AN EXPERIMENTAL STUDY OF THE EFFECT OF LUBRICATING .OIL - UPON ASPHALT SURFACES . 'Thesis for the Degree of B. 5. Adam J. Sajkowski . 1928 ' .4: If] .' t ’1 ’4" ’ T/ A -« b ’ l ’l , . If"... , . ‘1! “H A g L £’ 1 L J SUFPL ,TAENTARY AfiT’ifWAL W £2ACK OF BOOK JOU {-vlt-L Ill;l-l- 1 An Experimental Study of the Effect of Lubricating 011 upon Asphalt Surfaces. A Thesis Submitted to The Faculty of Iichigan State College of Agriculture and Applied Science. By Adam J.'§ajkowak1 Candidate for Degree of Bachelor of Science. June 1928. THESIS New instruments of locomotion. a greater volume of traffic, a greater weight in loads, and vastly increased rapidity in road travel have between then brought us to an issue. The road is one of-the greatest fundamental institutions of mankind. We forget this Because we take it for granted. It seems to be so necessary and natural a part of all human life that we forget that it ever had sn-origin orAdevelopment, or that it is as much the creation or man as the city and the laws. Not only is the road one of the great human institut- ions because it is fundamental to social existence. but also ‘because its varied effect appears in every department of the State. It is the road which.determine§ the sites of many cities and the growth and nourishment of all. It is the road which controls the develOpnent of strategies and fixes the sites of battles. It is the road that gives its frame-work to all economic deveIOpment. It is the road which is the channel of all trade, and, what is more important, of all ideas. In its most humble functions it is a necessary guide without which progress from place to place would he a ceaseless experiment. It is a sustenance without which organized soc- iety would be impossible. Hence the road moves and controls all history. N A road system, once established, deve10pes at its pointr of concentration the nerve centers of the society it serwg and the material rise and decline or a state are better 183%93 measured by the condition in its communications-that is, of its roads-than by any other criterion. The construction, the trace, and the whole character of the road change with new social needs and habits, with the facilities of natural science, their rise and decline. But this perpetual change, which effects the road as it does arch- itecture and every other work of man, is especially marked hy certain critical phases, one of which we have now entered. There are moments in the history of the road in any society where the whole use of it, the construction of it, and its character have to be transformed. One such moment, for inst- _ ance, was when there first appeared large organized armies. It occurred whenever some new method of progression succeeded the old. It occurred at similar critical turning-points in the history of the road not only when any of these things arose, but also when they declined or disappeared. The appe- arance of great cities, their sudden expansion or their decay, or the new deeds of a new type of commerce-and its disappea- rance-bring a whole road system to one of these revolutionary points. we have had five great moments of this kind in the history of the road. system: the moment when British trackaway was superseded by the Roman military road; the moment when the latter declined in the Dark Ages; the moment when the media- val system of local roads grew up on the basis of the old Roman trunk roads and around them; the moment when this in its turn declined in the later sixteenth and seventeenth centuries; and the re-casting of the road system by the turnpike of the 3. eighteenth and early nineteenth centuries. To-day the sixth great change is upon us. The need of a road to withstand the increasing traffic problem. In our present day civilization our road systems and th- eir construction are far and varied. Climatic conditions, geological formations, and human element, enter into the prob- lem. There are many types of roads, each having preperties which make it suitable in regard to locality and the condit- ions encountered at one place and not do at all at another. However I will treat one phase of road that is prominent now, sheet asphalt pavement, and the effect oil has upon its sur- face. Bitumen isca mixture of native or pergenous hydrocarbons and their non-metallic derivatives, which may be gases, liquids, viscous liquids, or solids, and which are soluble in carbon disulphide. The word bitumen was at one time applied only to certain naturally occurring materials of more or less solid