CLEGG IMPACT TECHNICAL NOTE SOIL TESTER No2 (The Clegg Hammer) Feb 1995 ‘Wer. Jul 03) CLEI HAMMER MODULUS AND APPLICATION OF 20 KG HAMMER This Technical Note deals with the application of the Clegg Hammer to the testing of pavement basecourse and subgrade materials by applying elastic theory to derive @ Hammer Modulus - a quasi Elastic Modulus (Young's Modulus) as discussed in Newsletters 14 and 15 This approach was first considered by Millar (1977) where he developed the concept of a “dynemic California Bearing Ratio (CBR)" from the Impact Value as obtained from the Clegg Hammer test. This was further considered by Dentamaro (1984) in relation to low values of CBR Millar's approach was to assume that the relationship between time and acceleration could be expressed by a sinusoid and by double integration the penetration was arrived at. The peak force wes determined from the mass and acceleration and together these enabled a “theoretical CBR” to be calculated. Dentemaro tested soft kaolin by measuring the actual hammer penetration and made the assumption of 2 “square” wave, i.0. no rise and fall time, as being more appropriate for low strength levels. This greatly simplified the integration and seemed to give a better fit to experimental direct observations of penetration. His simplified theory provided a convenient way of comparing the relative penetration of the different Hammer configurations (Clegg 1994) From the foregoing the theoretical concepts were extended to the datermining of a quasi elastic modulus from classical plate besring theory of Boussinesa for elastic, homogeneous, isotropic solids (DSIR 1952). The vertical displacement under the centre of the applied loading is given by A = 2ipi (ab (1-4) E where p = the contact pressure he radius of applied circle of loading E = the modulus of elasticity ht = Poison’s ratio Page 1 hese Tachaical Totes praseut data analysis aud theanetieal concepts aimed at sinadating sass 00 the iobie of ctl eneatt testing. Yor comments are tnated. [DRBADDV CLEGGPTY LTO MI'LPN +6 S67 1790 AF -81-86552 1220 WER: wr cp mt ZS BIHO® St sO, WESTERN ASAI. Ga FO R017, WEMBLEY OF, 74 GE. AUSTRIA‘Assuming Poison’s ratio of 0.5 the equation becomes: A= 1.5 (pla) (2) E For a rigid rather than flexible plate the equation becomes 4 = 1.18 Ip) (a) onl) E Using equation (3) and calculating p from the force and acceleration, CIV x 10, the equation for E in Pa for a 4.5 kg hammer with a 0.05 m diameter and 0.45 m drop becomes E = (1.18) (9.81) (100) (C1V*) (4.9) sient) (3.14) (0.025) (0.45) which works out in MPa to E = 0.147 CN# (5) This is for “square” weve. To convert to sinusoidal this becomes (0.6) 0.147 Civ? = 0.088 Civ" (6) (See Dentamaro 1984, Figure 3-20) This is referred to as CHM for “Clegg Hammer Modulus” (or as HM for “Hammer Modulus”), in MP2, with a “/S” for the "Standard" 4.5 kg Hammer dropped from 0.45 metre when more than one hammer mass end/or drop-height are being considered, ie. CHMIS = 0.088 (CIV? ) ‘The equations for the other hammers from their standard drop heights are CHMIH = 0.23(C1VIH)? 18) CHMIL = 0.018(CiviL? snes) These relationships are plotted as Figure 1 The calculated Benkelman Deflections (CD) were calculated using equation (2) for correlation with actual observed residual Benkelman Beam Deflections (BB). In this cose the dual tyres of a standard axle were combined to give an equivalent single contact aree. The standard axle = 8.2 tonnes, tyre pressure 550 kPa and floxible bearing plate were assumed. The contact area becomes (8200) (9.81) + (2) (550) = 0.07 m? (10) Page 2 Phase Fecltical Mates present data analysis aud theoretical eoueepts