INTRODUCTION ‘The inclusion of the test pits in the ‘materials sampling and testing activities for evaluating Pavement Performance have been a matter of great importance to research and in evaluating premature pavement failures. Inclusion of test pits offers the opportunity to optimize perfor- mance testing efforts and to contribute vital information on the performance- related behavior of subsurface pavement layers and subgrades, 1. SCOPE 1.1 This recommended practice ‘demtifies methods by which the condi- tion of underlying soils can be deter- ‘mined. The objective of the method is to identify existing conditions that effect or influence the performance of in ser- vive roadways. Laboratory testing of the recovered soil materials are governed by other AASHTO and ASTM Standards, 1.2 The values stated in SI units are to be regarded as the standard, 2, REFERENCED DOCUMENTS 21 AASHTO and ASTM Standards NOTE 1—Both AASHTO and ASTM standards are listed: the ASTM standards are preceded by an asterisk (*), *C 119 Definition of Terms Relating to Natural Building Stones 1M 146 Terms Relating to Subgrade, Soil Ag- sgregate, and Fill Mate- rials M 147 Materials for Aggre- gates and Soil-Ag- sgregate Subbase, Base and Surface Courses *C 294 Descriptive Nomen- Standard Recommended Practice for Operational Guidelines on Test Pits For Evaluating Pavement Performance AASHTO DESIGNATION: R 19-94 lature of Constituents of Natural Mineral Ag- sregates *C 851 Standard Practice for Estimating Scratch Hardness of Coarse ‘Aggregate Particles T2 Sampling Aggregates *D 653 Terms and Symbols Relating to Rock and Soil Mechanics Soil Investigation and Sampling by Auger Borings Soil Investigation and Sampling by Hot- low-Stem Auger Bor- ings *D 1195 Standard Test Method for Repeti tive Static Plate Load ‘ests and Soils and Flex- ible Pavement Com- ponents, for Use in Evaluation and Design of Airport and High- way Pavement *D 1196 Standard Test Method for Nonre- petitive Static Plate Load Tests of Soils and Flexible Pavement Components, for Use in Evaluation and Design of Airport and Highway Pave- ments D 2487 Standard Test Method for Classification of Soils for Engineering T 203 1251 Purposes *D 2488 Standard Recom- ‘mended Practice for Description of Soils (Visual Manual Proce- dure) *T 267 Determination of Or- ganic Content in Soils by Loss on Ignition 1233. Field Vane Shear Test in Cohesive Soil M 145 The Classification of Soil and Soil-Aggre- gate Mixtures for Highway Construc- tion Purposes *D 3385 Standard Test ‘Method for the Infil- tration Rate of Soils in Field Using Double Ring Infitrometers Measurement of Pore Pressures in Soils *D 3584 Standard Practice for Indexing Papers and Reports on Soil and Rock for Engi- neering Purposes *D 4083. Standard Practice for Description of Frozen Soils (Visual Manual Procedure) *D 4220 Standard Practice for Preserving and ‘Transporting Soil Samples *D 4427 Standard Classifiea- tion of Peat Samples by Laboratory Testing Determination of Or- ‘ganic Matter in Soils by Wet Combustion Conducting Subsus- face Investigations 7252 Tis4 RB 3. PROCEDURES 3A. The term “Test Pit” describes hole that is cut through the surface of @ roadway to provide access to the subsurface layers, including the base, subbase, and subgrade. Typically a test pit is 1.5 m wide and 3.0 m (10 ft long (ie, across the outer wheelpath, from the shoulder line to the inner edge of the highway lane), large enough for a person to conveniently enter it. It is 761762. usually done in stages, layer by layer, and at its greatest depth a test pit may extend 0.3 mm (1 ft) or more into the subbase and/or subgrade, ‘Since the thickness of the layers in highway pavements differ from one loca- tion to another, the depth of the test pit will vary. ‘To make a test pit requires a combina tion of equipment and hand labor. First a diamond saw is used to cut a rectangu- lar hole through the surface layer. After the tests are made to determine the den- sity of the base course in the wheelpath and adjacent to it, Hand labor is used to obtain a bulk sample from a portion of, the test pit, and then a backhoe completes bulk removal of the base. This process is repeated layer by layer until the prede- termined depth in the subgrade is reached. 