consistency which were black and sticky, and which were usua- 11y associated with rock or clay deposits. In connection with highway work this term now includes that portion of petroleum asphalt and tar products, whether crude or refined, which are soluble in a liquid chemical substance known as carbon disul- phide. The term bituminous material is even broader in its scape and is applied both to bitumen and materials contain- ing bitumen. The bituminous materials are used in a variety of ways, in the treatment and construction of highways, the more important being as dust palliatives, in the construcUon 4. of bituminous mats or carpets, in the highway structure proper, as fillers, as fluxes and as impregnating materials. Asphalt is a solid or semi-solid sticky product formed by the partial evaporation or distillation of certain petrol- eums, and if produced by natural agencies it is called native asphalt and often occurs mixed with considerable quantities of water, gas, vegetable matter and earth or clay. If, on the other hand, the asphalt is directly manufactured from pet- roleum, it is sometimes called petroleum asphalt and is pract- ically pure bitumen. When asphalt occurs impregnating a por- ous rock such as sandstone or limestone, it is called rock asphalt. This material contains only a limited amount of bitumen and is mostly rock. Native asphalts are widely dist- ributed over the earth, and history records a knowledge of their occurrence and use prior to-petroleum. -They are known to have been used in 2000 B. C. as a cementing material in" construction of brick in the city of Babylon. They were used for a similar purpose by the Incas of South America long be-- fore the discovery of the Americas by the white race. Evidence has also been presented of their use in highway const- ruction by these people. -They are mainly found at or near the surface of the earth, altho in certain instances-they-are obtained in an almost-pure-state from veins or seams in rock formations where they occur in much the same manner as coal. Those at or near the surface of the earth usually contain appreciable quantities of non~bituminous impurities such as water, vegetable matter and mineral matter. 'It is almost- 5. impossible to remove all of these impurities by refining-pro-' cesses so that, unless originally occurring in a pure state, the refined native asphalt does not contain as high a percent- age of bitumen as do refined petroleums. 'Where the asphalt occurs impregnating a porous reservour rock the entire depos‘t is called rock asphalt. .In such cases the percentage of min« eral matter is greatly in excess of the pure asphalt. When they occur at the surface of the earth as a seepage into a natural basin they are commonly known as lake asphalts.- The lake asphalts are more widely known and are obtained in great-- or quantities than any-other form of native asphalt.»i Highways in which asphalt is used is almost invariably composed of two or-more courses. The_upper,or wearing course is called-the pavement provided it has a substantial thickness, usually of one or more inches. 'When asphalt is used in the. superficial treatment of any pavements to produce, with a subsequent apolication of stone chips, snad,ietc., a thin blanket course, such a superficial course is called an saphalt carpet or asphalt seal coat.-* The bottom course of a.highway which is laid directly up on the sub-grade, is ordinarily called the foundation or base and if courses are placed between the foundation and the pave~ ment they are-called intermediate courses.- When sub-grade.- conditions are particularly bad a course is sometimes-placed= below what would ordinarily-be considered-the foundation, in which case it is termed a sub-base.- Asphalt pavements are laid upon a variety of foundations or intermediate courses which may or may not be of the same type as the pavement preper. The most types of foandation are the broken stone or macadam foundation, the Telford found- ation, the cement conctete foundation, and the bituminous conctete foundation.- Asphalt pavements are frequently laid upon old pavements such as macadam, cement concrete, brick or sone black, in which case the old highway structure as it exis+s is usually referred to as foundation.- A sheet asphalt pavement is one having a wearing cturse- composed of a‘medhanical mixture of aSphalt cemen with a carefully graded sand and_a finely divided mineral filler. This mixture is commonly callei tOpping or surface.