIONS SECTION
Final Report of R-250
INVESTIGATING PAVEMENT SURFACE VARIATIONS
July, 1974
Materials Laboratory
Ronald D. Less Assistant Special Investigations Engineer
TABLE OF CONTENTS
Paqe No.
1.0 Introduction
2.0 Objective
3.0 Purpose
4.0 Scope A. Development B. Evaluation
5.0 Summary
6.0 Recommendation
R-250
INVESTIGATING PAVEMENT SURFACE VARIATIONS
1.0 INTRODUCTION
The measurement of pavement roughness has been t h e concern
of highway engineers f o r more than 70 years. This roughness
is re fe r red t o a s " r id ing qua l i ty" by the t rave l ing public.
Pavement roughness evaluat ing devices have attempted t o
place e i t h e r a graphical o r numerical value on t h e pub l i c ' s
r id ing comfort o r discomfort.
Early graphical roughness recorders had many d i f f e r e n t
designs. In 1900 an instrument ca l l ed t h e "Viagraph" was
developed by an I r i s h engineer.' The "Viagraph" consisted
of a twelve foot board with graphical recorder drawn over
t h e pavement. The "Profilometer" b u i l t in I l l i n o i s i n 1922
was much more impressive. ' The instrument 's recorder was
mounted on a frame supported by 32 bicycle wheels mounted
in tandem. Many o ther va r i a t i ons of profi lometers with
recorders were b u i l t but most were d i f f i c u l t t o handle and
could not secure uniformly reproducible r e su l t s .
The Bureau of Public Roads (BPR) Road Roughness Indicator
b u i l t in 1941 is t h e most widely used numerical roughness
recorder.' The BPR Road Roughness Indicator cons i s t s of a
t r a i l e r u n i t with ca re fu l l y se lec ted springs, means of
dampening, and balanced wheel.
BPR Road Roughness ~ n d i c a t o r
The 1962 AASHO Road Test produced a t e s t i n g instrument
ca l l ed the AASHO Profilometer. This profilometer would
produce a pavement r a t i ng which was cor re la ted with a subject ive
r a t i ng assigned by experts i n the highway f i e l d a s well a s
t h e general motoring public. A s imi la r device, the CHLOE
profilometer was produced which was l e s s cos t l y and simplier
in operation. The bas ic p r inc ip le of both the AASHO and CHLOE
profilometers is t o measure the slope variance, which is by
de f in i t i on the variance of a s e t of s lopes about a mean
slope. The slope variance of a pavement sec t ion is d i r e c t l y
r e l a t ed t o t h e present s e rv i ceab i l i t y index of t h a t pavement2.
CHLOE Profilometer
Unfortunately, a l l devices which measure t h e slope
variance, and/or the present s e rv i ceab i l i t y index of a
pavement, a r e e i t h e r ( a ) towed by or , (b) incorporated
in to a highway vehicle.
When used t o measure the surface var ia t ion of a port land
cement concrete pavement, these devices cannot be u t i l i z e d
u n t i l such time a s t h e concrete has a t t a ined s u f f i c i e n t
s t reng th t o assure no damage w i l l occur. A period of seven
days is normally spec i f i ed t o assure s u f f i c i e n t s t rength . 3
For t h i s reason, the normal slope measuring devices a r e
inappropriate f o r construct ion control of port land cement
concrete paving pro jec t s .
Several s t a t e s have adopted a spec i f i ca t i on fo r surface
smoothness requir ing the pavement surface t o be t e s t ed by
placing a s t ra ightedge on the surface, p a r a l l e l t o the
cen te r l ine . Most agencies l i m i t t he surface deviat ions
t o 1/8" i n a 10 foot span. Some agencies, Mississippi a s
an example, have adopted various o ther lengths up t o 50
f e e t spans with 3/8" surface devia t ion l i m i t s . 4
Presently t h e Iowa spea i f i ca t ion fo r
surface to lerance is 1/8" in 10, fee t . This spec i f i ca t ion is
no longer adequate t o determine r i d e a b i l i t y of newly
constructed pavements. Higher t r a f f i c speeds and the need
fo r s a f e ty and comfort of the t rave l ing public necess i t a te
a t e s t i n g machine which w i l l d e t ec t the longer p r o f i l e
undulations.