3.2 Purposes of the Test Pit—A test pit is useful in pavement research, pave- ‘ment failure investigations, and in de- termining corrective action for rehabilita- tion. 32.1 Bulk Sampling—Some or all of the large quantity of material that is removed during the excavation of the layers can be saved for further testing in the laboratory. A 1.5 m by 3.0 m (5 fe by 10 ft) test pit will yield approxi- mately 2.3 Mg (S000 Ib) of material studies retaining the entire amount is ‘not required Bulk Sampling is desirable for wo reasons: (1) 10 obtain a representative sample of each layer @) to provide an adequate quantity of ‘material for laboratory testing, Approximately 180 Kg (400 Ib) of Processed material will be needed from ‘each granular layer for the comprehen- sive series of tests that is normally sched- uled. “Processing” generally involves re- moval of particles larger than three-quar- ters of an inch, so bulk samples having a mass of 360 kg (800 Ib) or more will be required for some base and subbase materials, cis essential that the materials tested be representative of the pavement layer. Coring tends to cut through aggregate articles, thereby modifying the grada- tion and angularity, and generating fines, while bulk samples taken by hand in test pits avoid these problems. Coring generally involves the use of water to cool the bit, which can lead to an errone- SPECIFICATIONS FOR MATERIALS ous determination of the moisture con- tent of the granular materials. Augering large-diameter holes (viz, twelve inches) to obtain bulk samples presents problems in base and subbase layers, because the auger tends to mix the materials together and blur the interfaces. Thus, it can be- come difficult, if not impossible, to get representative sample of base and sub- base layers using auger _ methods, Augering also often biases the sample toward the finer fractions. 322 In situ Properties of Materi- ‘als—The current AASHTO Guide for De- sign of Pavement Structures and virtually ‘every other pavement des ‘ogy in use today holds as a basic assump- tion that all the unbound layers of the Pavement structure have been compacted to.a specific minimum relative dry den- sity and thatthe key structural parameters implied by meeting the specified densi are reliable for design purposes and will vary litle during the life ofthe pavement. ‘Any study of long-term pavement perfor- ‘mance that does not test this basic as- sumption and its implications cannot be used to test the validity of the design procedures themselves, Key structural parameters such as strength, stability, and resilient modulus apparently do change over time due to changes in moisture content, intrusion of fines, degradation, and so on. In some particular cases, the assumption that a satisfactory relationship exists between relative density and the key structural parameters may be invalid. In a limited ‘number of cases, the specified density may not have been obtained during con- struction or may have been lost due to ‘mechanical action of traffic or frost. Only by determining the site-specific condi- tions can the real relationships between the subsurface conditions and long-term performance be