--Irrespo ective of the kind of foundation, the wearing course is ordin- arily laid upon an intermediate course of asphalticiconcrete- called the binder. -?here are two types of bindor known ass the Open binder and close binder. The former, as-its name- implies, has a rather Open or porous texture due to the fact that it consists of,a single commercial mix of broken stone, the fragments of which are-coated and bound together-with.- asphalt cement. Close binder, which is more commonly used. is composed of a mixture of broken stone and sand with_asph- alt cement, the preportion of sand being sufficient to fill the large voids in the-stone aggregate, thus producing a bit- uminous conctete of relatively close texture which is-nore impervious and offers-greater resistance to displacement than the Open binder. rThe foundation is ordinarily newly laid - Portland cement-conctete,-although old‘pavements such as . brick, stone block, conctefe and broken stone may often be utilized to produce satisfactory and economical results. Sheet asphalt pavements are smooth. non-productive of dust, almost noisless, waterproof and easy to clean. They are capable of sustaining.very heavy traffic and.also last well under light traffic, therefore well adapted for business and residence streets and the facility»with which they may be- kept clean makes them especially desirable in tenement dist-. ricts. They are easy to repair and offer but slight resist- ance to traffic. They are somewhat softer in summer than in winter but when prOperly laid never become too soft for. use. even in the hottest weather. ,when dry and clean-the surface is not slippery and its slipperiness in moist or drizzly weather is largely due to the presence of a thin film of mud . caused by the collection of street_detritus, and this can be greatly reduced by washing or keeping them clean. The sheet asphalt pavement through many years of use has successfully demonstrated its ability to meet requirements ofn such wide variations of traffic.and climatic conditions .that has become one of the most pepular and extensively used types of pavement yet developed. As proof of the serviceability of the sheet asphalt pavement, Fifth Avenue, New fork, said to carry the heaviest travel of any street in the world is worthy. of special mention, although many other striking examples might also be cited.r Sections of this pavement from five to twenty years old give wonderful-evidence of the adaptibility of sheet asphalt to severe traffic conditions. In addition 8. to the thousands of quick moving business and pleasure veh- . icles which daily traverse this pavement there are in Operat-' ion 275 motor buses, each carrying 48 passengers. These buses weigh five tons empty and when full about eight and one-half tons each. In addition to the behavior of the pavement under this traffic, it is of interest to note that the longest re- corded tire life for motor buses has been obtained on Fifth Avenue. The great Pershing parade with its ponderous trucks and caterpillar tanks traversed Fifth Avenue producing no per- manent injury and marring the surface to such an extent that regular trrffic soon obliterated every sign of its passage. The total thickness of a sheet asphalt pavement is usua- lly made three inches. Sometimes this thickness is prOport- ional to one inch of binder and two inches of tOpning, but better practice calls for one and one half inches of.each. The binder serves to true up unavoidable inequalities.in-the foundation, prevent slipping or shoving of-the tOpoing and increase the stability of the pavement for any given total - thickness. A properly constructed sheet asphalt pavement wears very slowly and uniformly under traffic which accounts for long service record. Fast moving rubber tired vehicles produce but little noticeable wear and in fact the pavement often appears to improve under the traffic providing the grading of the aggregate and the consistency of asphalt have been Jud- iciously controlled. The kneading action of such traffic, if concentrated, together with the mist of oil from the 9. exhaust of motor driven vehicles combine to consolidate and vnliven the surface until almost the annearsnceof a dense rubber mat. Accumulations of oil drippings from standing vehicles if allowed to collect in-excess will, however, soften asphalt to such an extent that disintegration will follow. Such accumulations should therefore.not-be pernitied to occur. Gas leaks will also cause disintegration by similar action. Some traffic is essential to the long life of the pavement as an