REPORT ON SOIL INVESTIGATION AND PAVEENT DESIGN FOR TOLEDO EXPRESS AIRPORT BY WILLIAM S. EOUSEL Professer of Civil Engineering PROJECT 2146 FOR STEPLETON, McDONNELL AN BARBER ASSOCITED EGINHEERS & ARCHITECT TOLEDO, OHIO FEBRUARY, 1955

SOIL INVESTIGATION AND PAVEMENT DESIGN FOR TOLEDO EXPRESS AIRPORT It is the purpose of this report to provide a permanent record of the soil investigation and related design studies made in connection with the construction of the Toledo Express Airport. The report will be devoted to the airfield proper, being concerned with the design and construction of the runways, taxiways, and aprons, rather than buildings and utilities serving the airport. There have been reproduced in Appendixes A, B, and C reports and correspondence having to do with design and construction, including the results of soil surveys and soil tests upon which the pavement design has been based. The Appendixes are fairly complete in themselves and provide a chronological record of the developments with which the Engineering Research Institute and the author of this report were concerned. In Appendix A are reproduced three previous reports which were presented over the period from November, 1952, to February, 1954. The first report, entitled "Preliminary Design Recommendations", presents an initial evaluation of the Oak Openings Site, outlines a suggested program to be followed in preparation of the plans and specifications, and presents the results of the first series of soil tests which were made to evaluate the capability of these soils to support the proposed runways, taxiways, and aprons. The second report presents the soil survey made by 0. L. Stokstad and H. E. Barnes in April, 1953. In this report the dominant soil types at the Oak Openings Site are described, and the general characteristics which affect the runway construction and pavement design are established. An essential part of the soil survey was the mapping of the soil areas in the field, and this information was combined with the toEpography on a special set of supplementary plans, These supplementary plans were made available to bidders but not included in the standard plans. For record purposes the work sheets from the soil survey have

- 2been, included in Appendix A as part of the soil survey report. It may here be noted that the writer's first contact with this project was in the summer of 1952, at which time a preliminary inspection and evaluation of the Oak Openings Site was made. A brief evaluation of the characteristics of the site and suggestions for its development are given in the first letter reproduced in Appendix B. During the period from the summer of 1952 to May, 1953, there were periodic conferences on problems of airport development and, as noted above, more comprehensive design recommendations were made and the soil surveys completed prior to establishing a definite project with the Engineering Research Institute for continued investigation and design studies. Authorization for such a project was made in May, 1953, and, subsequently, assistance required by the writer was provided as part of this project. SOIL SURVEY AND SOIL TESTS During the summer and fall of 1953 the writer and his assistants collaborated with the Consulting Engineers in a series of design conferences and field inspections having to do with design and preparation of Plans and Specifications, as well as construction control. As a matter of fact, most of the results of soil investigation, laboratory soil tests, and subsequent analyses were presented to the Consulting Engineers through such conferences and incorporated by them in the Plans and Specifications. The second letter in Appendix B, under date of June 8, 1953, outlines the general program which was recommended for the development of the Toledo Express Airport, a program which was frollwed in its essential phases. Contract No. I, for clearing and grubbing of the site, was let on June 9, and Contract No, 6, for grading, draining, and paving, was let on July 28. Prior to the completion of the

-3 - Plans and. Specifications for this general contract, there was a period of concentrated activity, during which the writer and his assistants, in collaboration with the Consulting Engineers, were concentrating on completion of soil tests, grading estimates, and paving design. Appendix C has been prepared to provide a permanent record of the soil test results on which many of the important decisions and the final pavement design were based. Most of the data and information in Appendix C has not been presented in the form of a written report prior to this final report, althoxugh there are brief references to it in the correspondence in Appendix B, and these data and pavement designs were studied and restudied many times in the design conferences referred to above. Following the soil surveys, a greater number of more representative samples were taken from the various soil areas over that portion of the site included in the grading contract. Sufficient samples were obtained to provide material for the series of laboratory tests preliminary to design. The first tests were mechanical analyses to determine the grading of the soil and to establish those soils which could be combined in so far as design and construction problems were concerned. All of the soils were predominately medium and fine sand of quite uniform size. There was, however, a significant variation in the percentage of silt and clay, which finally led to the establishment of two main groups, which are represented by the combination of Newton and Maumee series in one group and the Plainfield and Bridgman series in the other. The essential differences between these two groups is indicated on Figures 1, 2, and 3, in which the mechanical analyses of all samples in each group hve been plotted. It can be seen that -the Newton and. rSueee series, shown on Figures 1 and 2, have soil fines (Pass Noo 200 Sieve) averaging

-4approximately 12 per cent. The Plainfield and Bridgman series, shown on Figure 39 have percentages of soil fines (Pass No. 200 Sieve) of about 5 per cent. Other than this, the difference in gradation is insignificant, a fact which is most apparent from Figure 4, in which the average mechanical analysis of these two groups has been shown. Folloving the mechanical analysis tests the compaction characteristics of these two soil groups were studied in considerable detail, The density range under all conditions, varying from loose to maximum compaction, was determined by all current methods of compaction. The results are shown on Figures 5 and 6 for both groups of soils. Aside from density in the loose state, density was determined by vibration, both the Standard and Modified Proctor tests, and by the Cone Method, a special method developed in the Michigan Soil Mechanics Laboratory. As shown on Figure 5, there was some variation in maximum density between the various methods. The Cone Method gives the highest density of approximately 117 pounds per cubic foot. Inasmuch as the State of Ohio Department of Highways' Construction and Materials Specifications were selected for control on the Toledo Express Airport, their standard density test was selected for job control. This test procedure is commonly known as the Standard Proctor Density, and, in this series of tets, a maximum dry density of 112.9 p.c.f. and an optimum moisture content 11.1% represented standard density for the Newton-Maumee group of soils, shown on Figure 5. The maximum dry density by the same criterion for the Plainfield-Bridgman group of soils, as shown on Figure 6, was 111.1 p.c.f. and the optimum moisture content was 12,9%. Results similar to these were obtained on other test samples by the Toledo Testing Laboratory and used in compaction control during the grading of the runways. In this connection it may be noted that the maximum dry weight obtained by the Toledo Testing Laboratory

- 5 - and used. in the control varied from 108.8 p.c.f. to 110.0 p.c.:f. One of the important decisions made as the runway design studies progressed, was the adoption of limestone screenings to be used as a subbase over the sand. This subbase served a dual purpose. When compacted, it became a stable working platform for paving operations, which eliminated the disturbance and rutting which would have resulted from trucking and other construction operations on the more or less incoherent sandy soil existing at this site. Limestone screenings were available at an old quarry within reasonable trucking distance of the airport, and there were considerable quantities which had accumulated as waste material. These screenings were selected for the subbase and the results of laboratory tests on this material are given in Figures 7 and 8. Figure 7 shows the mechanical analysis or gradation of two representative samples of these screenings. It may be noted that these materials are very well graded, in fact close to the ideal grading for maximum density. In Figure 8 the compaction tests on these materials are shown for the Standard Proctor procedure and for the Cone test. The maximum dry densities obtained for the two samples are 131.7 and 136.7 p.c.f. with optimum moisture contents of 7.3 and 9.0 per cent, respectively. These densities are especially high but consistent with the almost ideal gradation. They are indicative of material of especially high stability, an indication which was borne out both in the laboratory CBR tests and in the performance of this material under construction conditions. The final phase of laboratory testing preparatory to pavement design was a series of California Bearing Ratio (CBR) tests. The results of the CBR tests are shown on four graphs designated as Figures 9, 10, 11, and 12. Figure 9 shows the results of three CBR tests on a representative sample of the Mnewton4 aee group of soils, while Figure 10 shows the results of four similar