2.0 OBJECTIVE
The long range object ive of research on measurement of
pavement surface var ia t ions is t o provide a s a f e r , smoother
r id ing pavement fo r the t rave l ing public .
3.0 PURPOSE
The purpose of t h i s research p ro jec t is t o determine the
f e a s i b i l i t y and adv i sab i l i t y of u t i l i z i n g a mechanical
device o r o ther means t o measure t h e surface deviat ions, in
e i t h e r a 2 5 foot o r 50 foot span on a rout ine t e s t i n g bas i s .
4.0 SCOPE
The projec t s h a l l be concerned with:
A. DEVELOPMENT - Developing a prototype device
capable-of detec t ing surface devia t ions g rea te r
than 1/4 inch in a 25 foot span o r g r e a t e r than
1/2 inch i n a 50 foot span, i n e i t h e r a continuous
o r s t a t i c mode in l i e u of the 50 foo t s t r i n g l i n e
and
B. EVALUATION - Evaluating the profilograph se lec ted
in the development s tage a s a b a s i s of construc-
t i on con t ro l .
A. DEVELOPMENT
Many a l t e rna t i ve s were considered f o r use a s a device t o
record and evaluate pavement roughness. Two commercially
ava i lab le 25 foot profi lometers were evaluated f o r mobil i ty,
ease of assembly, maintenance, type of record produced, and
the p o s s i b i l i t y of adding extensions t o the profi lometer t o
extend the length t o 50 fee t . The two considered were:
Rainhart Prof i lograph
The Rainhart Catalog No. 860 Profilograph is designed,
manufactured, and d i s t r i b u t e d by the Rainhart Company of
Austin, Texas. The machine i s 26 f e e t 10 inches long and
weighs approximately 470 pounds.
Rainhart Profilograph
The s t ruc tu re is supported by 12-10 inch averaging wheels
when in t h e t e s t i n g posi t ion . The measuring wheel is located
in the center below the recorder and is approximately 20
inches in diameter.
The machines averaging wheels e s t a b l i s h a reference plane
44 inches wide and 24.75 f e e t long. The center measuring
wheel draws the p r o f i l e f u l l s ca l e v e r t i c a l l y and e i t h e r
10 f t . = 1 in. o r 25 f t . = 1 in. hor izonta l ly .
The Rainhart Profilograph was not se lec ted f o r use because
of i ts l imi ted use across the nat ion and the d i f f i c u l t y of
adding extensions t o extend the length t o 50 feet . A t the
time of se lec t ion , only one other s t a t e agency was found who
used t h i s p a r t i c u l a r device.
25 Foot Cal i fornia Cox Profilometer
The Ca l i fo rn ia Cox Profilometer is manufactured and
d i s t r i b u t e d by James Cox and Sons, Inc. of Colfax, Cal i fornia .
The profi lometer cons i s t s of a l ightweight aluminum t ru s s .
tubed s t ructure . The s t ruc tu re divides e a s i l y i n to th ree
segments by the use of four quick ac t ing clamps. These three
segments w i l l f i t in to a 1 /2 ton pickup and require l e s s than
t e n minutes assembly time.
Cal i fornia Cox Profilometer
The s t ruc tu re is supported a t t h e end points , 25 f t . apar t ,
by a s e r i e s of s i x averaging wheels. The wheels a r e c a s t
aluminum hubs with cushioned rubber t i r e s . The f ron t wheels
a re s tee rab le from the cen t r a l s t ee r ing wheel on the machine.
The r ea r wheels can be manually adjusted t o prevent r e a r end
crabbing.
The measuring wheel is e i t h e r a 24 o r 26 inch diameter
b icycle wheel depending on when the machine was b u i l t . This
wheel measures v e r t i c a l p r o f i l e changes based on a s t r a i g h t
l i n e between the two end points . A metal cable connects
the b icycle wheel frame t o the recorder.
The p r o f i l e is recorded on t h e recorder on a s ca l e of
one inch equal t o 25 f e e t longi tudinal ly and one inch equal
t o one inch, o r f u l l sca le , ve r t i c a l l y . The recorder a l so
includes an event marker t o note s ta t ion ing f o r record
keeping purposes.