untraveled street tends to harden more rapidly with age than one constantly kneaded “y traffic, and cracking follows with accompanying disintegration due to frost action. Before the generally accepted grading for paving-sandsv was determined, the question of voids was nossihlv regarded as of greater importance and.interest fhan at the present. It was at first considered that the total percentage of voids - in a sand should he as low as possible and that all the voids should he comple+ely filled with asphalt cement. or recent years, however, the tendency has been to keep the voids as small as possible in size and use sufficient asphalt cement to thorougly coat all the particles regardless of whether or not this completely filled the voids.i A solid rock or stone would possess-no voids at all, but it would not be a sheet asphalt pavement;-also, of two sands having approximately-the same mesh compositionland different percentages of voids, the one to he. preferred would usually hve the larger total percent-- age of voids and yet have them smaller in size than the othsr. So many considerations enter-into the selection of a sand for 10. paving use that there is a danger of too great attention be- ing given to the subject of voids, if one hecones an enthus- iast on the suhject. 1i‘ron a theoretical standpoint a sand composed of Spheres of the same size should h:ve approximately 26f of voids, hut in practise it is impossihle to obtain this figure owing to the difficulty of compacting the soheres to the maxinum point, and the nearest alhroach to it hws prod-. uced a mixture showing 31% of voids. Where the grains are of 'unlform size the percentage of voids will vary with the shape. of the grains Lut not with the size of them. The void theory on ashhol+ miz+ures was torkefi out and tried ut Over twenty years aro. FXperitentsl pavcrentl were laid with high dust and low hitumen but while they were more stahle, o+her characteristics made them undesirable excepting for use under abnormal concitions which are selflom met with - even in the traffic of to-ooy. Samples taken fror the work showed extrbtely high density and.mhenever the hitumen content happenefl to run a fraction of a percent more than that just. required to till the voids. the orvement flushefi under the rollers and the rakers complainefl of the material being too stiff to rake readily. It has heen found that the higher-the percent of filler the more rapid is the drOp in stahility with changes in bitumen.contents, and the pavement will not have the life and enduring qualities that can'be obtained from a mixture containing more hitumen. A filler is a material used to fill in the interstices between the grains of sand in the wenring course and render 11. it more compact and dense. _Fineness is therefore an essen+ial requirement. As very little of the sand used passes a 200 mesh sieve and as a considerable quantity of it does pass a 100 mesh sieve, it is apparent that the bulk of the filler should pass the former. Most specifications require that at least 66% of the tiller shall pass a2OO mesh sieve. The finer the portion which passes the 200 mesh sieve the better the filler, and two fillers, both showing the same amount of 200 mesh material. may vary very greatly in this respect. Generally speaking a.filler should be free from organic matt-- er, should be composed of particles to which bitumen will adhere readily and should he capahle of packing solidly to- . gether when dry. This last prOperty adds greatly to the sta- bility of the mixture to which the filler is added.- A great variety of materials have been used as fillers, includina rock dust or almost,every sort. Portland cement, natural cement. ground silica. slaked lime. clay,.marl. fine sand dust from dust collectors and ground waste lime from beet sugar factories. Sand constitutes from 75 to 80% or a sheet saphalt pave- ment and takes practically all the near resulting from traftic. Sand for paving work, therefore, must be hard. clean grained and moderately sharp and must have a suitable meshcomposit- ion. The surfaces of the grains must be of such a character that asphalt cement will satisfactorily adhere-to them. The exhaustive investigations coupled with many years of practical experience have led,to ths'adOption of the la. following two standard gradings for light and the other for heavy traffic. In actual work, an endeavor is made to appro- ach one these standards closely as possible within specific limits. Typical specifications of the U. S. Bureau of Public Roads, which-are essentially the same as the Specifications adOpted in 1916 by the American Society for Xunicipal Impro- vements, calls for the following limitations of grading. A sample sand alone will be seldom found to meet such specific limits and recourse must frequently be had to a mixture of two or more sands in order to secure the desired grading. Standard Sand Grad ings. Sieves. Heavy traf’ic ~Light . percent. traffic. Passing 10 mesh, retained on 20 mesh._ 5- 10- Passing 20 mesh, retained on 30 mesh. . 