-6tests on a sample representative of the Plainfield-Bridgman series. Figures 11 and 12 show the results of CBR tests on the samples of limestone screenings designated as Samples 53H931 and 932. A summary of the compaction tests and CBR tests has been made in Table I, where all of the results are presented in a form for easy comparison. According to procedure for conducting CBR tests, controlling values are determined at penetrations of 0.1 and 0.2 inch. The critical or design value of CBR is the maximum ratio obtained when the applied pressure at 0.1 inch is divided by 1,000 or the pressure of 0.2 inch is divided by 1,500. This ratio is then expressed as a percentage and used in those terms in those pavement design methods that employ the CBR. The standard values of 1,000 p.s.i. and 1,500 p.s.,i are supposed to represent the pressure sustained by a standard material, crushed limestone, at the selected deflections. The actual pressures then sustained by other materials and the correspordinig CBR values are plotted on the graphs and may be referred to the vertical scales except the CBR at 0.2 inch, which, according to the arbritary standards, is not to scale. Otherwise, any CBR value in per cent, multiplied by 10, will indicate the load applied in p.s.i. Computation of the CBR values is illustrated on Figure 9. The significant results of the CBR tests are the values for the sandy subgrade soil, which varied from 22.8 to 28.5 when no excess of moisture was present. These values would justify an average value of 25.0 for pavement design and certainly a minimum value of 20.0. It should be pointed out that all materials, including both sands and the limestone, showed lower CBR values at the optimum moisture contents than at moisture contents considerably lower than optimum. It was also noted in the tests, as shown on both the curves and computed values in Table I, that water squeezed out of the sample as load was being appl.i.ed, Such movement of moisture in the granular materials would tend to render them less stable.

- 7 - -7TgIe practical significance of this latter phenomenon is that field compaction may be more effectively accomplished at moisture contents somewhat lower than optimum. This also means that under heavy rolling, sufficient to squeeze moisture out of the soil, there might be a loss of stability, even though the higher moisture content served as a lubricant during initial compaction, making the density easier to obtain up to a certain point. In so far as permanent subgrade stability is concerned these results are at least indicative of the desirability of effective drainage and a high grade line for the paved areas. In these relatively fine sands, it is thus apparent that there is sufficient reaction to moisture to decrease bearing capacity, although the actual range of pressures under the pavement would. be substantially less than even the minimum pressures equivalent to the CBR values shown in Table I. Before leaving the test results there are tests on one special sample which are the last data given in Appendix C. These tests are on the topsoil from the a.mee series and consist of a mechanical analysis and a determination of loss of ignition and organic content. This information was obtained for Mr. Stokstad and those with whom he consulted in the matter of topsoil dressing and turf development. It is included in Appendix C to provide a complete record of all tests performed. DESIGN AND CONSTRUCTION PROBLEMS Reference has already been made to the numerous design conferences held in Toledo, while the Consulting Engineers and representatives of the City were engaged in the final preparation of plans and specifications and letting of contractso Dri spe this period there were made a number of decisions whieh, in the writerss opinion, had a most far-reaching influence on the quality of

W 8 - -8the airport. paving and will determine its ultimate performance over the years. In connection with these problems the reconmiendations presented by the writer and. his assoeiates$ were given fcaL1 consideration and were followed in the final plans and specifications in all of their essential features. There were, of course, the usual discussions and debates necessary to arrive at the best and most economical solution, but there were no compromises made which would jeopardize the excellence of the airport as it was finally planned and built. Clearing and. r bbin The first contract for clearing and grubbing of the site was let on June 9th. Mxch of the airport site was covered by second-growth timber and represented difficilt clearing. The wooded area at the south end of the non-instrument runway was particularly heavy and presented a difficult and expensive clearing job. As part of the clearing contract all timber, brush, roots, and debris were cleared away, which, when combined with the topsoil removal, eliminated all but a negligible amount of the detrimental organic materials in the graded portion of the runway. Grading and Drainage The general contract for the grading, drainage, and paving, designated as Contract No, 6, was let on July 28th and was preceded by a thorough study and evaluation of soil properties and other conditions of paramount importance to the pavement desaign and ultimate performance of the airfield itself. The soil survey already mentioned was an important factor in the determimation of final grades and qTantities of cut and fillo Grade lines of the runways, taxiways, and aprons were kept at the highest possible elevation above ground water level, consistent withs plans for improving the drainage of the area, The objective of these p>l a s to insure that all paved areas would be at least four feet above the existing groundl water level.

- 9 - One of the most important items from the standpoint of cost was the earth work and yardage involved in cut and fill. The Consulting Engineers made one of the most comprehensive analyses of this phase of the problem that the writer has seen made on a project of this nature. Excavation and fill were both computed by two methods; first, by the conventional cross-section method and, second by an area-volume method which the writer recommended and which has been incorporated in the final plans. There is no particular point in going into the details of these analyses in this report beyond noting that the Consulting Engineers spared no effort in producing a final result and a final measurement of this important pay quantity as accurately as it could be anticipated uider the conditions. In this respect, complete accuracy was difficult because of the variable elevation produced by clearing and removal of topsoil, and it is interesting to note that the final estimates, which were altered somewhat by changes during the construction period, are reasonably close. Another point of interest is that the methods used provided the Contractor with the grading distribution plan, which made it possible for him to program his earth moving operations much better than usual. The final excavation as estimated was 739,426 cubic yards, and the final pay quantity after the grading had been completed was reduced to 689,408 cubic yards. The estimated excavation included a shrinkage factor of 30 per cent, based upon tests made as part of the soil investigation. The first step in the grading operation was the removal and stockpiling of the topsoil, which was estimated at 225,375 cubic yards, and which amounted in the final figure to 272,665 cubic yards. It may be noted that the over-run in topsoil removed is approximately the same as the under-run in the major excavation iso The topsoil was stockpiled and saved for top dressing the field area to provide a su-itable bed for turf development. Conservation of this

- 10 - important resource was fully utilized, as may be noted in the quantities involved in the third pay item in grading, designated as Placing of Topsoil. The original estimate of this item was 788,958 sq. yds., while the final figure was 772,587 sq. yds. These figures would indicate that top dressing for turf development was finished substantially as planned. This is important as adequate turf development over the entire airport site is necessary if difficulties from wind erosion are to be avoided. PAVEMENT DESIGN Following the problems involved in grading, the last stage of design studies had to do with pavement design, which was the final objective of the comprehensive program of soil investigation and tests. As has been pointed out in several of the preliminary reports and earlier portions of this report, the granular soil at this site was one of great advantages from the standpoint of airport development. Being permeable, it was conducive to good drainage, and, as is characteristic, of granular materials, it provided high internal stability with respect to load carrying capacity. Its favorable properties in this respect have already been presented in connection with discussion of soil tests and will now be emphasized as part of the paving design. The classification of the soil by the CAA design prodecure, which was the one accepted as official in pavement design, indicates its superiority as a subgrade, while the CBR tests indicate its relatively high internal stability in terms of other design methods which have been used as check tests in the pavement design. Pavement design was predicated on the classification as an Express Airport under CAA Standards, which is implied in the name Toledo Express Airport.