established. In the current AASHTO guide, the load-carrying capacity of a specific de- sign varies directly with resilient modu- lus ofthe subgrade. There is also a signi- ficant relationship between capacity and the modulus of subgrade reaction for rigid pavement. The guide assumes that the unbound layers are compacted to 95 percent relative dry density as deter- mined by AASHTO T 180. If adequate care is taken to avoid dis- turbing the materials in the test pit, in- situ tests such as density and moisture content can be made, A nuclear gage R19 ccan be used to obtain these data, or the sand cone test (or similar displacement tests) can be used to determine density, land a sample can be removed to deter~ ‘mine the moisture content by drying. Variation in density and moisture content across the wheelpath can also be mea- sured in the test pit. I is nearly impossible to obtain good guality, accurate, in site density informa- tion in an augered hole. Even 2 300 mm (12:in.) diameter hole would be too small ‘and too deep. Augering disturbs the ma- ferial at the bottom of the hole, and it would not be possible to properly seat the density measuring device. ‘The importance of obtaining accurate information about the in sitw moisture content of every pavement layer, includ- ing the subgrade, cannot be over empha- sized, Pavement materials are subjected to a battery of sophisticated laboratory tests, including the determination of silient modulus in the repeated-load tr axial test. Such tests must be performed ‘on representative samples of the materi- als, which have been carefully com- ppacted to the appropriate density at the Proper moisture content, simulating in situ conditions. The resilient modulus of ‘granular materials is very sensitive to the moisture content and density If the laboratory test results are to yield moduli that are correct for the field ‘conditions, itis critical for the field mois- ture content and density to be correctly defined. These data will be needed to explain deflections, roughness, and other dependent variable measurements at the test sites, and the accuracy of the conchu- sions that will be drawn about pavement performance will be compromised ifthe in itu data are not provided or are inade- quate 323 Subsurface _ Observations— “Test pits provide 2 unique opportunity to clearly view a cross section of the Pavement to its full depth across the ‘heelpath. A permanent photographic record can be made to document visual observations. Core holes, even 300 mm (12 in) diameter holes, do not provide ‘an equivalent degree of access beneath the road surface to facilitate such obser- vations, particularly at the subgrade level Direct measurement of pavement layer thickness can be obtained in a test pit. Deficiencies such as subgrade and base- layer rutting can be observed and mea-R19 sured. When a road has been overlaid or built in stage construction, such rutting often goes undetected except by means of a test pit. Surface rut depths and sub- ‘grade rut depths generally differ in mag- nitude. The only way to accurately assess this situation is with atest pit. In a recent survey conducted by the AASHTO Joint Task Force on Ruttng, thirty-two states identified base/subbase distress as a ma- Jjor cause of ruting. It is sometimes possible by means of a test pit to observe the intrusion of subgrade fines into the base/subbase. Erosion of the surface of the base layer due to pumping can also be detected. Drainage deficiencies, either in the base or subgrade, or both layers, can be identified by using a test pit. Because 2 large vertical surface is exposed in a short time period, itis possible to obtain 2 good sense of the flow rate in layers that are near saturation, when