8 23 -10 35 Passing 30 mesh, retained on 40 mesh. 10 - A - 15- Passing 40 mesh, retained on 50 mesh. - 13- ,. 15- Passing 50 mesh, retained on 80 mesh. ' 30- #3 - 30- 45 Passing 80 mesh, retained on 100 mesh. - 17- - 10- Passing 100 mesh, retained on 200 mesh. 17 34 - 10 2O Passing 200 mesh....................... 0- ' O- In the small city and town the problem of traffic regul- ation is a simple one-and the increase in the street use ihich occurs on certain days and adds a certain amount of life and interest which-is an agreeable change from the monotony' of eiistance in a provincial community.- As the town becomes a city and as the city continues to grow the increase in tra- ffic results in congestion with its attendant delays and 13. dangers. The greater speed and flexibility of the motor- vehicle has greatly increased the capacity of streets so far as traffic movement is concerned, but the parking of motor cars along the curb, whe‘her parallel therewith or at right angles thereto or in the center of the roadway where its width is sufficient, has reduced the available space for moving traffic, and in many cases roadways have had to-be widened at the expense of the sidewalks.- As the character of the street surface is generally improved,-motor traffic will become more diffused and the problem so far as moving vehicles are concernedeill tend to take care of itself. Under traffic the-surface of the pavement is abraded and gradually wears off and the mineral particles exposed on the tap are more or less crushed and broken. ‘Where these- particles are large this crushing action is plainly notice- able, but with the smaller particles of sand it is hard to detect it. Under heavy traffic and'unfavorable weather cond- itions, these crushed grains become-active centers of disint- egration.- The crushed particles are not bound together by the asphalt cement and are soon swept away.- The holes thus made in the pavement serve to retain the moisture and the edges of the holes are-eventually-more or less broken down, thus en- larging the hole. This condition reproduced all over the surface tends to make it wear away much more rapidly than wpuld otherwise be the case. ‘The.effect of this action, which at first glance appears trivial, has been so well est- ablished by years of investigation and experience that it has l4. become axionatic in the paving industry that the heavier the traffic the finer must be the particles composing the miner- al aggregate.p In hot weather, when the pavement is plastic, the abrasion of the surface is much less than in cold weather, when the pavement-is hard and possesses but little plastic-- ity. ' The deterioration which eventually renders repairs nec- essary commences as soon as the pavement is laid and may be broadly classified under the following heads: 1. Defects due to the wear and tear of traffic; '2. defects caused by the deterioration, thru age and exposure of the bituminous cement- ing material used;, 3. defects in construction. .I will now endeavor to show you how lubrication oil affects asphalt surfaces. Assuming that the sheet asohalt pavement is acted upon by heavy traffic. which is the case in summer. then according to the specifications of the U. 8. Bureau of-Public Roads, the standard sand grading reduired is the-following: Sieves. - . Percent Passing 10 mesh, retained on 20 mesh. - - 5- Passing 20 mesh, retained on 30 mesh. 8 23 Passing 30 mesh, retained on 40 mesh. 10- Passing 40_mesh, retained on 50 mesh. 13- Passing 50 mesh, retained on 80 mesh. - 30--43 Passing 30 mesh, retained on 100 mesh. 17* Passing 100 mesh, retained on 200 mesh 17 34 Passing 200 mesh...................... 0- However, sand of Just that grading was not obtainable, and so a mixture of two sands, A‘& B was resorted to produce the. soecified, by making combinations of the individual screen- ings. Sieves. .._ . A fl 3% Passing 10 mesh, retained on 20 mesh. "1.24- 8.12-' Passing 20 mesh, retained on 30 mesh. 2.36 7.9 31.3 55.22 Passing 30 mesh, retained on 40 mesh. 4.