- 11 - In this connection reference is made to the CAA Technical Standard. Order N-6, dated November 4, 1945, which is given as Table I in their pamphlet on airport paving published in May, 1948. Under this standard the pavetent for the Toledo Express Airport was designed for a single wheel load of 45,000 pounds, for which the equivalent dual wheel load is 60,000 pounds. The following tabulation summarizes the pavement design, indicating factors involved in the design of both rigid and flexible pavements, and the final thicknesses established. This summary presents the various combinations of pavement components and total thickness as prepared by 0. L. Stokstad and the writer to meet the range of loads and conditions involved in this project. FLEXIBLE PAVEMENT Single Wheel Load - 45,000 lbs. Dual Wheel Load - 60,000 lbs. CAA Standards Soil Type E-2 Subgrade Class Fa or Fl Non Bituminous Base F1 Fa Runways Surface 2-1/2" 2-1/2" Base 7-1/2" 7-1/2" Subbase 2-1/2" 0 Total Thickness 12-1/2" 10" Aprons-Taxiways Surface 2-1/2" 2-1/2" Base 9-1/2" 9-1/2" Subbase 3" 0 Total Thickness 15" 12" Bituminous Base Runways Surface 2" 2" Base 6" 6" Subbase 4-1/2" 0 Total Thickness 12-1/2" 8" Aprons-Taxiways Surface 2-1/2" 2-1/2" Base 5-1/2" 5-1/2" Subbase 6-1/2" 0 Total Thickness 14-1/2" 8"

- 12 - U.S. Engineers Standards Sand Subgrade - CBR Minimum - 20% Average- 25% Aprons-Taxiways - Required Thickness - 13-1/2" Surface 3-1/2" Base 6" Subbase 4" 13-1/2" Runways - Reduce 1" - Total Thickness - 12-1/2" Selected Thickness Aprons-Taxiways - 13-1/2" Runways - 12-1/2" Stage Construction Non-Instrument Runway - 8-1/2" Non-Instrument Taxiways - 9-1/2" CONCRETE PAVEMENT C.A*A. Standards Soil Type E-2 Subgrade Class Rla Wheel Load 45,000 lbs. 60,000 lbs. Runways Required Thickness 8" 9" Reduction for Use of Steel Reinforcing 1" 1" Net Thickness 7" 81 Aprons-Taxiways Required Thickness 10" 12" Reduction for Use of Steel Reinforcing 1" 1" Net Thickness 9" 11" Portland Cement Association Design Assume Subgrade Modulus k = 300 Modulus of Rupture = 700 p.s.i. E = 4,000,000 p.s.i.,/i= 0.15

13 Aprons-Taxiways - Assume Factor of Safety = 1.8 Allowable Stress = 390 p.s.i. Single Wheel Load = 45,000 lbs. Required Thickness = 10" Dual Wheel Load = 60,000 lbs. Required Thickness = 9-1/2" Runways - Factor of Safety = 1.5 Allowable Stress = 470 p.Soi. Single Wheel Load = 45,000 lbs. Required Thickness = 9" Dual Wheel Load = 60,000 lbs. Required Thickness = 8" Selected Thickness Aprons and Taxiways - 9" Reinforced Runways - 8" Reinforced Reinforcing - Ohio Department of Highways-Type"A" Mesh Fabric Longitudinal Wire No.00 @ 6" ctrs - 64.28 lbs.per 100 sq.ft. Transverse Wire No. 4 @ 12" ctrs - 13.99 lbs.per 100 sq.ft. Total- 78.27 lbs.per 100 sq.ft. DISCUSSION OF PAVEMENT DESIGN In discussing the pavement design as outlined above, it may be emphasized that all design methods used are empirical in character and represent a norm or average of current practice. Furthermore, rather than being completely precise mathematical procedures, they permit considerable latitude for the exercise of engineering experience and judgment. This latitude becomes apparent in the above outline in several places which will be pointed out and discussed briefly. Flexible Pavements In the CAA method for flexible pavements the determination of soil type is fairly exacting, being dependent upon mechanical analyses and other standardized test procedures. However, the next step in selecting the sub

- 14 - grade class depends almost entirely upon a judgment evaluation of drainage and frost conditions. Either subgrade classes of Fa or F1 could be justified, with the latter being the more conservative and requiring a nominal thickness of subbase as an increase in total pavement thickness. In the pavement design outline, thickness figures are given for both classes of subgrade. The maximum thickness for an F1 subgrade may be taken as suffie cient for the worst conditions of subgrade and drainage at the Oak Openings Site, while the minimum thicknesses for an Fa subgrade seem a reasonable estimate of average drainage and frost action. From another viewpoint the selected thicknesses which correspond more CLosely with the greater values for an F1 subgrade may be regarded as permitting wheel loads greater than 45,000 lbs. on which the present design was specifically based. This brings up another source of vagueness in most of the current design methods. For example, the CAA design charts make no provision for dual wheel loads and there is some question as to whether these charts can be used for a single wheel load on dual tires or are limited to a single wheel load on a single tire. The U.S. Engineer method for flexible pavement design makes no provision for dual tires or wheels, nor does it restrict the design curves to a single tire or wheel load. All of these uncertainties must be regarded in view of two facts; first, that most of the heavier airplane wheel loads are on closely spaced dual tires, and, second, in so far as structural action on a flexible pavement is concerned, there is no significant difference in the contact area of a dual tire and a single tire at the same total load and -i flation pressure. With reference to the U.S. Engineers design of flexible pavements, the selection of the CBR value is the point of greatest latitude. The design

- 15 - figures originally presented to the Consulting Engineers were based on a minimum CBR of 20% for the compacted sand subgrade and a 45,000 lb. wheel load. The laboratory tests would justify an average CBR of 25% upon which the design may be based. Reference to the applicable design curves would indicate that a CBR of 25% and a wheel load of 60,000 lbs. would require approximately the same thickness as the 45,000 lb. wheel load and the CBR 20%. Thus, it may be concluded that the selected pavement thicknesses are sufficient for actual wheel loads of 60,000 lbs. under conditions fairly representative of the Toledo Airport. Concrete Pavement Turning to the design of the concrete pavement normally characterized as rigid pavement design, there are similar judgment factors which involve equal opportunity to introduce experience and judgment in the final answer and corresponding latitude in determination of specific values of design factors. In so far as the CAA method is concerned, the subgrade class of Rla is definite, as there is no change suggested for a wide range of drainage and frost conditions in the granular soil E-2. There are, however, two other judgment factors of importance. In the first place, there is the question of whether the design curves are applicable to both the single wheel load of 45,000 lbs. and its equivalent dual wheel load of 60,000 lbs. Both have been shown in the design and there is some support for the view that the selected thickness of 8" reinforced pavement on runways and 9" reinforced pavement on the aprons and taxiways is sufficient for more than the specific wheel load of 45,000 lbs. used in design. The Portland Cement Association design has been worked out for both single wheel loads and dual wheel loads by a theoretically precise mathematical method. Without going into the validity of the assumptions on which the rigorous