aimed at sénadating cescession oa the topte of soit éneeact testeng, Your comments ane tnutted. (aan CIEGRPTY LTD ANT PA 6 8 SE 700 WLS 1 40671726 WER wn cag con ‘229K ST, UMONT, NESTEEN AISTRAUA 6) POD 17, WEMBLEY Ue, WA HST AJTHALAThe radius of the equivalent circular wheel becomes 0.15 m and CD = (1.51 1850) (0.15) seed) E or sne(12) The value for E was taken as obtained using a rigid plate and CIV/H so that co = 124 = 839 (mm) esaaul TQ) 0.23 (CIV/Hi? (civ The CD was converted to an estimated BE deflection by using the BE deflection versus CIV/H, see Figure 2, ie. BB = 2,75 (CD) + 0.15 (mm) seed) Assuming @ desirable maxmum BB of say 2 mm, the corresponding CIV/H was calculated as 28 and for 88 of 1 mm, 42 CIV/H. These values may be compared to CIV of the standard 4.5 kg Hammer via Figure 1 viz 45 CIV for 2 mm deflection and 68 CIV for 1 mm deflection. These CIV values may be compared with observations made by Clegg (1977a} where findings gave 20 CIV as poor, 50 as satisiactory and 70 as good performance. The relationship between Benkelman Beam and maintenance requirements as related to traffic has been presented by Lay (1984) It should be noted that the larger diameter Hammer responds to the stiffness of @ greater depth of basecourse than the standard Hammer. It should also be noted that the pavernents are essentially layered systems with high E near the surface and the assumption of uniformity throughout the pressure bulb is not correct. The E may be better described as an “equivalent E” or simply as a “Hammer Modulus” (HM) or “Clegg Hammer Modulus” (CHM). |n the case of unsealed road pavements, the traffic wear and tear requires on-going maintenance to remove cornugations (washboards}, fill pot-holes, removing rutting, etc These are frequently associated with environmental factors, mainly those associated with mossture content changes. Controlled compaction is generally minimal end compaction is left to traffic to carry out but all vehicles are likely 10 cause distress in terms of loss of good riding qualities and not just the heavier axle loads of commercial vehicles. Page 3 Phin tbestsat Wate Wand sate ceakgtth i CAamcACnh iets aia at wtababatiay deseusion on the tape of, sak impact testing, Taser camsmueats are txstted. ‘a ADEN LEGO Pr TD WT 619087 1790 WEL A 66000720 VE weg em 2223 SPST, DUMONT, WESTERN AUSTPAUA ODM POOR, WEMBLEY, WA C10 AUSTRALIACars and light vehicles keep the surface agitated. Pavement deflection due to heavy wheel loads is likely to cause whee! path rutting but the stresses induced in the surtace from the deflection will contribute to rate of wear. Maintenance work seeks to maintain an acceptable surface at minimum cost. The question is can testing for Impact Value be of assistance to achieving this objective. It is suggested that by using two different diameter hammers, both the running surface quality in terms of strength and the basecourse support may be monitored and field maintenance technique adjusted accordingly without the need for extensive expensive sampling and testing. The smalier diameter 4.5 kg Hammer will test mainly the surface abrasive resistence properties and the larger diameter 20 kg Hemmer will give en indication of the structural support, To test the possible relevance of this two Hammer concept, tests were performed on unbound unsurtaced pavements in field situations ranging from simple “form to market” roads in Indiana, USA up to heavily trafficked open cut mine haul roads in Western Australia. The dats obtained is summarised in Table 1. Each entry represents the average of not less than six tests with each test consisting of four hammer drops and