Cal i fornia Cox Profilometer Recorder
The Cox profilometer was se lec ted f o r use because of i ts
wide use, ease of mobility, and the ease of extending the
frame t o a 50 f t . length. Upon our order , James Cox and Sons,
Inc. de l ivered the profilometer in the summer of 1970.
50 Foot Profilometer
The Cal i fornia Cox profilometer was extended t o a 50 foot
length i n ~pri .1, 1971. I t was f e l t t h a t object ionable pave-
ment swales could be b e t t e r detected with a 50 foot span
versus t h e 25 foot length.
50 ~ o o t Profilometer
To make the comparison between the 25 f t . length and the
50 f t . length, a sec t ion of U.S. 30 west of Boone, well
known f o r i ts object ionable r id ing q u a l i t i e s , was se lec ted .
When evaluating and comparing the two graphs, the assumption
t h a t a 1/2 inch var ia t ion in 50 f e e t would be t h e con t ro l l ing
f ac to r t o determine an acceptable pavement was made. It was
found t h a t 81 percent of the locat ions wi th in 2 20 f t . t h a t
exceeded t h e 1/2 inch var ia t ion in 50 f t . would a l so exceed
a 0.30 inch var ia t ion in a 25 foot span.
The 50 f t . profilometer was qu i t e cumbersome t o operate.
A minimum of 2 persons t o manuever the machine, assemble and
disassemble, and tu rn the machine around f o r measurements in
t h e o ther lane was necessary.
Several o ther methods t o de t ec t surface devia t ions were
studied. Among those considered were:
Laserplane System
The laserplane i s a system f o r es tab l i sh ing a plane of
l a s e r l i g h t over an area. This plane is used t o indicate
e levat ions of points below it. P rac t i ca l uses fo r t h i s
system have been found in the f i e l d s of surveying and
construct ion f o r sewer pipes, tunnel boring, e a r th grading,
f i e l d t i l e , e t c .
The l a s e r plane system did not o f f e r a continuous method
of t e s t o r a graphical t r a c e of t h e p r o f i l e . The high
expense of t h e system was another reason t h e laserplane
system was not selected.
Mercury Pressure System
The mercury pressure system measured di f ferences in
e levat ions by placing pressure modules a t two po in t s and
reading the e levat ion di f ference . The system was l imi ted
by the length of tubing between t h e two po in t s .
Again the system did not o f f e r a continuous method of
t e s t o r a graphical t r a c e of the p ro f i l e . Also e levat ion
di f ferences would not measure deviat ions from the average
p ro f i l e .
Stretched Wire Straightedge
The use of a 25 f t . piano wire s t re tched between two
po in t s was considered f o r use a s a reference plane.
Elevations would then be read a t various points along the
wire, A p lo t of various p r o f i l e points would ind ica te the
p r o f i l e changes.
This method proved t o be slow and time consuming a s
d i f f e r e n t p r o f i l e s were p lot ted . Also a continuous
reference plane was not maintained. For these reasons
the "s t re tched wire" method was not se lec ted .
B . EVALUATION
~ u r i n g the 1972 and 1973 construct ion season, an e f f o r t
was made t o t e s t a l l new paving by each con t r ac to r . i n Iowa.
In 1972 t h e 25 f t . profilometer t e s t ed a 1 / 2 mile sec t ion
i n both lanes f o r every 5 miles of p ro jec t lengkh. In 1973
t h e profilometer was operated more c lose ly with each
con t rac to r and h i s paving operation. Each previous day ' s -
paving was evaluated by s ta t ion ing . Methods t o improve t h e
operat ion from a smoothness standpoint were incorporated
i n to the next day ' s paving operat ion.
The profilometer r e s u l t s were evaluated per Materials
I .M. 341, "Method of Evaluation of Pavement Prof i l es . " This
December 1972 1 . M is included a s Appendix A. The l a t e s t
proposed spec i f i ca t ion applying t o profilometer work is
shown a s Appendix B.
A summary of the 1972 and 1973 r e s u l t s a r e shown in
Appendix C. The summary is divided i n to t h e port land
cement concrete ca tegor ies of primary and secondary work.