- 16 - mathematics is based, it is pertinent to the present discussion to point out that the PeCAe, design for a dual wheel load of 60,000 lbs. requires slightly less thickness than for a single wheel load of 45,000 lbs, Further it should be stated that, in spite of the writer's implied questioning of design assumptions, this method represents the. ma t widely used practice in the field of rigid pavement design. Other factors permitting the most latitude or judgment in determining final pavement thickness are estimating the subgrade modulus and selecting the factor of safety for the allowable tensile stress in the concrete. With respect to subgrade modulus, the value of 300 poSoi. (per finch -is considered conservative and particularly so considering the thorough compaction of the sand subgrade and the use of the high stability subbase of limestone screenings. The allowable tensile stress in the concrete is determined by selection of the factor of safety which the writer reduced to the lower limit of the range recommended by P.C.A. This has been done because of the belief that the tensile stress is fictitious in the long range performance of the pavement and that the actual pavement performance will be determined by the subgrade support provided in combination with the structural continuity furnished by steel reinforcing. Thus, in using this method of design because it has been widely accepted, the writer takes fll advantage of design tolerances to decrease pavement thickness. This is done in the firm belief that the concrete pavement slab should be designed to be less rather than more rigid, so as to fully mobilize subgrade support, which must eventually carry the load in any case. This procedure is tIn backed up by providitng the highest type subgrade possible and insisting upon an adequate amount of steel reinfsorcement to provide

- 17 - structural continuity in the slab. Under the conditions of this project it is the writer's opinion that the concrete pavement as designed and built will provide a long period of highly efficient service and permit load applications substantially greater than those for which it was specifically designed. The pavement sections finally selected in the design stage, after numerous conferences, included a number of combinations of crushed stone base, asphaltic base, and asphaltic surface courses and alternate reinforced concrete sections. The final subbase of limestone screenings was the only common feature of all paving alternates. The various combinations, however, provided a total thickness in accord with the design studies, with some monor variations which will be noted. Provision was made, for example, to permit stage construction on the Non-instrument runway and taxiways, with the objective of postponing construction of the full thickness of bituminous surface to some future date. Had this alternate been adopted, the temporary surfaces would have been 8-1/2 inches on the Non-instrument runway and 9-1/2 inches on the taxiway. As finally prepared there were a total of nine paving alternates on which bids were taken, varying from reinforced concrete pavement for the entire airport to a minimum of concrete with various combinations of asphaltic base and surfaces. The alternate finally selected and built was Alternate "K", which was substituted for Alternate "H'". Alternate K has been tabulated on Sheet No. 9 (Revised) of the contract plans and may be summarized as follows. Reinforced concrete 9 inches in thickness was used for part of the main apron in front of the Administration Building, and for the end connectors and warm-up pads. These areas, designated by a numerical area code on the plans as 13b, 3, 6, 9b, 11, 19, 20, and 21, make up a total of 46,864 sq. yds. of concrete pavement as built at a bid price of $5.28 per sq. yd. or $5.69 per sq. yd. including the 4-inch subbase.

- 18 - The pavement for the runways and hangar aprons, designated by Code Not. 1, 8, and 17, made up a total of 163,464 sq. yds. of flexible pavement 12-1/2 inches in thickness consisting of the following courses. 4" Subbase - Limestone Screenings 4" Waterbound Macadam - Crushed Stone 2" Asphaltic Concrete B-35 - Base Course 1-1/2" Asphaltic Concrete T-35 - Type A Leveling Course 1" Asphaltic Concrete T-50 - Type B Surface Course 12-1/2" Total Thickness The balance of the airport paving, including taxiways, connectors, the north end of the Non-instrument Runway, and the remaining portion of the main apron was built of flexible types with a total thickness of 13-1/2 inches. These areas, designated by Code Nos. 2, 4, 5, 9a, 10, 12, 13a, 14, 15, 16, and 18, made up a total of 109,502 sq. yds. with the courses shown in the preceding paragraph, except for the substitution of a 3-inch, B-35, asphaltic concrete base course instead of the two inches used for 12-1/2-inch paving. For cost comparison it may be noted that the bid prices amounted to $2.83 per sq. yd. for the 12-1/2 inch pavement and $3.18 per sq. yd. for the 13-1/2 inch pavement. The cost, in dollars per sq. yd, of the component parts of these surfaces were as follows';

- 19 - TOTAL THICKNESS 12-1/2" 13-1/2" 4" Subbase - Limestone Screenings $0.411 $0.411 4" Water Bound Macadam - Crushed Stone 0.710 0.710 T-30 Prime Coat 0.063 0.063 2" Asphaltic Concrete - Base Course 0.692 3" Asphaltic Concrete - Base Course 1.037 1-1/2" Asphaltic Concrete T-35 Type A 0.544 0.544 1" Asphaltic Concrete T-50 Type B Surface 0.410 0.410 Cost per sq. yd. $2.830 $3.175 In connection with the reinforced concrete pavement in which structural continuity is considered to be of primary importance, it is obvious that the type and spacing of joints is an important consideration. These details were covered in the contract plans on Sheet 27 and an addendum Sheet 1A, issued 7-22-53. Longitudinal contraction joints were provided at the center of the runways, which were 150 feet in width and at intervals of 75 feet in the apron. Transverse contraction joints of the same type were provided at intervals of 60 feet in the runways and taxiways. These joints, which were standards of the Ohio Department of Highways, and designated at T.J. 1, 2, or 3, provided for accurately aligned 1" smooth dowels, lubricated on the free end and on 12" centers. The only expansion joints provided in this pavement were at intersections where there were abutting pavement slabs. These expansion joints were of a similar type and designated by the same standards, T.J. 1, 2, or 3, except that they provided a 1" opening for expansion with either wood board or preformed expansion joint filler. The pavement was laid in single lanes, 10 or 12-1/2 feet in width depending upon the total width being a multiple of the lane width. A longitudinal

- 20 hook bolt and key joint, L.J.-1, was provided between adjacent lanes throughout. The hook bolts were on 30-inch centers and. a conventional trapezoidal shaped keyway was provided for load transfer at the joint. Similar hook bolt and key joints were used at all construction joints. In addition to the airfield paving as outlined above, there were several minor items which involved paving, and were handled as extras. These included the Service Building apron and service drive, paving for the Executive Hangar as finally built and paved connectors and aprons for the Tee Hangar area. Mention is made of thesemiscellaneous paved areas as they represent paved areas which may be the subject of future observation and comment reflecting on the service behavior of the airfield pavement in general, However, being extras, they are not in all cases of the same section, and their construction may not be truly representative of the airfield paving, which is the subject of this report. The aprons for the Executive Hangar, which are actually an extension of the main apron, have the same section as the runways and that portion of the main apron on which bituminous paving was used. This paving was the lighter section, 12-1/2 inches in thickness as detailed above, and was presumably put down under the same construction controls. The paving in the Tee Hangar area was 9 inches in total thickness, consisting of the 4-inch subbase of limestone screenings, 4-inch waterbound macadam base, and a 1-inch asphaltic concrete surface of Type Bo The Service Building apron and drive paving was made up of the 4-inch subbase, 4-inch waterbound macadam base, a 1-1/2 inch T-35 asphaltic concrete leveling course, and a 1.inch asphaltic concrete surface, giving a total thickness of 10-1/2 inches.