water runs into the test pit. In “boxed” construction, ‘where the base and subgrade are not free to drain laterally, drainage deficiencies ‘often go undetected prior to the develop- ‘ment of surface distress. Unless a hydro- static pressure exists, which is uncom- ‘mon, the problem cannot usually be de- tected solely by means of core holes. Degradation of materials also can be observed in test pits. In areas where ground freezing occurs beneath the pave- ment, the effects of frost action on aggre- gates can be detected, particularly where the test pit extends deeper than the nor- ‘mal frost depth. Visual observations of the materials above and below the frost line usually will disclose whether degra- dation has progressed. Finally, it is sometimes possible to ‘observe certain types of distress phenom cena in the cut face ofthe surface course. Examples might include tensile crack formation at the bottom of asphalt con- crete layers and D-cracking in portland ‘cement concrete layers. Shrinkage crack- ing or heaving of swelling subgrade soils ‘can also be observed in test pits Where conditions warrant, consider- ation should be given to excavation of test pits at a downstream sampling area when a test section pavement is sched- tuled for rehabilitation of reconstruction. Site-to-site variation also will be used to identify specific sites where the in- situ parameters are suspect. SPECIFICATIONS FOR MATERIALS 4, PROBLEMS WITH THE ‘TEST PIT Problems with the test pit generally fall into three categories: (1) tane closures and traffic control @) obtaining @ good patch (3) expense. Disruption of the flow of traffic, the difficulty of waffic control in a work zone, and safety of the work crews are related concems that are factors on ally types of highways, It can be expected thatthe excavation and patching of a test pit will take any- ‘where from four to eight hours, de- pending on the surface type and thick ness, and on the number of layers in- volved. Effective signing, crash protection devices, and alert flaggers will bbe needed throughout the process. To ‘minimize disruption in high traffic loca- tions itis possible forthe crews to work at night. It is preferable, however, to work in the daytime to enhance safety and to facilitate visibility for subsur- face observations. Patching can be a problem on both asphalt and concrete pavements. Settle- ‘ment of subsurface layers, which leads to pavement roughness, and water infil tration around the perimeter of the patch fare concems. Reestablishment of the continuity of steel reinforcing bars in ‘concrete surfaces is also a special con- ‘The best quality patching is achieved ‘with careful attention to detail. Highway agency crews demonstrate their knowl- edge and competence in this regard on a daily basis when they make permanent patches at potholes and utility cuts. Good ‘materials comparable to those removed from the test pit, and a high degree of ‘compaction, will overcome the settle- ‘ment problem. For best results in asphalt surfaces the edge of the hole should be primed to promote bonding, and hot as- phalt concrete should be properly com- ppacted. To assure continuity on concrete surfaces the reinforcing bars should be exposed by jackhammering around the edge of the hole, and then the bars can bbe welded or spliced to state specifica- tions to assure continuity. 