The preferred method for characterizing the stiffness of unbound pavement materials is the resilient modulus MR (Section 5.4.3), which is defined as the unloading modulus in cyclic loading. The AASTHO Design Guides beginning in 1986 have recommended the resilient modulus for characterizing subgrade support for flexible and rigid pavements and for determining structural layer coefficients for flexible pavements. The resilient modulus is also the primary material property input for unbound materials in the NCHRP 1-37A Design Guide for both flexible and rigid pavements.
Laboratory and field methods (where appropriate) for determining the stiffness and other relevant mechanical properties of unbound materials in pavement systems are described in the following subsections and tables. Typical values for each property are also summarized. The soil mechanical properties described here are:
cbr mini sand rail 11
The elastic modulus for unbound pavement materials is most commonly characterized in terms of the resilient modulus, MR. The resilient modulus is defined as the ratio of the applied cyclic stress to the recoverable (elastic) strain after many cycles of repeated loading (Figure 5-14) and thus is a direct measure of stiffness for unbound materials in pavement systems. It is the single most important unbound material property input in most current pavement design procedures. Beginning in 1986, the AASTHO Design Guides have recommended use of resilient modulus for characterizing subgrade support for flexible and rigid pavements and for determining structural layer coefficients for flexible pavements. The resilient modulus is also the primary material property input for unbound materials in the NCHRP 1-37A Design Guide for both flexible and rigid pavements. It is an essential input to mechanistic pavement response models used to compute stresses, strains, and deformations induced in the pavement structure by the applied traffic loads.
In addition to the above advantages, undisturbed tube samples of the subgrade obtained from the field can be extruded and tested with a minimum amount of specimen preparation. Finally, the triaxial cell used for the repeated load triaxial test can also be employed in static testing.
Details of the procedures for determining MR for unbound paving materials are given in Table 5-31. Laboratory determination of MR is recommended for new construction and reconstruction projects. For rehabilitation projects, backcalculation of layer and subgrade MR from FWD testing is the preferred approach (see Section 4.5.4), although calibrating backcalculated estimates with laboratory-measured values is a good practice (see Table 5-32).
The harmonized protocol developed in NCHRP Project 1-28A attempts to combine the best features from all of the earlier test methods with a new loading sequence that minimizes the potential for premature failure of the test specimen. All of the test procedures employ a closed loop electro-hydraulic testing machine to apply repeated cycles of a haversine shaped load-pulse. Load pulses are typically a 0.1 second loading time followed by a 0.9 second rest time for base/subbase materials, and a 0.2 second loading time followed by an 0.8 second rest time for subgrade materials. A triaxial set-up for the resilient modulus test is shown in Figure 5-16. Axial deformation is best measured on the sample using clamps positioned one quarter and three quarters from the base of the test specimen. For very soft specimens, the displacement may be measured between the top and bottom plates.
There are a couple of interesting occurrences that 2017 has brought to our attention through the midyear. First, despite the fact that coal carload traffic for Class I rail operators has increased substantially from last year (15.6 percent), the number one performing commodity has been crushed stone, gravel, and sand, up 26.5 percent. Proportionally, frac sand has reflected a substantial amount of this growth.
The information I am going to refer to with respect to carload rail traffic is defined by carloads carried. For those not familiar with this term, it basically includes any rail traffic that incorporates both originated and received carloads. As an example, Union Pacific (UNP) or Canadian National could carry frac sand from Minnesota or Wisconsin to the Marcellus Shale play, by interchanging with an East Coast Class I rail operator. For crushed stone, gravel, and sand, all three or more Class I rail operators involved will have included this traffic whether originated or received.
The other important occurrence for 2017 has been the divergence between crushed stone, gravel, and sand and petroleum products. While Class I rail operators have witnessed robust increases from frac sand traffic demand, the same has not been prevalent at all for crude by rail (CBR).
The CBR has guest rooms in colorful 2-story buildings on the shores of a 42-acre lake. The buildings are grouped in 6 villages: Barbados, Martinique, Aruba, Jamaica, Trinidad North, and Trinidad South. Each building contains 64 guest rooms. Each village has its own pool, white sand beach with hammocks and playgrounds, laundry facilities, bus stop, and parking area.