taking the maximum of the four readings as the Impact Value. The first point to note is that CIV ranged from 18 for county roads in Indiana up to 111 for ‘a main haul rozd in 2 bauxite mine. The Heavy Hammer values (CIV/H) ranged from a low of 9 up to a high of 65. The county roads were gravelled with well graded glacial material or crushed rock, with a surtace of loose material and were wet at the time of testing but traffic was very light. On the other hand the mine haul road material was a naturally occurring lateritic material that was carrying large mine velicles and was being constantly watered and graded. ‘The second point to note is that the ratios of CIV + CIV/H ranged from 1.4 to 2.43. When converted to CHM values, the ratios were from 0.75 to 2.33 and these ratios were not related to the single value limits, Le. the ratio appears to be independent of the strength level. A perusal of the site conditions suggest that the values of less than 1.0 for the CHM = CHMIH ratios were associated with construction and maintenance conditions leading to stiffer material at the bottorn of the surface layer and at subgrade level. Examples as noted in the Table were items such as Gosnells under construction, ALCOA pit floor just exposed, Greenbushes built up in layers, Griffin well constructed and maintained and Fitzroy with an ironstone basecourse. On the other hand, the high ratio values (i.e. greater than 1.0) appeer to be related to traffic tightening of the surface, 0.9. Gosnells truck path, ALCOA near crusher, Griffin that had been left to dry out and County Roads (Indiana) gravel over low strength clay subgrades. (The above ratio is the inverse of how it appeared previously. | From the foregoing it appears that the objective of unsealed gravel road construction and maintenance should be to have both adequate strength and sufficient vertical uniformity. Adequate strength might be determined by extending the desirable Benkelman Beam deflection Iimits of the sealed roads to unsealed. |n this case 5 mm deflection maximum might be appropriate. For light traffic, using equation 14 and equation 8, a CIVIH of 18 would be a starting point and, using Figure 1, 29 CIV for the surface Page 4 Fhese Technical Motes present data analyses and theoretical concepts aimed at tinudatiog diseassion ot the topic of soil tmppact testing, aan eamaceats are taokted. ‘i BANE CLS PTY LTO INTL PH «1 ST 1750 WF 6 BORE-7Z0 EB: wn eg on [125 4ST JDLMINT, MESTERNAGSTRAUA 8216 POON 7, WEMBLEY Be, WA 8919 AUSTRALIATaste 1 45K asta | 0x0 | 20K9 : aia om as ig and 20 tg Hewmer Comparicon Test. Each antryinthe average | CV cows | cum | coma can of netiess tan Bort. Each wstinvelved | (109) | MPa | og) | ewras | Ratio four drops and taking the Nghest. Allteass *o.oeBicry *O2SCVMY | ter done by 8. Clegg witout angetance, 1083. (irseretcal IMheorevea) | 4.54g/20K5 TO GOSNELLS, WESTERN AUSTRALIA 4 pavement under constuction, eseateous bendetene aggregate 7 subbse under SonspuSTa a 10 Zz mn i “Zeubbase under cons bustin. 21 33 71 35 ‘oer “Teubbace under constuction 25 a 29, 3 ony al subbase on ruck path 55) 260. 25) 158. 