- 21 - There are, however, several of the factors discussed above which deserve special emphasis in the present report. In order to take full advantage of the inherent stability of the granular soil and to prevent any more than negligible settlement of the paved areas, it is necessary that these soils be thoroughly compacted. It was to determine the densities which should be obtained that the compaction characteristics of these soils were so carefully studiedo It then follows that this standard density must be obtained during the grading operation, if full benefit is to be realized. For control of compaction, and, as a matter of fact, as standard for the entire paving operation, Construction and Materials Specifications of the State of Ohio Department of Highways were adopted for the Toledo Airport. With respect to compaction, the soils at the Toledo Airport fall into two categories. For fill areas the compaction requirements may be indicated as follows: Laboratory Maximum Minimum Field Dry Weight Compaction Requirements _ pocf. Per Cent 103o0 109.9 98 110.0- 119.9 96 In addition the subgrade for a depth of 12 inches must be compacted as follows: Laboratory Maximum Minimum Subgrade Dry Weight Compaction Requirements _ poC.f. CPer Cent 103.0 - 109.9 102 110,0 - 119.9 100 With the requirement for adequate compaction of the subgrade established, consideration was given to the fact that the subgrade must be protected against distu.rban.ea.~ of rutting during the paving operation, a common oversight on many pavement projects. In this connection the Toledo Airport was particularly fortunate in having within practicable hauling distance considerable quantities

- 22 - of limestone screenings which had accumulated in quarries in the vicinity as waste materials. With such material readily available, it was decided to place a subgrade mat of limestone screenings of four inches compacted thickness to serve as a working platform during the paving operations and, likewise, to provide a subbase of superior quality for both concrete pavement and flexible pavement as Eelectedo The third decision of importance, which was made after some discussion, was'the requirement that steel reinforcement be used in the concrete pavement selected as an alternate design for the runways and taxiways and specified for the aprons and warm-up areas. In the writer's opinion, the structural continuity provided by this steel reinforcement is a most important factor in pavement performance, second only to an adequate supporting subgrade. CONSTRUCTION PROGRAM Following the award of the General Contract, in early August the construction program got underway. The grading was, of course, the first phase of this work and one of primary importance in so far as the success of the airport paving is concerned. Recognizing that close control of the compaction was essential, the City retained the Toledo Testing Laboratory to conduct the field testing and supervise the field compaction. In the writer's opinion, this phase of the airport construction was most effectively handled, with results which are a considerable source of satisfaction, although the writer's connection with this work became less and less frequent. Starting on August 10, 1953, and extending to July 2, 1954, the Toledo Testing Laboratory has presented daily reports while const....tion operations were in progress. The writer has received copies of these reports throughout this period and followed the care with which these specflicatlions were enforced with a great deal of interest. It is felt

23 that this engineering control of the project is a most important factor in the excellence of the final result and will be equally important in excellent pavement performance, which it is anticipated will be realized over the years. Following compaction of the sand fill and subgrade, the subbase of limestone screenings was placed over the entire paving area and thoroughly compacted. The use of limestone screenings for a subbase worked out exceptionally well, and: it provided a fine working platform for placing the asphaltic surface. In connection with the work of the Toledo Testing Laboratory, special note has been made of the ground water observations made periodically as a part of the construction control program. These observations were reported under date of August 2, 1954, and the conclusions presented in these observations have been discussed with the Consulting Engineers. From this report it would appear that critical areas of high water table that were located have been corrected by special drainage, with the possible exception of two areas. One of these areas is in the vicinity of Station 45 + 00 to 46 + 00 on the Non-instrument runway, and the other along the southerly edge of the apron where a low point in the surface grade approaches too close to the observed water table. From discussion with the Consulting Engineers it is understood that this problem has been discussed with the City, and co.rrective measures under consideration late in the 1954 construction season have been postponed until next year. One of the factors in this postponement was the hope that the drainage improvement of the entire airport area would lower water tables in general and might clear up these critical areas. However, if after a year's observation these critical a.reaa of high water table still remain, special drainage will be installed to lower the water to the desired deptho

- 24 - CONCLUSION In conclusion the writer wishes to express his appreciation for the opportunity presented to work with the Consulting Engineers and representatives of the City on this project. This association throughout was characterized by good understanding and cooperation and a determination on the part of all concerned to build an airport of which the City could be proud. In this connection it is the writer's opinion that the results have certainly justified the efforts of all concernedO It is believed that the performance that will be realized in the future will serve to confirm this high opinion. Respectfully submitted, ^.^u

APPEND IX A PREVIOUS REPORTS ON AIRPORT DESIGN AND CONSTRUCTION

REPORT ON PREBIMINARY DESIGN RECO ENDATIONS FOR THE NEW TOLEDO EXPRESS AIPORT William S. Housel Consultwing Engineer Ann Arborg MihigaF n November 28, 1952

PRELIMINARY DESIGN RECOMMEDATIONS FOR THE NEW TOLEDO EXPRESS AIRPORT With the selection of the Oak Openings Site for the New Toledo Express Airport an accomplished fact, it is possible to make more definite plans for solution of the various engineering and construction problems involved in the proposed airporto In accordance with arrangements made through Stepleton, McDonnell and Barber, the writer has agreed to act as Engineering and Technical Advisor on this project. In this connection, it is understood that the consulting services desired are with reference to engineering design of those physical features of the construction having to do with soil conditions, drainage, and the structural adequacy of the paving for runways, taxiways, and aprons. Those phases of design having to do with aeronautical requirements, planning of auxiliary service facilities, and the design of buildings are not contemplated as being a part of this arrangement. Unless specifically requested to do otherwise, the writer's suggestions and recommendations will be limited by this understanding. It is the purpose of this report to present some preliminary recommendations with respect to the planning and engineering studies which should now be undertaken in the orderly preparation and execution of plans and specifications for construction of the airport. It is recognized that upon official approval of the project, there will be considerable urgency in making rapid progress with the design in order to get the construction under way at the earliest possible date. Under the impetus of such urgency, it has happened all too frequently in the past that proper investigation and planning have been compromised to the ultimat4e detriment of the project, both from t 4he standpoint