These ca tegor ies a re fu r ther broken down by large and small
amounts of paving d i f f i c u l t y based on pavement geometry,
urban versus ru ra l , and s l i p form versus f ixed form. The
adjustment bands r e f e r t o the mileage t e s t e d in each band
based on t h e proposed speci f ica t ion.
A summary of each p r o j e c t ' s p r o f i l e index by 0.1 mile
sec t ions was sen t t o t h e contractor . He was t o use t h i s
information t o determine reasons f o r t h e high p r o f i l e index
values, develop methods t o improve the smoothness of h i s
paving operation, and t o study how the proposed spec i f i ca t ion
would a f f e c t him.
5.0 SUMMARY
The 25 foo t Cal i fornia Cox Profilometer proved t o be t h e
most r e l i a b l e and productive from a t e s t i n g standpoint of
a l l the d i f f e r e n t t e s t i n g methods considered. It offered
a continuous, graphical p r o f i l e of t h e surface var ia t ions .
Ease of mobility, shor t assembly time, and low maintenance
were o ther reasons the Cox Profilometer was se lec ted in t h e
development s tage.
The evaluation of new paving during t h e 1972 and 1973
construct ion season showed p r o f i l e index values ranging from
a 2 inches/mile on a spha l t i c concrete pavement t o 57 inches/
mile on portland cement concrete. Most work was in the 10
t o 20 inch/mile range.
, By working with the paving contrac tor and showing him
the p r o f i l e graph from t h e previous day ' s work, t h e
contrac tor was able t o reduce the p r o f i l e index value.
By improving h i s headers, t ightening h i s s t r i n g l i n e , and
avoiding frequent s tops and s t a r t s , t h e p r o f i l e was much
smoother.
The proposed spec i f i ca t ion fo r 25 foot profi lometer work
(Appendix B ) was t o be applied t o a few p a r t i c u l a r p ro jec t s
in 1974. However, due t o both budget and personnel shortages
a t t h e D i s t r i c t Materials l eve l , the profi lometer has been
scheduled f o r routine, information t e s t i n g only in 1974,
s imi l a r t o 1972 and 1973 t e s t i n g .
The proposed spec i f i ca t ion would not cause paving con t rac t
b ids t o increase once each contrac tor rea l i zed h i s capab i l i t y
of paving smooth pavement. Once t h e contrac tor es tab l i shes
h i s capab i l i t y of paving, h i s b i d would r e f l e c t h i s a b i l i t y
t o meet the spec i f i ca t i on requirements. Competitive contractor
bidding plus penalty reimbursement t o the s t a t e should make
t h e proposed spec i f i ca t ion have l i t t l e e f f e c t on con t rac t
p r ice . Eventually only contrac tors capable of paving low
penalty pavement would be able t o af ford t o b id low contrac t
pr ices . Therefore, the long range ob jec t ive of providing
a s a f e r , smoother r id ing pavement would be the ac tua l
benef i t of adopting t h e proposed spec i f i ca t ion .
Having worked with the Cal i fornia Cox Profilometer fo r
approximately four years, we r e a l i z e t h e c a p a b i l i t i e s and
advantages of the use of the machine. Knowing these we
recommend t h e adoption of the 25 f t . profilometer a s the
bas i s fo r determining pavement surface var ia t ions .
Secondly we recommend adopting the proposed spec i f i ca t ion
a s a ba s i s f o r detec t ing unsat is fac tory pavement. Modifica-
t i ons t o t h e spec i f i ca t ion , such a s changing the penalty
ranges o r applying the requirements t o only c e r t a i n types
of pavement, may be necessary t o meet fu tu re requirements.
This spec i f i ca t ion would provide the backbone fo r obtaining
our object ive - t o provide a s a f e r , smoother r id ing pavement
fo r the t r ave l ing public.
REFERENCES
(1) Hveem, F. N. "Devices fo r Recording and Evaluating
Pavement Roughness", HRB Bul le t in 264.
( 2 ) Highway Research Board, "The AASHO Road Test, Report
5 - Pavement Research", HRB Special. Report 61E.
( 3 ) Iowa S ta te Highway Commission, "Standard Speci f ica t ions" ,
Ser ies of 1972.