Each village has a white sandy beach on the lake. (After all, this is the Caribbean *Beach* resort!) Beaches have lounge chairs and comfortable hammocks. Swimming is not allowed in the lake; however, you are invited to get wet at the adjacent village pools.
Old Port Royale features the Centertown Market, open from 6 a.m. to midnight, with more limited hours for some of the counters. Breakfast selections include bagels, fresh fruit, Mickey waffles, eggs, and breakfast meats. Lunch and dinner selections include burgers, pizza, pasta, deli sandwiches, salads, and desserts.
There is no direct service from CBR to other resorts. You take a bus to a theme park or to Disney Springs, then change to monorail, boat, or another bus, depending on where you are going. Resort-to-resort travel can take well over an hour.
No bike is perfect, but the niggles are so small on the Blackbird it might as well be. The 'negatives' are basically down to marginally higher insurance, low bars (somewhat fixable), limited frame slider options, and narrow mirrors that show as much elbow as traffic (somewhat fixable with SW Motech extender blocks). My red '99, the first year with the fuel-injection, ram-air, and bigger tank, is beyond words - but here are a lot of them, anyway. I know that nearly everybody who posts on these sites is in love with their bikes, but the XX deserves all its praise. Full stop. This is a total precision machine with religious-experience power. And it's built like a tank. Reliability is legend. Birds are running around Europe with 200K plus on them. You can even change the oil and filter without taking the fairing panels off - something you don't find on most high tech bikes. Chain adjust is easy too. And it has a centre stand, like every chain bike should! Heck, make that any bike chain or not!! I have had a few powerful motorcycles in my day but my Blackbird freaks me right out. The acceleration is ungodly. But it's also a total pussycat if you want to ride it like that, no need to rev the snot out of it. The huge torque is just there, delicious and smooth. Six gear is near useless in my opinion because of the huge twist. I can bog this thing down to 1500 rpm around city corners and it just chugs on. The handling too is fantastic. It has a very low centre of gravity, so it moves around very well in city traffic, and it is very balanced and neutral in sport riding too. Bike is just stable and neutral everywhere. Ride it a while and it feels light as a feather, even if you're coming from a lighter bike. The suspension is zero-adjustable upfront, and barely-adjustable out back, but it doesn't matter, it works very well. Smooth sophisticated ride with very good bump absorption. have my rear shock cranked up and the bike is rock stable at any speed. The linked brakes are great, though not ABS. I've had a few nearly all-out stops and I don't know what you'd have to do to lock up its wheels. Maybe hit ice or road sand. Very stable and strong braking. I have a Yoshimura RS3 full exhaust system on it with dB killer in and it sounds incredible. Just the right loudness. But I'm sure stock is great too, nice and stealthy. In the big city, on the freeway, in mountains, even gravel!, I've done it all with this bike. It is just Honda classy competence all around. The only reason I haven't given it 4 stars on comfort is because I find the bars low even with my VFR bars fix. Eventually I'm going to sell and go to something more upright like an ST1300/FJR/Concours or even back to a Bandit/ZRX/FZ1 sport standard, but let me tell you it's going to break my heart to sell this thing. If I can find a wife-winning argument to keep it and also have something more upright too, I'll make it! I improved the ergos a lot by putting OEM Honda VFR 800 VTEC (2002-20012) clipons on it. They slip right into the stock mounts and take up all the cable slack, but they work. That inch or so rise and pull back makes a huge difference in comfort. Feel close to my old Katana/GSX750F or VFR ergos after that change. Very comfy for sport touring. Still, a full day in the saddle leaves me a bit cramped up. But I love every minute on this bike. And Blackbirds are cheap as hell right now because the years have gone by. But they are not 'old tech'...with ABS and maybe ride by wire and traction control to satisfy the propeller heads, Honda could roll these out tomorrow and people would buy them! Hell, I'd buy it re-issued at '99 specs! They got it so right back then! Blackbirds were way ahead of their time and their fantastic reputation is 100% earned. Get one, you will love it!
Highly recommend the bird, easy to ride, clutch smooth (only usual basket noise, softens with higher grade oil.) goes round corners on rails.Recent knee ops may stop me from ownership with the weight, I know take me a long time to find a bike like the blackbird. 2ff7e9595c
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