Page 2 of 8 of efficient progress toward completion and the adequacy of the airport as a permanent facility. For this reason, the writer would like to emphasize that a reasonable period devoted to preliminary investigation and intelligent planning is imperative and will actually save time in the tong run as well as insuring the most satisfactory performance of the airport over the years. THE "OAK OPENINGS SITE" The "Oak Openings Site" which is described in the "Preliminary Report of Investigation" by Leigh Fisher & Associates of South Bend, Indiana, is in an area of the most favorable soil conditions to be found in the vicinity of Toledo. Its favorable features have been pointed out by the writer in a letter r.nder date of August 1, 1952, which was included in the report referred to above. More recently, Stepleton, McDonnell and Barber have obtained representative saxples of the subsoil from thirteen borings made at stations along the two runways and in the building area. The location of these borings is indicated on a preliminary runway layout which is to be submitted with a report now being prepared by Leigh Fisher & Associates. These samples were submitted to the Soil Mechanics Laboratory at the University of Michigan and tests were made ona typical samples from five of these borings, The results of these tests have been summarized in a tabulation appended to this report. All samples are predominantly medium and fine sand with a very small percentage of silt and clay. Several samples containing noticeable amounts of black topsoil were tested for organic content. One sample showed slightly more than 2 per cent loss on ignition. The other samples tested for ignition loss showued only traces of combustible organic matter. The primary purpose of these t ests swas to establish the soil classification which may be related to paving design standardls. In terms of the Civil

Page 3 of 8 Aeronautics Administration classification there were, in the thirteen samples tested, four classified as E-l, seven as E-2, and two as E-3. In terms of the Highway Research Board. Classificatior, which is also used by the American Association of State Highway Officials, all thirteen samples would be classified as A-3 with a group index of zero. These tests clearly establish the soil at the Oak Openings Site as most favorable for construction purposes for the full depth of probable grading operations. It is a relatively clean granular material with good internal drainage and high stability as a supporting subgrade. Its unusual uniformity throughout the site should lend itself to consistently good compaction control during construction. With proper specifications and field control during the grading and paving operations it should not be difficult to provide a supporting subgrade for the paved areas of uniformly high quality. PRELIMINARY DESIGN RECOMMENDATIONS For the purposes of this report, it seems pertinent to discuss in a preliminary fashion the problems which should be anticipated in the construction of the New Toledo Express Airport and outline some tentative design recommendations. This will be done very briefly at this time, in some cases doing little more than to indicate several steps to be followed and in the sequence that they should probably be undertaken. TOPOGRAPHIC MAP The first engineering work to be done is the preparation of an accurate topographic map with a probable contour interval of one foot and not to exceed two feet. Such a map is essential in establishing the grade line of the runways and.SJays acli the elevation of other paved areas, buildings, and miseellaneouas fl~i> t ies Accurate topography is also the basis for developing the gradig plan which is important in the economic use of the soil, the major

Page 4 of 8 material out of which the airport will be built. DETAILM SL SRV While considerable preliminary information on soil types is already available, a detailed soil survey is essential to proper planning. Such a survey is neither expensive nor time consuming and can be made by two experienced men in several days. Its value lies in the accurate mapping of soil types which provides area significance to the specific tests which have been made and others which will be made. There are three general soil types or series in the proposed site and these are designated as Plainfield, Maumee, and Newton. Plainfield is a well drained sand with a low water table, while Maumee and Newton are both poorly drained, having a high water table which may be close to the surface of the ground during the wet season of the year. Both of the latter soil series are swamp or swamp border soils and would normally have a heavy black topsoil which should be properly disposed of in the grading operations. INVESTIGATION OF DRAINAGE FEATURES As might be anticipated from the description of the soil types, there will be a special drainage problem, All of the soils involved have good internal drainage which means simply that they are relatively permeable. The poor drainage of the Maumee and Newton series is a matter of topography and the lack of free outlet for the subsurface water which has accumulated. Thus the first requirement in the engineering study of drainage is to make a survey of drainage outlets to insure that there will be full opportunity for disposing of the flow from subsurface drainage which may be required to ont.rl the elevation of the ground water table. The drainage system that will be requireda must be worked out with the grading plans and eainot be anticipated in any detail at this time. However,

Page 5 of 8 the general features may be suggested. With the sandy soil, percolation rates will be high and there will probably be little, if any, surface drainage and storm sewers required. There will be few surface inlets required except possibly in the paved aprons and building area. Precipitation will percolate into the soil and be carried away where necessary by the subdrainage system. PRELIMINARY SOIL TESTS In addition to presently available data on soils, representative samples from typical soil areas should be obtained to establish density curves for control of compaction and to obtain more specific data on subgrade bearing capacity for pavement design. Fairly large disturbed samples will be needed for determination in the laboratory of the density range and compaction characteristics of the soil. These samples should not be taken until the grading plan has been worked out, at which time they may be selected to represent the soil which will be used, in grading the runways and other paved areas. After these data are obtained, nothing further will be required in the line of compaction tests until the actual grading of the runways. At that time, compaction control tests will be carried along with the grading for purposes of field controls These same samples may be used to conduct certain laboratory tests which will establish the subgrade bearing capacity needed for design of the paved surfaces These tests are preliminary and will be supplemented by confirming tests made either in the laboratory or in the field after the runways have been graded. The tests will include the C.B.R, test from which an estimate may be made of the subgrade modulus used in design of rigid pavements. GRADING PLAN The first phase of actual construction operations will be clearing and grading. Clearing may proceed at any time and obviously requires little, if

Page 6 of 8 any, engineering control. However, before any grading operations should be undertaken, a well considered grading plan should have been worked out. Here again final decisions and details of the grading plan must await the topographic map and correlation of runway grades with elevations in the building and service areas. At this time, it is only possible to outline several of the desirable objectives to be kept in mind. In this connection, it is the writer's feeling that runways should be maintained on a relatively high grade line to minimize the need for extensive subdrainage, to decrease possible snow removal, and to provide maximum ponding volume in field areas between runways. These objectives will call for a grading plan in which the attempt to balance cut and fill along the longitudinal profile of the runway will be subordinated to the procedure of obtaining borrow for runway fill from the field area between runways. This will necessitate an area grading plan rather than conventional volume control used in grading of a strip with yardages estimated from station cross-sections. The first step in grading will involve stripping of the topsoil in any areas where it is sufficiently heavy to be detrimental in the subgrade for pavements. Furthermore, any available topsoil is an asset which should not be wasted as it will be required in top-dressing the sandy soil where turf is to be maintained in unpaved areas. Consequently, the topsoil should be stripped and stockpiled for this purpose as an initial phase of the grading contract. As one element in the grading plan, transverse grades should be carried from the edge of all paved areas for some distance on both sides of the runways and taxiways into the adjacent field areas. In this way, any surface runoff at times of abnormal may be raiy aay be arried pidly away from thpaved areas into potential ponding areas until it percolates into the subsoil and reaches the subdrainage system.