( 4 ) Mississippi S t a t e Highway Department, "Standard Specif i-
ca t ions fo r Road and Bridge Construction", Ser ies of
1967, p. 305.
APPENDIX A
December 1972 Matls. I.M. 341 (Page 1 of 6 )
IOWA STATE HIGHMAY COMMISSION
Materials Department Instructional Memorandum
METHOD OF EVALUATION OF PAVEMENT PROFILES
scope :
This method describes the procedure used for determining the Pro- file Index from profilograms of pavements made with the California type Profilograph and also describes the procedure used to locate individual bumps when their reduction is required by specification.
The profilogram is recorded on a scale of one-inch equal to 25 ft. longitudinally and one-inch equal to one-inch, or full scale, verti- cally. The determination of the Prbfile Index involves measuring "scallops" that appear outside a "blanking" band. The determination of individual bumps involves the use of a special template.
Determination of the Profile Index
Procedure
A. Equipment
The only special equipment needed to determine the Profile Index is a plastic scale 1.70 inches wide and 21.12 inches long representing a pavement length of 528 feet or one-tenth of a mile at a scale of 1" = 25'. Near the center of the scale is an opaque band 0.2 inch wide extending the entire length of 21.12 inches. On either side of this band are scribed lines 0.1 inch apart, parallel to the opaque band. These lines serve as a convenient scale to measure devia- tions or excursions of the graph above or below the blank- ing band. These are called "scallops".
B. Method of Counting
Place the plastic scale over the profile in such a way as to "blank out" as much of the profile as possible. When this is done, scallops above and below the blanking band usually will be approximately balanced. See Figure I.
The profile trace will move from a generally horizontal position when going around superelevated curves making it impossible to blank out the central portion of the trace without shifting the scale. When such conditions occur the profile should be broken into short sections and the blanking band repositioned on each section while counting as shown in the upper part of Figure 11.
Starting at the right end of the scale, measure and total the height of all the scallops appearing both above and below the blanking band, measuring each scallop to the nearest 0.05 inch (half a tenth). Write this total on the
Matls. I.M. 341 (Page 2 of 6 )
December 197 2
profile sheet near the left end of the scale together with a small mark to align the scale when moving to the next section. Short portions of the profile line may be visible outside the blanking band, but unless they project 0.03 inch or more and extend longitudinally for two feet (0.08" on the profilogram) or more, they are not included in the count. (See Figure I for illustration of these special conditions).
When scallops occurring in the first 0.1 mile are totaled, slide the scale to the left, aligning the right end of the scale with the small mark previously made, and proceed with the counting in the same manner. The last section counted may or may not be an even 0.1 mile. If not, its length should be scaled to determine its length in miles. An example follows:
Section lenqth - Miles
0.10
Total 0.376
Counts, tenth of an inch
5.0
The Profile Index is determined as "inches per mile in excess of the 0.2 inch blanking band" but is simply called the Profile Index. The procedure for converting counts of Profile Index is as follows:
Using the figures from the above example:
Length = 0.376 miles, total count = 14.5' tenths of an inch.
1 mile X total count Index = Length of profiles in inches in miles
PrI = X 1.45 = 3.9 0.376
(Note that the formula uses the count in inches rather than tenths of an inch and is obtained by dividing the count by ten.)
The Profile Index is thus determined for the profile of any line called for in the specifications. Profile In- dexes may be averaged for t.wo or more profiles of the same section of road if the profiles are the same length.
December Matls. I.M. 341 (Page 3 of 6)
Example : Section Counts, tenths of an inch lenqth, Left wheel Right wheel miies track track
Total 0.376 14.5 14.0
PrI (by formula) 3.9 3.7
Average = 3.9 c 3.7 = 3 e * 2
The Profile Index will be computed at the midpoint of each driving lane unless this profile is not represen- tative of the entire lane width.
C. Limitations of Count in 0.1 Mile Sections
When the specification limits the amount of roughness in successive 1/10 mile lots, the scale is moved along the profile in successive 1/10 mile sections and counts are made to determine specification compliance. The limits of the sections are ncted on the profile and can be later located on the pavement if corrections are needed.