172 Sieubbese construction Solahed a 786 2 236 cen ZOALEDA, WA issuste mine haul roads; laterite grave Y abbte f work fa08, pt fer a a i 7 Anovly gravel ot fase 41 Tae 21 oH Sheaviy uatficked, at crusher Tor Toe: 8 a2 A rvud lke" tne waste Paul road | — 27 ca a7 96 Sud ike neat Bader 25 a7 7 52 “Bp for, one day exposure a3 Tes 2 83 Tone yet al hal road at 577 a5 ane (good condiven | Bran haul wad Ti oma rs a6 aa {a ivee menthe haul 5, 35S 5, 8 Tze Wena eres stecal an 778 se) 77e 71.09. TOGREENSUSHES, WA Two muna oS 37 = a Tar Dibuik pm thin ayer a 7a 35) a7 O77 TOGRIFN COLLIERIES, WA haul ads, aterite gravel ‘Tan haul oad oe 30 s 250 14a 2 dived out euface, noth wee 7, 306 29, 193 2.06. SHB] constgoted, mantared os 418 at aes 96 new toad, hile doe 49, Br 26 155 1.38) Sagal dume road, 900 rar Te 482 a7 a5 18 SOMT NEWNAN, WA 1 MRD standard praval Be wr 30, 3s Tai MRD standard gravel Bs 495 28 206 co DO FANERSLEY IRON, WA Kau readers Tne Tavs tines contnualy wate a a a ae Tai 2 over Shores 28 798 ry 407 183) TO GREAT NORTHERN HWY, FTZROY, WA Tet over wet season a 7m 50 aE oa TOCOUNTY ROADS, NDIANA, USA cited (ret gravel T very wee. le Hatt a Te ze Ta ies Zvery wat, Hie bathe: ie 29, ° 19 153 ery wet ite vatte En Tox Ta $5 267 ‘very wet ie Haff 56. 276 2s Ta 192 Note: The OHI rates and vaties are te invarn of how previausly presented tea fer versions ofthis Techical Note Page 5 These Techecal Hotes present data analysts and therctcal emcepis ainced at stinelatieg israssion on the topie of sud impact testing, four comments are tavtted. 89004 CLEOGPTY LTO INTL +1 8987170 WEF = 1720 WE wn ci {29 SHOPS, JCUMENT TORN RUETARUN 60 OBO, WEMBLEY OF, WN BCT USTRALIRCLEGG HAMMER MODULUS (MPal 1200 | Mass: 20 kg anor Drop: 0.3 m Dia: 130 seee | ‘suis Mass: 4.5 kg Drop: 0.45 m Dia: 50 mm 900 soo ooh 600 $00 400 300} Mass: 0.5 kg Drop: 0.3 m aoe F Bia: 50 mm ° 20 30 “0 a Teo CIV (10 9) FIGURE 1. Clegg Hammer Modulus vs CIV for 0.5 kg. 4.8 kg and 20 kg hammers Page 6 Peco Teckaicat Hates preseat data auaiyses aed theoretical eanegte aimed at sconslaiong ciscassion on the topte of soil inepact testing, Your comments are cxoited. ADEN EGS PTY LTD INTL + 899871760 LEAK 6-3.0674220 EK: wy cg cam at 2109 ISAO ST, .8UMONT, WESTERN ASTRAL. 14 ROE 17, FABLE: WA 13 ASTRANotes. Each point represents the average ef a number of tests. generally i2. Paverents consisted of gravel or rock oe base with one or more seal coats CD was calculated for 20 kg henner Using elastic theory. EB rebound. 1.4 OSERVED BENKELNAN BEAM DEFLECTION (88), ° or 720 0.30 6-80 6-88 CALCULATED DEFLECTION (cD), mm FIGURE 2. Observed vs Calculated BE Deflections Page 7 These Technical Hts present date analysis aud themetival eaucepts aimed at stiasdatiog deteussion wa the topes of sadl impact testing. Your comments are tucrted, ‘Om BPOEN S08 PTY LID INT'LPe +1 8 9087 1700 ELA +20 VE egy cn at 2EG8iSHD ST, DUMONT, WESTERN AUSTRALIA 014 BOX 7, WEMBLEY, WA B81 AUSTRALIATechnical Note Number 2 References Millar, L.R., 1977, Application of the soil impact tester to road pavement construction. Honours Thesis, Dept of Civil Eng, University of Western Australia, Nedlands, Western Australia, pp 33 - 41. Dentamaro, A.L., 1984, Correlation of the clegg impact soil tester to the california bearing ratio (cbr) of 20 % or less. Technical Report, Dept of Civil Eng, University of Western Australia, pp 64, 101 - 103. Clegg, B., 1994, Technicel note number 1 - appendix to newsletter number 14 on clegg hammer modulus (chm). Dr Beden Clegg Pty Ltd, Jolimont, Western Australia. DSIR, 1952, Soil mechanics for road engineers. HMSO, London, pp 413, 414. Clegg, 8., 1977a, Field assessment of the impact soil tester. ARR Report Number 76, ARRB, Melbourne, Australia. Lay, M.G., 1984, Source book for australian roads, second edition. ARRB, Melbourne, Australia, pp 178, 179. Page 8 These Techeieal Hotes present data analyses and theoretical concepts admed at stimulating déacussion a the topte of sacl tnepact testing. Your comments are tnuited. DD BADEN ClEGG PTY LID INTLPH +8 $9987 1790 WEELEAXa62.49982 5728 WEE: wun con 98 ‘23 SHOP ST, .OUMONT, WESTON AUSTRALIA 6014 FO BOK 17, WEMBLEY Oc, WH BGT AUSTRALIA