763 5. ALTERNATIVES TO THE USE OF TEST PITS ‘The alternatives to the use of test pits are less satisfactory because the informa- tion obtained from the alternatives gener- ally is less complete, less reliable, and Tess useful for research applications. ‘Trenching along the shoulder at the ‘edge of the roadway may, in some cases, permit the obtaining of representative samples. Because the trench is not across the wheelpath, however, the opportunity is lost to measure density variations and to observe rating and compaction due to taffic. Furthermore, for many roadways, the base and subbase materials do not extend out under the shoulder, and thus 2 shoulder trench would not provide ac- 55 to the pavement materials, Large-diameter coring, followed by augering into the granular sublayers, also is not entirely a satisfactory substitute for test pits. Water used for coring can cchange the moisture content of the lower layers. It is very difficult to conduct in situ density tests. Finally, it is difficult to obtain representative samples of layers that are relatively thin when using auger methods. Itis possible that in iew of density and moisture content, the borehole pressure ‘meter or the cone penetrometer could be used to obtain related in siru properties ‘These procedures have not been stan~ dardized, however, and itis difficult to know how to use the data to assure that 8 laboratory test specimen, say for a repeated load triaxial test, has been prop- erly compacted, SUMMARY AND CONCLUSIONS Bulk samples of pavement materials that are truly representative, and data on in situ conditions such as density and ‘moisture content, will facilitate the Iabo- ratory testing program and will be very useful‘Standard Recommended Practice for Procedures for Measuring Highway Noise AASHTO DESIGNATION: R 20-94 1. SCOPE 2. GENERAL PROVISIONS 21.1 FHWADP-45-1R, “Sound Procedures for Measuring Highway 11 This recommended practice isto _2._It is recommended that the fol- Noise, 1981." provide guidance in acceptable proce- lowing Federal Highway Administration dares for measuring highway noise Report be used for field measurement of levels. highway noise levels, is doa aie fom he Nationa Tech sical Infomation Senice (NTI) at STIS 3385 Pot Royal Rou. Spraghela Va, 216K Regus NTIS Pitteaton No PE 1S2SH 764Aggregate, crushed: ‘Standard Sizes (M 43) 41 Coarse (M 80) vo Fine (M 6) Lightweight (M 195) ‘Airentraining admixtures for concrete (M 154)... Aluminum Alloy pipe: ‘Alum. Alloy Plate (M219) ..... 348 139 Culvert (M 196) wnane 262 Helically corrugated (M 196) .. 262 Structural Plate (M 219) oun 348 Clad Aluminum sheets (M 196) .. 262 Aluminum paint (M 69) ... 2 ‘Aluminum railing posts (M 193) . 249 ‘Apparatus length change (M 210) 337 Asphalt: ‘Actives and Maier (R15) 724 Cement (M 20) Cur-back: Medium curing (M 82) nun. 69 Rapid curing (M 81) . o Emulsified (M 140) (R 5) ...119, 660, Cationic (M 208) soon 335 Recycling Agents (R 14) 73 Viscosity graded (M 226) 369 B Bituminous mixing plant requirements (M 156) 43 Brick: Building (M114) we 0 Manhole (M 91) . 84 Sewer (M 91) .. 84 Bridge railing posts (M193)... 249 Burlap: Cloth (M 182) vemnrnneneninn 238 c Cadmium, mechanically deposited (M 299) 626 Calcium chloride (Mt 144) PARTI SPECIFICATIONS INDEX Castings: ‘Aluminum railing posts (M 193) 249 Bronze (M 107) 104 Carbon Stee! (M108) cum 93 Corrosion resistant (M 163)... 152 Drainage (M 306) 64s Gray iron (M 105) 96 Steel for bridges (M 192) 247 Cement: Asphalt (See Asphalt) Portland (M 85) eon n ‘Chain link fence (M 181) 29 (Classification of soil and soil agere- gates (M 145) 122 Coal tar pitch (M 118) ML Coarse aggregates, standard sizes (M43) al Coated Dowel Bars (M 258) 458 Concrete admixtures: Air entraining (M 154) ‘Chemical (M 194) 139 Fly ash (M 295) Microsilica (M 307) cronuns 647 Pozzolan (M 295) e Concrete, materials for: Coarse aggregate (M 80) ...... 64 Fine aggregate (M 6) Lightweight aggregate (M 195) 259 Liquid Membrane (M 148) ..... 130 Protective Coatings (M 224) ... 362 Concrete, ready-mixed (M 157) .. 