}- 15.8- Passing 40 mesh, ratained on 50 mesh. 23.”- 23.:- 63.43 33.7 Passing 50 mesh, retained on 80 mesh. 40.48- 15.5- Passing 80 mesh, retained on 100 mesh. 14.72- 3,98- Passing lOO’mesh, retained on 200 mesh. 10.58! [1.71 6.18 Passing zoo mesh....................... 3.3233°62 .50- In order to obtain a comparison, four fillers, namely, Peerless Portland cement, celite, silica dust, and limestone dust were used in preparing the samples of asphalt surfaces, of different composition and varying percentages of constit- uents. The asohalt employed was one commonly used in Mich.- igan and known as Indiana Paving Asphalt "3", whose specific- ations, as given by the 9tandard Oil Company, are: Grade Number 3 Penetration at 77°F. 40-50 Penetration at 32'F-N.L.T. 12 Penetration at 115°F.-N.2.T. 250 Melting point.’Ball & Ring method)'?.-N.L.T. 120 Specific Gravity o 770F.-W.L.T. 1.00 Flash Poinr‘?.-N.L.T. 460 l6. 5 Hr Loss a 325°F. z-v.m.r. 20 Pen. of Residue(% of orig.) -W.L.T. - ‘ 60 Ductility a 77°F.-cms.-N.L.s. 100 Solubility in csz-s-N.L.T. 99.5 Solubility in CCll-F-N.L.T. '99.0 All tests A.S.T.M. Standard. N.L.T.......... Not Less Than. N.M.T...........Not More Than. The lubricating oil with which the experiment and tests were carried out was medium Gargoyle Hobiloil "A", produced by the Vacuum Oil Company, whose specifications are: Gravity 925 Cold Test.. 20 Flash Test. . p 375 Fire Test. 420 Viscosity at 104-430 Viscosity at a .4 140-173 Viscosity at , 210-57-58 Viscosity Engler- 13.0 at 40 C , 7.1 at 50 C, 4.6 at 600, 1.75 at 1000. Viscosity Redwood 140 F.-l45 Color . 5.90 The method used in preparing samples of sheet asphalt was carried out in the same manner and identically as commer- cially employed, except on a much smaller scale, within lab-. oratory means. .The-sand was warmed to drive away the dust particles and then mixed with the filler, both of which are heated to a temperature of 3500?. The asphalt is melted and 1?. brought up to the same temperature. Then the latter is pour- ed into the mixture and the product stirred until uniformly.' coated. ‘At a tehperature.ranging from 300 to 325 degrees F., preferably the latter, the asohalt mixture is compressed and rolled into the sheet and form desired on pavement construc- tion. Before applied on the joh-, A Tat Test is taken of the asphalt mixture, to determine its character. A small wooden paddle with a hlade 3 or 4 in. wide, 5 or 6 in. long, and t in. thick,.tapered to an edge at-one end and with a convenient handle at the other, is used to take as much of the hot mixture from fhe wagon as it will hold, taking a sample representative of the average mixture. oA piece of brown Manila pacer with a fairly smooth surface, 10 to 12 in. wide, is creased down the middle and Opened out on some very firm and smooth-surface or wood not stone or metal, which would conduct heat too rapidly. The hot mixture is drOpoed into the paper-sideways from the paddle and half of the paper doubled over on it.- The mixture is then-pressedw down flat with a block of wood of convenient size until the. surface is flat. It is then struck five or six sharp blows with the block until the pat is about i in. thick.r The paper will be found to he stained to a different degree, depending upon whether there is a.deficiency, a prOper amount or an excess present. In this way the amount of asphalt-cement to use in making a mixture can he readily regulated, and the pat papers obtained will be evidence of the character of the- . mixture turned out. In the-laboratory the same performance 18. is followed through. The test samnles consisted of twenty different combina- tions of asphalt, sand and filler, using four different fill- ers, and having five varied proportions to each filler. .The asphalt surfaces were prepared under the same conditions and in the manner explained above.‘ A Pat test was made of each. (look into the pocket for the same.) . The samples were form- ed into cubes in a device constructed for that purpose, and cospressed to the required force of five thousand lbs to the souare inch under a hand Operated Rhiele testing machine. Being only five—eights inch in dis. the compression-necess- ary was 1530 lbs, inorder to make them of the same specific gravity. (see dr wing.) The prepared samples were allowed to stand alone for a few days,.then each was weighed carefully to four decimal places, and suspended into the lubricating oil. (notice drawings.) Every few days the same samples were weighed again, and any change in them noted. The following are the asphalt mixtures, numbered so as to designate them more easily and rapidly when referring to the same. ' #1 42 £3 15f cement. 