16 Both LFC-1NE (10-Wheel) and LFC-1SE (6-Wheel) had more than 1 upheaval during trafficking. CBRs, DCPs and density tests on P-154 and CBRs and Vane Shear on subgrade (DuPont Clay) confirm that by showing that Eastern Trench was weaker than Western Trench or both LFC-1NE and LFC-1SE were Weaker than both LFC-1NW and LFC-1SW. The P-154 material in the trafficked areas had a higher density and CBR than non-trafficked areas. The reduced thickness of the P-154 in trafficked areas, as determined by profile measurements, indicates that the P-154 was consolidated by traffic. Post-traffic testing indicated higher CBRs, higher densities and lower moisture contents of the subgrade as compared to data obtained at the time of construction (2008). Mean CBR at construction was 3.3 whereas post-traffic testing shows mean CBR of 5.0. The value of CBR on subgrade from CBR test, DCP and Vane Shear gave individual CBR values mostly between 3.5 and 6.5. However, CBR test and Vane Shear correlated more closely with each other. In the Eastern Trench, CBR test, DCP and Vane Shear gave average CBR values between 4 and 5 whereas in the Western Trench, CBR test and Vane Shear gave average CBR value close to 6 and DCP gave average CBR value close to 4. For both 10-Wheel and 6-Wheel loadings, CBRs and densities on P-154 and CBRs, Vane Shear and DCP on subgrade are similar when compared within each particular trench. 10-Wheel and 6-Wheel are similar in Eastern Trench as well as 10-Wheel and 6-Wheel in Western Trench are also similar. Summary
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