144 Concrete, volumetric Batching (M 241) . Copper: Bearing plates (M 108) nun 105 Sheets and shapes (M 138)... 117 Comrugated metal pipe: Aluminum alloy (M 196) 262 ‘Aluminum coated (M 274) -.... 552 ‘Aluminum-zine alloy (M 289) .. 598 Bituminous coated (M 190)... 243 Calvert (M 36) on pr Underdrains (M 36) vnme 24 Creosote primer (M 121) 13 Culverts, Box (M 259)(M 259M) (M1 273)(M 273M) 464, 485, 534, 543 Calvert pipe: ‘Aluminum alloy (M 196) ou. 262 Bituminous coated metal (M 190) 243 Concrete (M 86)(M 86M) ... 76, 80 Corrugated metal (M 36) (M274) 24, 552 Elliptical (M 207) (M 207M) 318, 326 Reinforced concrete (M 170) (M_170M(M 206) (M 206M)(M 242)... 172, 182, 306, 312, 410 Structural plate for (M_ 167M 16™M) .. 160 Curing materials for concrete: Burlap (M 171) 192 Membrane-forming (Mt 148). 130 Polyethylene sheet (M171) ... 192 Waterproof paper (M171) .... 192 Cut-back asphalt (see Asphalt) D Definitions (M_132)(R 10) .uc114,711 Delivery on structural stee! (M 16071600... 1st Distillation equipment (M 191)... 246 Drain tile: ‘Alumiaum alloy (M 196) 262 Clay M179) crensnnannnns 209 Concrete (M 178M 178M) (M 206)(M 206M ..... 207, 213, 306, 312 Perforated (M 175) (M 175M) . 195, 197 Polyvinyl chloride (PVC) (M 304) 637 Porous (M 176) (M 176M) 199, 203, E Elliptical concrete pipe (M 207) (M 207M... 318, 326 ‘Embankment, materials for (M57) "57 ‘Terms (M 146) 127 Emulsified asphalt: ‘Anionic (M 140) = 19 Cationic (M 208) .. sone 335 Enviroumental (R 7) 661 Epoxy resin adhesives (M 235) ... 386 Epoxy resin systems (M 200) ..... 286 765766, SPECIFICATIONS FOR MATERIALS F Preformed resilient (M 213). 341 Arches: Joint gaskets for concrete pipe Bituminous coated metal Fabrics: 198) : 25 (M 190) . 243 Bituminous saturated Joint sealer, hot poured (M 173) Structural plate (M 167/ Burlap (M 182) 238 (M 282)(M 301) ann 194, 582, 630 M 167M) 160 Geotextiles (M 288) vm $92 Joint seals: Clay (M65) 58 Fence, chain-link (M181) wn... 229 Compression (M 220) 352 Concrete Right-of-Way (M 279) Preformed polychloroprene Drain Tile (See Drain Tile) Barb Wire (M 280) elastomeric (M297) ne 624 Elliptical (M 207) (M 305) (M 207M) anenenie318, 326 Posts (M 281) Perforated (M 175) Filer: L (M 175M) 195,197 For bituminous pavement(M17) 4 Fine aggregate for concrete (M6) 1 for bituminous paving mixtures (M29)... a 6 for masonry (M45) oe 43 Fly Ash (see Concrete Admixtures) Flow table for tests of hydraulic cement (M152) non 133 Forgings: Carbon steel for (M 102) a7 Friction Test Tires (M 261 (M 286) .. .- $05, 589 G Gatvanaedcomings on sel shapes ™ 11) 106 Gaskets, rubber, for joins in pipe (M198) oar : 2s Geotextiles (M 288)... 592 Granular material to control pumping (M 155) se 142 Gravel (see Aggregate) Guard rail: Corrugated steel beams (M 180) 222 ‘Tumbuckles & Shackles (M269) 513 Wire rope (M 30) .. mB x Hydraulic Cements (M 240) 396 1 Insulation board (M 230) cases 377 J Joint filler, expansion: (M 153) .... 137 Mineral (M17) nr 4 Nonextruding and resilient: Bituminous (M 33)... 2 Non bituminous (M153)... 151 Length change apparatus (M 210) 337 Lightweight aggregate (M 195) .... 259 Lime (M 216M 303) ......343, 635 Liquid Compounds for curing ‘concrete (M 148) .. 130 M Manhole sections, concrete (M4 199)0M 199M) 276, 281 Marshall and Hyeem Procedures 12) Mineral filler for bituminous pavement (M 17). Mixing plant requirements, bituminous (M 156) vw 148 Moist rooms and cabinets (M201) 291 Molds for concrete cylinders ne 4 (M 205) 302 ‘Mortar sand (M 45) a N [Nuts (M 291)0M 291M) (M292) ... 603, 605, 606 P Paint: Aluminum (M 69) e Ready-Mixed: Silico chromate (M 229) wu. 374 Painting, Evaluation of Blast Cleaned Surfaces (M 271) wane 533, Piling, sheet steel (M202/M 202M) 293 Pipe: ‘Aluminum alley: Culvert (M 196) 262 Underdrains (Mi 197/ M 197M) 22 Aluminum-coated (M 274)... 