16% cement. . 15% cement. 12% asnhalt. 11% asohalt. 10f asphalt. 73/ sand. 73? sand. 75% sand. f4 14% cement. 11% asphalt. 757 sand. #7 6% celite. 15% asphalt. 795 sand. 310 5% celite. 14% saphalt. 81% sand. #13 13% silica dust. 11% asphalt. 75% sand. #16 14% 11% 75% limestone dust. asphalt. sand. ?19 16% 111 asphalt. I 73% sand 0 limestone dust. 4c .4 '—J 5% cement. H 11 -’~‘ asphalt. 74f sand. 19. 46 7f celite. 15f asphalt. 73f sand. so 5% celite. 13% asphalt. 15f asphalt. 72f sand. 80fl sand. ”11 912 15% silica dust. 15¢ silica dust. 11% asphalt. 12% asphalt. 747 sand. 73% sand. #14 {.115 15$ silica dust. 14f silica dust. 10% aSphult. 11¢ asphalt. 75% sand. 75% sand. 31? 913 15% limestone dust. 157 limestone dust. 11¢ asphalt. 12% asphalt. 74% sand.r 737 sand. #20 ,15fi limestone dust. 10X saphalt. 75fl sand. 20. DATA. Deterioration. in %. Sample # Time. 2 days. 6 days 8 days. 12 days 1 .77 6.19 9.21 14.63 2 2.99 7.19 10.7 14.93 3 2.65 7.96 12.15 17.46 4 1.97 4.87 7.42 10.32 5 1.67 5.39 7.72 11.44 Average/ 2.03 6.23 9.44 13.76 6 3.43 9.51 13.77 19.85 7 4.23 .3,59 11.17 15.63 8 3.51 7.19 10.15 13.83 9 1.49 7.03 10.02 12.74 10 1.43 6.12 10.64 13.50 Average] 2.82 7.71 11.15 15.11 11 4.95 8.12 13.48 16.67 12 4.03 10.22 15.37 22.55 13 3.44 8.09 11.68 16.33 14 5.33 9.52 14.41 18.60 15 3.82 10,17 14.99 21.34 Averagg/ 4.31 9.22 14.19 19.10 16 5.80 -12.01 19.21 -25.42 17 4.39 10.44 16.03 22.08 18 8.94 16.75 21.99 29.80 19 2.54 6.93 14.86 19.30 20 2.67 7.59 15.38 20.30 Average] 4.87 10.75 17.49 23.30 Z/flKCL‘MZ/Z/fl.) 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OO—q- 9“ VI +fv—vi o-o.thf*Hf—bq§.-.f-. fi%?+oo1o—o—g—voo—f.- toaoo-o-f-QH _ A .— I kl .— .10 T ' 4p—9+.-J O-fO-—-§O-$—Ou—%de-O-o§¥to IoL-o—v—oc-l-J I.-.—....._. jE‘."*"f—: -- ~~~c0< f \“r, o 3-0 - ¢~o4$—o—o—~.—H—¢--b-o '9‘» 1y D-O-hy-O—O-h .9 1..-.41.--» —.. . . . v—r- «q VL ‘ MW L‘O—H-O4 é-Q-ba kl.- O~ D-Of‘wOvH >f¢—o—o—.—¢$-v >o-o-o our..- ~-‘o-o~.—f—o '-*- ' I: 5‘ !; ' L > srfoH M 9—. plyQQWOOQ- low .+..--r,. ’44 ——_L 44—9..-.g-Y 010‘- L f - . AA A 4' - I AA W' "' '2‘ *n I}; “first , p1; *f‘fi Innr Hr‘rtz- : "tfitv L 1A 1: 3931103 ELVLS NVSIHDIH MICHIGAN STATE COLLEGE ‘ .-‘ ‘5 O -C§ .3—u9... #0.. 00$v-461 .0. .-..».;;8—o., yous—J... out-904-0 « 95.0 woo-.~¢ *. c.4oeo-hqv - I Q...o‘—>Ooov..o {Divot-0-.“ ,. ‘ l C co-aoooo- .09....- OO¢OOOO- a-..-4—.oo 0 .0006 .0 .‘O — ~o—q- -o-< *- oct- o 0....00n- 0-00 I. I Q-g—l- . . fitvyvob oéw-c—qv- 0.44.6.0 .»o-».. o»;—¢ r. '- - - .0. .--¢ 4— 00-901 * ‘ Aoo4—foooo tycooo r901. - .-..-—-.L--o o—o“ -v o—~—-o - - ‘ 'V' 000- . , oaocoa»o—— oo-OQ-Q‘. I~ .- éo—bo o»-‘ ‘ I .a -—,‘oo~o o-qo-coq‘. - r~ poo¢eooa. i-o—o-‘o—Q‘ . 4....4... 1+1 6-o-o-c o—v“. 0—0-0 ' - v-OOA-O-o-n ‘OOWO 0—4 O‘.—¢§ooo¢ ‘ oaoO-éo—b w‘ . .‘-—-+oa- fix fiq—o-o a. I - + --' ' ‘00.‘&~o--‘ ,5..-¢-oo_. 9». 0 +9- J¢+4 44a v-o - o . o -o Qo—o—w-t |~..¢_«¢ Foo fiH—L oo»-a‘—$r£.$-.—.. . . . , . . -..¢£ 1.. 66—.yo. .&+~._q_¢. Jr... 0—... H+,. ‘ -¢-OO-¢6—v‘—n .. 0L... ‘, V..‘- y , , - -‘—obl-— ‘M-Oo-$4o-o ~~ A—o‘o4¢-¢ 0“ ‘.—od 00“ — i 44-§+»+o -- .Q—o - Loé o++l f 1-4 6 -o-q.1.-... V“ .‘O o n- --o _, ...-_-..A, c v .‘ cJ-‘oo—voi? ... 33-0—4 -t-o t—Lf4 .4 9— I . L-H-o- o4» W-‘ C O "‘ O U *. O‘ u-« .a H . 0—; ch~0 0 y—o $ ~L--.§ 5-; o-v—o —o ‘-O H 0-. ‘ o 2 f—&-. 9—5 ~$--¢T&H¢ ‘. -—o——.--4-o—b- ~--L .4. o- o—;. J o o .._ LL . o - a. . b*- o‘——0 - . ' “‘ *9"-‘ ~' . p - 0 Id ‘ o ~o- - ‘ H7" v-‘- _ . . , —-..—u-o-o-'-Y-¢—o--o-o-¢- ~+I_‘1—¢-. . § 0 . pa. +‘ .44 H . _ ..—o‘ J g O —-Q- — . .--4 po-w-‘oHO-o F‘“ .~$-— ‘ - I —~v‘ ‘4 . ,._‘ o—n—O~L b-bo—’o—o—$ -OO-O V.. M- -¢.‘- +-.- O “4*. --I-4-I\-.~T1—o - . ' .0—‘=v+y>‘ 5- 4- - ' - g-pcy; ....1 6 o-+-.._ $.14. .- O 06—. o-_¢ ~+. L> 45.-.. .. DEPARTMENT OF HATHIHATIC. MICHIGAN STATE COLLEGE i i o ruo—o .- r*« 44-. JJ ‘ 04-.4.‘ b c§-o or+‘- <4-0L0- MICHIGAN STATE COLLEGE --47. -«47 H_.-.‘, «Lo-c . - ._.-o~¢¢o coo—0*. ‘40 ¢-- ovum-m tan- or MA'mmAflco Based upon the results obtained, lubricating oil deterio- rates sheet asphalt. vThe mixture usins cement as a filler showed the least change of the four, that of 13.76% average, in 12 days time, followed by cel ite, silica dust and limest- one dust; the latter scoring 23.305-average, slightly less than twice as much as cement. From the tests performed the following mixtures rate the least effected by the oil. deterioration in%% . 