D. Limits of Counts - Joints When counting profiles, a day's paving is considered to include the last portion of the previous day's work which includes the daily joint. The last 15 to 30 feet of a day's paving cannot usually be obtained until the follow- ing day. In general the paving contractor is responsible for the smoothness of joints if he places the concrete pavement on both sides of the joint. On the other hand, the contractor is responsible only for the pavement placed by him if the work abuts a bridge or a pavement placed under another contract. Profilograph readings when approaching such joints should be taken in conformance with current specifications.
E. Average Profile Index For the Whole Job
When averaging Profile Indexes to obtain an average for the job, the average for each day must be "weighted" according to its length. This is most easily done by totaling the counts for the 0.1 mile sections of a given line or lines and using the total length of the line in computation for the determining the Profile Index.
Matls. I.M. 341 (Page 4 of 6)
December 1972
Determination of Bumps in Excess of the Specification
Procedure
A. Equipment
The only special equipment needed is a plastic template having a line one-inch long scribed on one face with a small hole or scribed mark at either end, and a slot a distance equal to the maximum bump specified, from and parallel to the scribed line. See Figure 11. (The one-inch line corresponds to a horizontal distance of 25 feet on the horizontal scale of the profilogram.)
B. Locating Bumps in Excess of the Specification
At each prominent bump or high point on the profile trace, place the template so that the small holes or scribe marks at each end of the scribed line intersect the profile trace to form a chord across the base of the peak or indi- cated bump. The line on the template need not be horizontal. With a sharp pencil draw a line using the narrow slot in the template as a guide. Any portion of the trace extend- ing above this line will indicate the approximate length and height of the bump in excess of the specification.
There may be instances where the distance between easily recognizable low points is less than one-inch (25 feet). In such cases a shorter chord length shall be used in making the scribed line on the template tangent to the trace at the low points. It is the intent however, of this requirement that the baseline for measuring the height of bumps will be as nearly 25 feet (1-inch) as possible, but in no case to exceed this value. When the distance between prominent low points is greater than 25 feet (1-inch) make the ends of the scribed line inter- sect the profile trace when the template is in a nearly horizontal position. A few examples of the procedure are shown in the lower portion of Figure 11.
ME
THO
D
OF
CO
UN
TIN
G
WH
EN
P
OS
ITIO
N
OF
PR
OF
ILE
S
HIF
TS
A
S
IT
MA
Y
WH
EN
R
OU
ND
ING
SH
OR
T R
AD
IUS
C
UR
VE
S
WIT
H
SU
PE
RE
LEV
AT
ION
, .
.*
--
ME
THO
D
OF
PLA
CIN
G T
EM
PLA
TE
W
HE
N
LOC
AT
ING
B
UM
PS
TO
B
E
RE
DU
CE
D
A d
lsB
n~
e
Sen
bad
Li
ne
e.a
~a
1to
tnc
Bas
elin
e o
pp
rox.
B
asel
ine
less
H
eig
ht
of
pea
k IS
25 i
ee
t th
an 2
5 f
ee
t le
ss t
han
s
pe
ctf
ica
lio
n
BU
MP
T
EM
PLA
TE
B
asel
ine
mor
e th
an
25
'
FIG
UR
E I1
APPENDIX B
PROPOSED 25' PROFILOMETER SPECIFICATION
1. Apply t o r u r a l primary and i n t e r s t a t e p ro jec t s on which
mainline pavement exceeds 14,000 sq. yds.
2. Adjust the contrac t p r ice paid fo r 1/10 mile pavement
l o t s according t o the following schedule:
P ro f i l e Index Price Adjustment Percent of Unit (Inches/Mile ) - Band (% Downward) Contract Price Allowed
15 o r l e s s I R No Adjustment 100
18 t o 15.01 2 R 2 98
2 1 t o 18.01 3 R 5 9 5
24 t o 21.01 4R 10 90
Above 24.01 5R Correct Roughness
The contrac tor may e l e c t t o cor rec t any roughness in l i e u
of the above pr ice adjustments.
3 . Bumps exceeding 0.5 inches high measured with t h e 25 '
profilometer w i l l not be permitted.