552 ‘Aluminum-zine alloy (M 289). 598, Porous (M 176) (M 176M) 199, 203 Reinforced Arch (M 206) (M 206M) +306, 312 Reinforced culvert and sewer (M4. 170)(M TOM) 172, 182 Sewer and storm drain (M86) 76 Terms (M 262) crosses 508 Comugated metal: Bituminous coated (M 190) .. 243 Culvert (M 36M 36M) 24 Underdrains (M 36(M 36M). 24 Corrugated polyethylene (M 294) on von 616 Plastic (M 252\(M 268) «451, 511 (M278) .. 565 ‘Structural plate for (M 167M 167M) .... 160 Pitch, coal tar (M 418) mm Polyethylene: Sheeting (M171) nso 192 Corrugated pipe (M 294) 616 Polystyrene Insulation (M 230)... 377 Portland cement (M 85)... n Air-entraining additives (M 154) 139 Pozzolan (see Concrete Admixtures) Preservatives, timber (M133) co. 114 Protective coatings (M 224) (M283) renner 362, 420 Primer: Creosote (M121) ecninnnee 113 Inorganic Zinc Rich (M 300) «627 Pumping, granular material for M135) eevee 142 Q Quality assurance (R 9) em) 663, 115 R Ready-mixed concrete (M157)... 144 Ready-mixed paint: Silico Chromate (M229) san. 374SPECIFICATIONS FOR MATERIALS 161 Reinforced concrete pipe Bar or rod mats u (M170) (ME 170M) 72,182 OM S4MSEM) svonne 50 Reinforcement for concrete (sce Stel) Billet bars (M31) Underdrsins (M 31M) .. 10,15 Clay (M 65) ... a ‘58 Dowel bars (M 254) nnn. 458° Concrete (M 175) 175M) Epoxy Coated (M 284/ (M 176)(M 176M) s M 286M) nn 53 mgd me Co 19% 208 High Swrength Bar (M 275) .. 555 Pocragated met Bitumninous minures (M29). 6 Sands wie AEOOS) a Bag Conagatedpolveyien pipe Concrete (M 6) Welded wire fabric (M 53) ea ad Mortar (M 45) ean suas Pesfonted Sewer pipe: Baa 7 ‘Concrete (M 175) Concrete (M 86) . ee 1 MEN 917 Elipcal M207) aiasze Deformed M225) 365 Mise 7 pee ie we ‘Suress-relieved (M 203) ' Sutwcad concras (208) 295,299 (M 206M) 172, 182, 306, 312 Sheet piling (M 202/M1 202M) 293 v a ag Steel anchor bolts (M3137 Signs Reflective Mercia tM) 649 Viscosity graded asphalt (M 226) 369 (M 268)(M 290) 512, 601 ines Size of coarse aggregate (M 43) 41 Bars and shafting (M 169) a ph 25M 25ND 0 w Sor SIC RET ns 120 OR TSIM TSM OU 9) 260,526 Wier M258) sseoscone 618 Soil and soil-aggregates CColumbium-Vanadium (M4 223/ Waterproofing, matrals for ‘Classification (M 145) 122 M233M) .... ~ 3599 ‘Subbase, base and surface courses (M 147) 128 Specific gravity terms (M132) 114 Subsurface Investigations 13) nm ‘Terms (M 146) 127 Senge bbe expansion on filer (M153) ssocnonmnmnennninsnns 137 Steet: Castings, bronze (M 107) 104 Castings, corrosion resistant (M 285/M 285M) vw 584 Castings (M 103/M 103M) 93 Castings, gray iron: (M 105)... 96 Castings, nickel (M 163/ M163M) 152 Casing for bridges 19) M 192M)... 247 Coatings Cadmium (M 299) 626 Zine (M 298) 62s Forgings (M 102) 7 Reinforcing: ‘Axle bars (M S3/M 53M)... 45 Delivery of (M 160/ M 160M) .... 151 High Strength bolts (M 164) (M 164M) (M 253) (M 253M) ... 158, 159, 456, 457 Hiigh Strength low alloy (M 221M 222M) (M3131M 313M) High Strength: Structural (M 183) (M 222/ M.222M) (M 223/M 223M) 357, 649 240, 357, 359 ‘Stone, crushed (see Aggregate) Materials (M $7) eocccconnnn 57 Terms (M 146) .. 127 T Tile, drain (see Drain Tile) Timber: Preservatives for (M 133) us ‘Structural (M 168) . 166 13 Coal-tar pitch (M 118) au Creosote (M121) nnn Primers: Cre0s0te (M 121) snnninsnee 13 Wire rope: Bridge (M277) coe 559 Wire reinforcement: ‘Stress relieved (M 204) ecu: 299 Welded fabric (M $5) (M 221) srsonennnenennne 93, 353 Cold drawn (M32) 19 Deformed (M 225)... 365 z Zine: Coated sheets (M 218) 345 Coatings on steel shapes (M1) snr 106 Hot-Dip (M232), 382 Inorganic Zine Rich Primer (M300)... ‘Mechanically deposited on steel and iron (M 298) es Slab (M 120) oes nz on