'Cement. £4 10 32 Celite #9 i¢;74 Silica dust. 913 16:33 Limestone dust. #19 .19.30 The lubricating oil softened the asphalt mixture to such an extent as to break the immediate bond existing between the asphalt. sand and filler. The surface particles of the sam- ple disintegrated and fell away from the main body, which appeared minutely like a honey comb section.' A slight frict- ion of the oil immersed area.tended to cause the sand to break away in individual grained Naturally being of a fairly dark color, the oil assumed a-muddy appearance. for the period of time it had remained. To all indications the 011 ate its way into the granular structure, whose bond was not sufficie~ nt to withstand the attack. Cement. due to its binding quali- ties, seemed alone more able to Oppose the deterioration,e mainly because the viscious liquid.like oil in a way formed- a cementing action not possible by the others. Were these asphalt surfaces subjected to traction, and the elements, there is no doubt the deterioration -would be creator. However, it 22. would be proportional to the-existing conditions and the design of the mix, as shown by the results. All bituminous materials used in paving work deterior- ate upon exposure to the elements and to the rotting action of escaping gas; water and street liQuids. The lighter oils contained in them gradually volatilize, thus hardening the remaining bitumen.' As the hardening process goes on. the pa- vement loses its plasticity and wears-away with increased-- rapidity. Eventually the bitumen loses its elasticity and the pavement cracks. The edges of these cracks crumble away- and the cracks became sufficiently wide to be plainly felt.- by vehicles passing over them. The bunping action previously described in connection with waviness is produced and adds to the rapidity with which crumbling takes place.. In order to guard against this and prolong the effective life of the pavement; the asphalt cement used in its construction is made as soft as possible without rendering the pavement too mushy when new.. The extent to which this can be carried de- pends unon the grading and character of the sand employed;-- With a well sharp sand and,plenty of-filler, a much softer‘ asphalt cement can be used than-with.a-poorly graded or rounded sand. ~This is due to the greater inherent stability -of the former type ofsand. IIt is obvious that.a,nineral agg- regate which when dry strongly resists displacement will permit the use of a comparatively soft asphalt cement. modern traffic conditions have in this particular respect come to the aid of pavement-makers. Automobiles in their 23. passage over the pavement are continually drowning a certain amount of oil, which if very small, is very evenly distrib— uted *y the large number of vehicles passing ove-n it.- This oil is gradually absorbed by the pavement and thus softens the bitumen and counteracts to a large extent the hardening action of time upon it. This is very clearly shown in a certain pavement in Chicago, which, prior to the passage of any cansiderable number of, utomoblles over it, about 1910, was so hard and badly cracked as to have practically reached its limit of usefulness. The street in question subsequently developed into an automobile center with the result that the pavement was_softened up by the slight dropping of oil upon-it, to such an extent that in 1915 it-was still giving satisfact~ ony service. Fifth Ave., Net York City is a somewhat similar case. Broadly speaking, the governing principle in the theory of sheet asphalt pavements are: l. The selection of a miner- al aggregate of sufficient hardness and denseness to resist the abrasive action of traffic; 2. binding the various particles of the mineral aggregate tOgether in such a way that the pavement will maintain a smooth surface and resist the'disintegrating action of traffic and the elements. 1.. . 0.5.... z .. . n. no. u . h . 3 vi 7.? .o-‘ v? u! oli.v....-o .‘ L¢.-.-.v....vt--.c 35.5.3“. ? . i Kaiiv‘unt.3c 1 (0 15* Ho». bin. 1 s A. . o- O. oAtO4‘ -‘l‘l m 0 o r“ '1 1.0.10. o e O‘ 0.0" ‘l. v. Lory Cir I la. o . '|t.|.011 bi 5’. not. ,. ‘10.... no- out?bl00\btev|0o b .DO’ AOt‘. .|‘c.|ns..s .el|vb.t ...n| y ‘lt‘-’oi b O 0-. .D b_1 L .e... i) §.t.0n.6) . {Hagan ..,.,._ ..‘I.I T 4. Vilylv‘-‘.'l .cltueublaltgo.e.t .nt;.noo.v. .s|co‘. n Y. I. 911 . .oIvbla1A0lDlU v 70.... o. . .u§.5 .uu.sllenoo ‘ . . ..«U0‘e|b| it‘30llvtlueon... ‘ - ..... i . . . . ‘ 4": unldlllllll Oln’lli'aCiIl'illl’iy rMCHIGAN STATE UNIVERSITY LIBRARIES I T “HHQITiiTllHli 2 ‘T '5 11] HI ». 9 ?! 31293 03174 70