Page 7 of 8 PAVEMEIT DESIGN As previously noted, the soil conditions at the site of the proposed airport are very favorable from the viewpoint of the supporting subgrade of the airfield pavements. With reasonable care in construction, the subgrade should be of uniformly high supporting capacity and there should be no limitations imposed in the design of the pavements. Some additional quantitative tests are required to furnish data for determining the actual thickness of the pavements and these should be performed in proper sequence. At this time, it is only possible to anticipate several of the problems' involved. In the first place, selection of the type of pavement should be made after the relative thickness and resulting costs have been determined. Until this is done, the writer would hesitate to recomend either the flexible or rigid type pavement. In either case, the supporting subgrade is the controlling element in design. In the rigid type pavement, such as Portland cement concrete, there will be no subbase required. With the high subgrade support provided, thickness of such a pavement should be close to the minimum required for the wheel loads to be specified. A flexible type pavement consisting of a high quality base courae and a bituminous wearing surface has been mentioned in the "Preliminary Report of Investigation" by Leigh Fisher & Associates. Such a pavement may prove to be the most economical and should unquestionably furnish an adequate pavement from the standpoint of load supporting capacity. The main design problem involved in the flexible pavement is the selection of the base course. This would ordinarily be a well graded gravel or crushed stone base but consideration may also be given to a stabilized soil base course. The sandy soil at this site is favorable to soil stabilization with the stabilizing agents normally used consisting of Portland cement, asphaltic emulsion,

Page 8 of 8 asphaltic oil, or tar* While such a base course should be considered, its design and construction present some definite problems which would have to be thoroughly explored. A comprehensive laboratory investigation is needed to determine proper proportions of the stabilized mix and to demonstrate the adequacy and permanence of the stabilization. In construction, thorough mixing and complete curing must be assured and this is not always easy under field conditions. For these reasons, the more conventional types of base construction may be preferred. In conclusion, it should be recognized that the selection of pavement type is one of the most important problems to be solved. This selection should only be made after careful study and review by all those who are concerned with the project, both in relation to the design and construction and from the long time operation and maintenance of the airport. Respectfully submitted, William S, Housel Consulting Engineer Ann Arbor, Michigan November 28, 1952

SFUMARY OF SOIL TEST DATA FOR NEW TOLEDO EPRESS AIRPORT FILD DESCRIPTION PARTICLE SIZE DISTRIBUTION ORGAIC CLASSIFIAION _ _ LAB. HRB CAA____ COI3TENT NO, I SILT & SILT & LIQUID PLASTICITY % BY BORING N0. SA NO. ELEV. 52 H C.S. F.S. CLAY C.S. FS. CLAY LIKM 1- INDX WEIGHT IEB OAA 2 IA 674.O 1038 4 94 2 59 39 2 | A-3-(0) E-1 2 B 668.0 1039 3 93 4 23 75 2 16 NP 0.55 A-3-(0) E-2 2 C 666.0 1040 3 95 2 2 2 9 69 2 0.58 A-3-(o) E-2 5 A 675.91041 8 87 5 59 36 5 18 NP - A-3-o) E-1 5 B 671.91042 7 90 3 51 47 2 - - 0.58 A-33- ) E-1 1 G 5 C 6679 1043 6 90 4 39 59 2 15 NP 0.57 A-3-(0) E-2 10 A 661.1 1o44 2 92 6 35 61 4 17 P - A-3-(0) E2 10 B 656.11045 2 91 7 14 82 4 19 NP - A-3(O) E-3 10 C 654.110 46 2 88 10 13 83 4 15 NP A-3-(O) E-3 11 A 657.4 1047 3 94 3 29 69 2 - - 2.24 A-3-( E-2 1 11 B 651.4 1048 3 95 2 21 78 1 17 P 0.63 A-3-(0) E-2 I J 13 A 656.8 1049 3 95 2 40 58 2 - - A-3-(o) E-1 13 B 651,.81050 1 90 9 18 80 2 17 NP - A-3-(0) E -2 General Notes: 1. Definition of soil fractions: HRB CAA Coarse Sand (C.S.) - Pass No.10, Ret. No. 40 Pass No.10, Ret. No. 60 Fine Sand (*.S.) - Pass No.40, Ret. No.200 Pass No.60, Ret. No.270 Silt & Clay - Pass No.200 Pass No.270 2. HRB - Highway Research Board CAA - Civil Aeronautics Administration 3. Textural Classification of all samples is sand based on the tri-axial texture chart. 4. No samples contained gravel.

SOIL SURVEY TOLEDO EXPRESS AIRPORT LUCAS COUNTX, OHIO BY ENGINEERING RESEARCH INSTITUTE UNIVERSITY OF MICHIGAN ANN ARBOR, MICHIGAN FOR STEPLETON, McDONNELL & BARBER ASSOCIATE ENGINEERS AND ARCHITECT TOLEDO, OHIO APRIL, 1953 Survey by - O. L o Stokstai T. EP r...._aa

SAUGATUCK FSINE SAND Remarks 0 Humus soil generally 1. This soil lies slightly higher than the destroyed by plowing. Newton and Maumee soils. Grayish yellow leached 2. The topsoil has generally been altered by ~:Grayish yellow leached ~._fine sand. farming operations to the point where stripping - i j~~jfie sandi. 1 ~\~~~~ -,.,5~~ ~may not be necessary, 3. Generally, these soils should be well rolled in all building and pavement areas. *' Yellow and brown sand with rusty brown iron 4. Saugatuck soils are a source of underwater 2 - concretions and local granular borrow. areas of cemented sand. 5. Water table is an important design control. t@ -:^;.~~ *" Mottled gray and yellow sand. ~-~. \ Saturated most of the time except when 4:- \:.*1 * artificially drained.'**53~~~~~~~~~SAUGATUCK FINE SAND /-'**'-< ~~~~~~~~~~~~~~~~SAUGATUICK FIHE SAKaD

PLAINFIELD FINE SAND Remarks 0 Leaf mold and 1. This soil occurs on the better drained sand forest litter. formations of the area in association with liq~j: -. 1 ~IIIBridgeman soils which occupy the highest ridges..;.' *.F. ~~~: -***\\~ ~2. Plainfield soils can serve as dry borrow 1 -'\. _ *.:1~-.~ ~resources for embankment construction, 1 --''.:-.: Yellow to yellowish 3. Check for water table in cuts of more than,.: | brown fine sand. 4 or 5 ft. depth.,.'.:| 4. Plainfield soils are subject to wind erosion ~ _.'.- wherever the natural turf or forest mat is ~ 2|~~~ XS'-,~~~;' destroyed. Such areas will need the addition of topsoil before a good grass cover can be.'4W~,-~~~\^'.grown. Pale yellow fine' ~ - *'. sand. 5 --'.' PLAINFIELD FINE SAND -e.,.~.*J''r."

NEWTON FINE SAND Remarks ~ Dark gray fine sand. 1. This soil lies slightly higher than the ~.:~; \Maumee soil. Water table occurred at depths'^":~-~~~~^ N of from 1.5 to 3.5 feet on 18 Apr.'53 I* ^\'~.t~.^| ~varying with the influence of artificial Mottled yellow, brown drainage. 1 -. ^ and gray fine sand. q;.: Contains iron concretions. 2. Generally the topsoil is not loamy enough to \s^-*'"*//.;. ~ ~ ~ ~be worth salvaging. The leaf mold and forest ~~:.o \^~:^(g.: ~litter should be removed in forested areas. In farmed area, good rolling may be sufficient in pavement areas. 3. Ditch-cut materials will make excellent fill - - Yellow and gray for embankment construction. "':.* fine sand. "l['^ta~~~ - ^'^4. Newton soils are suitable for underwater borrow. | 3 - C-. v,,,-.-': -- L Gray fine sand.. Permanently saturated. I"..:',' NEWTON FINE SAND