AP
PE
ND
IX
C
SUM
MARY
O
F 1972 A
ND
1
97
3 P
RO
FIL
OM
ET
ER
TESTIN
G
Tab
le
Type
of
co
nstr
uc
tio
n
I A
P
C
Pri
mary
-Sli
p
For
m
(Jo
bs w
ith
a
sm
all
am
ount
of d
iffic
ult
y)
IB
P
C
Pri
mary
(J
ob
s w
ith
a
larg
e a
mount
of
dif
fic
ult
y)
I I
A
PC
seco
nd
ary
-Sli
p
For
m
(Jo
bs w
ith
a
sm
all
am
ount
of
dif
fic
ult
y)
II
B
PC
S
eco
nd
ary
(J
ob
s w
ith
a la
rg
e a
mount
of
dif
fic
ult
y)
I11
AC
P
avem
ent
a a,
kc)
ma, *H
* * N
rdm~--="="=~ ------- - - - - - - - cn rl
ri N
f ffico Mri
cu 0 ONOO 0 N 0 M rl NdNM N 3 N
0 . 00 .,. 0 .oo .O.
k 0 o 0 rd k k a, oum d oa omo UGIU<~~UUU~~~W~~OZZH
m a d rd
2 c) $
a,
offin dNri
10 "'70~~ OO~~OOOOO~ o
N co m m .rlyr)wCUrim M . 00 .rl+ .O
OcoM f--~10~Ocndrif--C-- mcoinN~LninocomcococooNN
2ffiin . .ma. rid ri c; ri . .rlGLA&Adddddd
rl .d X
k c
rl ;I- in O\COoCO i H a , r l b b r i C O m d C U ; t C O C O r i o a i o l . . o . . , - l o \
. i o . O N . O r i t - 4 . 1 4 H C - r i c O r l r l C O r i r l r l r i C O o \
;f a, 10
m CU ri
a 0) m
.d a,
m 47
0 rl
0 in m l n l n i o rl ln rr) rl
m r l c u i o i o i n m o c - ; f m w r l m r l C O r l i n C O . m o o . . r l d r l O O \ . x E - I m r - i G u i N r i r i r l d . C O G
4 ti
W cri m 8 z 0 pi; LL
m $2
2 0 r* pi; 0 E-1
3 E-1 % 0 U!
COW. 069. 469. C-io om Sd C-
pi; N 069. 069. mCU Nin w69. gE
Wl . N 0 "* . M
00
TABLE
IB
PC
PRIM
AR
Y -
JOB
S W
ITH
A
L
AR
GE
A
MO
UN
T O
F D
IFF
ICU
LT
Y
Pro
jec
t N
umb
e r
Cod
e
29
30
31
32
Co
ntr
acto
r L
ett
er
Cod
e M
iles
T
este
d
1.92
0
1.0
04
0.51
4
2.15
3
0.75
7
3.83
0
1.2
91
1.44
.2
2.60
9
Pro
file
In
dex
31.1
7
35.3
8
36.9
0
48.3
7
31.0
4
49.5
0
17
.82
56.5
4
24.0
7
Adj
ustm
ent
Ban
ds
1R
2R
3
3
15
-
15-1
8 18
-21
0
o .0
60
0
0
0
0
0
0
0
0
0
0
.loo
.2
00
.01
5
-20
0
.20
0
.36
3
.628
.l
oo
0
0
0
.459
.3
00
.2 6
1
Yea
r B
uil
t
1972
""
11
It
9if
fic
ult
y
Fix
ed F
orm
Fix
ed F
orm
Fix
ed F
orm
Fix
ed F
orm
Urb
an F
ixed
For
n
Urb
an
F
ixed
For
c
Urb
an
Fix
ed F
orm
Inte
rse
cti
on
C
urve
s e
tc.
Fix
ed F
orm
Urb
an
Pa
rt i
n 2
to
wns
H
illy
Urb
an
f2 rl .x N
ffi * *
a, rl .d X Gi a,
Oa kc PIH
0 m in
N
CON om a%* r- rl
cn
L(; rl
CU
in CU
Pro
jec
t N
umbe
r C
od
e
44.
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
TA
BL
E
II
A
PC
SEC
ON
DA
RY
S
LIP
FO
RM
- JO
BS
W
ITS
SM
ALL
P3
OU
NT
O
F D
IFF
ICU
LT
Y
Co
ntr
acto
r L
ett
er
Cod
e
B
B
A
A
E
E
E
E
J
J
F
B
C C
K
K
Mil
es
Te
ste
d
3.17
9
2.05
1
2.07
5
2.1
10
2.85
9
3.09
2
2.17
2
2.13
4
1.95
7
2.07
0
2.08
0
1.92
1
5.10
3
6.34
0
18.3
24
12.4
24
Pro
file
In
dex
11.7
2
16
.28
7.2
3
5.47
10.1
6
5.87
10.7
0
5.69
6.52
8.14
5.53
5.9
3
12.7
6
8.9
8
6.59
8.4
7
Adj
ustm
ent
Ba
lds
1R
2R
3R
1
5
-
15-1
8 18
-21
2.65
5 .3
00
.lo
o
.841
.2
67
.600
1.95
4 ,1
21
0
2.1
10
0
0
2.31
9 .2
00
.l
o0
2.99
2 .l
o0
0
1.70
0 .3
00
.lo
0
1.93
4 .2
00
0
1.75
7 .l
o0
0
1.75
1 .l
o0
.l
o0
1.98
0 o
.loo
1.9
21
0
0
3.70
3 .6
00
.3oo
5.20
1 .5
00
.300
18.0
61
.loo
.l
oo
11.4
80
.20
0
.332
Pe
ar
Tes
ted
1972
**
tt
It
11
It
I1
I1
It
It
It
It
It
1973
It
It
It
Pro
jec
t N
umber
Code
TA
BL
E
II
A
PC SEC
ON
DA
RY
S
LIP
FORM
- JO
BS
WIT
H
SMA
LL A
MO
UN
T O
F D
IFFIC
UL
TY
(C
on
t.)
Co
ntra
cto
r L
ette
r M
iles
Code
Te
ste
d
Ad
justm
en
t B
ands
Pro
file
1R
2R
3
R
Ind
ex
1
5 -
15-18 1
8-2
1
*&R
&
5R
Year
21
T
este
d
.77
9
19
73
1.8
65
II
0
11
.50
0
I1
*In
form
atio
n n
ot
av
aila
ble
fo
r P
.I. 2
1.0
1
to 2
4.0
0
**In
1
97
2 o
nly
ran
dom
po
rtion
s o
f p
roje
cts
were
tes
ted
***L
ess d
iffic
ulty
in p
ortio
n
tes
ted
r l R OR OR cuR OR OR ox bcn OLn om mcu ocu 0;f O L n cu d %I . C-ri W d d . W R
0 0 0
OR wx r-R 069 OR OR 00 =3rl d R w O r l O i n O* rlrl r i d N M
R Lnri N N d ri GI 00 - d 3 rd H H
W 4 m r l w AR 2 w* om wR wcn rf?R L n R ;tR
w69. cnr- j Or- om om wcu wr- m i n 310 . L n w . r - .r- om .cn . m CO w '5 51 4 m rl m ri co cu G
ffi b
ffi in
rt ;IN
ffi ;t
'a% t-0 am
a m w aC-' rim .d w XH
w t- cn
TABLE I11
AC
PA
VE
ME
ET
Co
ntr
acto
r L
ett
er
Cod
e
Ad
just
men
t B
an
ds
Pro
file
1
R
2R
3R
*&R
&
53.
Ind
ex
15
15
-18
18
-21
2
1
-RY -
9.9
3
2.3
15
.3
00
.2
00
0
-- Yea
r 3
uil
t
1972
**
ll
I
Pro
Jec
t N
umbe
r C
ode
6 5
66
Mil
es
Tes
ted
2.0
9
8.4
7
1.6
9
.3o
o
o SE
CO
ND
AR
Y
1. 0
85
9
.03
1
.08
5
o o
*In
form
atio
n n
ot
av
ail
ab
le f
or
?.I
. 2
1.0
1
to 2
4.00
**
In
19
72
on
ly r
ando
m p
ort
ion
s of
p
roje
cts
wer
e te
ste
d
Recommended