MUCK Remarks 1. An area of shallow muck was encountered between stations 95 and 101 on the east-west runway. Black well rotted rThis area should be sounded at each station to organic material, a width equal to the width of pavement and shoulders. 2. All muck should be removed from pavement and building areas. 3. This material may be salvaged for the use of mulching around shrubs in a landscaping tJ 2 - "|program. Generally, it does not make a good ti:'' ^^**~~~'* ~ ~topsoil material because removed from its permanently saturated site decomposition @=.*'*^"r~~.'~ ~accelerates to the point where the organic hctr~~~~~~~~.'*'.*' matter largely disappears within a few years. ~4 i.-*.j Gray sand. 5 -'''MUCK 5 -~I':~~;.',:~I MlUCK

MAUMEE LOAMY FINE SAND Remarks Grayish black 1. An excellent source of topsoil which should loamy fine sand. be stripped and salvaged for use in the Organic content high. operation of turfing runway shoulders and building grounds.'\|,-'.a~;:| ~2. Generally the sand is rather soft to a depth.; *-~.'/".'/1~ ~of about 3 feet and therefore additional ~.~' *-;~.:~'~ ~compaction by rolling is required in pavement:.J/~~~.;-,~ ~or building areas. 2 -A- - 3. The water table occurred at depths of from | a-'. Gray fine sand 0 to 2.5 feet on 18 Apr.'53 depending to'.'. streaked with yellow some extent on the nearness to a county drain. H... and orange..' - | Occasional areas 4. No clay was found within depths involved in.' * | contain iron concretions. runway grading. 3 ":.-:;,~' Permanently 4 -' saturated.:L Y FE'~~~~~.." ^~~~.'~ ~MA:UMEE LOAMY FINE $AD... ~.q

BRIDGMAN FIHE SAND Remarks Leaf litter and turf. 1. This soil was mapped on one of the higher dune-like sand ridges of the area. 2. A good source of sand borrow. 3. The soil is subject to wind erosion wherever the vegetative cover is destroyed., *4. The loose incoherent nature of this sand. makes truck hauling difficult. 2 -1~ ^ ^ *'. 5. The sand may be stabilized for construction purposes by adding other types of granular materials such as limestone fines. Avoid ~.*-'.'~~~~* ~~the use of clay in pavement areas. Turf hcj *'.'.. Yellow fine sand. areas should receive topsoil salvaged from H 1:'~ ~~~~~ "~.I ~the Maumee soils. 1.' * 5-.'/:. 3RIDGMA FINE SAND -.

SOIL SURVEY RPORT The area involved in this survey is a deep deposit of fine sand generally poorly drained. Variation in the soils identified has resulted mainly from variations in the depth to normal water table, with the heaviest topsoil occurring in the more poorly drained positions. The principal control in determining the elevation of runway pavements will be the position of the ground water table during the critical season of the year. It is recommended that pavement grades be kept at least 5 feet above water table elevations. Since the soil survey was made at a time when ground water is normally,.At its highest level, the water table soundings as shown on the soil survey sheets may be used in design. Some changes in these water table levels should be expected as the existing drainage pattern is altered. Most of the grading will involve shallow cut and fill in the weathered portion of the soil profile. The fluffed condition of these fine sand soils will require that foundation areas be well rolled or otherwise compacted before constructing shallow fills, base courses, pavements, floors, or footings. She soils, being of a granular nature, are easily drained and do not present special problems of pavement support such as mud pumping. They are easily drained and, when thus adequately treated, are not subject to frost heaving or spring break-up* The extensive areas of Maumee soils will be the best sources of topsoil, which should be salvaged for use in establishing turf surfacing on runway or taxiway shoulders, building grounds, and other grading areas where the original topsoil has been destroyed. 0. L. Stokstad

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ENGINEERING RESEARCH INSTITUTE UNIVERSITY OF MICHIGAN ANN ARBOR, NICH. February 5, 1954 Stepleton, McDonnell, Barber & Evans Associated Engineers & Architects Suite 201 Colton Building Toledo 2, Ohio Attention: Mr. Porter W. McDonnell Dear Mr. McDonnell: In response to your request, Saturday, January 30, 1954, -was spent at the new Toledo Express Airport in conference with yourself, C. L. Piper, and Joseph Okenka regarding procedures to be followed and materials to be used in obtaining a vegetative covering on the Toledo Express Airport. This letter is a confirmation of the verbal decisions arrived at during that conference. The review of the turfing problem became necessary when limited funds did not permit turfing procedures as suggested by Mr. J. R. Kessinger, Turf Specialist with the C.A.A. His suggestions are excellent and would serve well as a basis for contracting the work of establishing a vegetative covering. This project, on the other hand, is one on which the Toledo Airport management plans to use their airport maintenance and farm organization for a more or less gradual development of a turf cover. This procedure has certain advantages),especially in its low first cost and in the fact that it permits improvising to take advantage of climatic conditions, soil conditions, construction progress, local price variations, and farm equipment on hand. The area on which a new turf must be established totals 400 acres, which may be divided into 3 classifications based on location and intensity of use.

- 2 - -2lo Areas of intensive use are generally located along the north side of the east-west runway around the service area and include lawns around the airport buildings. This classification totals 61 acres. Treatment includes the use of salvaged topsoil which is being placed by the Grading Contractor. Positive control of wind erosion is a very important factor in these areas. Such erosion occurs partly as a result of natural winds and especially from "prop blast" around service and warm-up areas. Intensively used areas are recommended for the most expensive treatment planned and consist of the following: Lime - 500 lbs. per acre Fertilizer 500 lbs. per acre of 5-10-5 with an additional 300 lbs. application of 10-6-4 or ammonium sulphate in the fall (in the case of a spring seeding) or in the following spring (in the case of a fall seeding). The high potash content of a 5-0-10l is not needed for grass. Seed - 120 lbs, per acre of a mixture roughly composed of: Rye Grass 20% Red Top 10% Fescue (Creeping Red & Alta)35% Canada Blue Grass 15% Kentucky Blue Grass 15% White Clover 5% Cost - Roughly $150.00 per acre for materials, The actual work of fitting the land, fertilizing, and seeding will be done by Mr. C. L. Piper's organization, 61 acres @ $150.00 = $9,150.00

-32. Areas of intermediate use intensity include ditch slopes, runway and taxiway shoulders, and overrun areas not included in the first classification. It involves the south side of the eastr-est runway and both sides of the north-south runway and taxiway. This classification totals 90 acres. The first 30-foot width of shoulder areas next to paved surfaces has been or will be topsoiled using stockpiled material. Treatment recommended for this classification consists of the following: Lime - 500 lbs. per acre Fertilizer - 500 lbs. per acre of 5-10-5 Seed - A grain nurse crop consisting of rye or oats at the rate of about one bushel per acre or about one-half the amount used when planting for a good yield of grain, A grass mixture consisting of alfalfa, alsike, timothy and brome seeded at the rate of 35 lbs. per acre in the following proportions: Smooth Brome 50% Timothy 30% Alsike Clover 10l Alfalfa 10% Cost - Roughly $30.00 per acre for seed and fertilizer, The work of seeding and fertilizing to be done by Mr. Piper's organization. 90 acres @ $30,00 = $2,700.00 3. Areas of minimum use intensity include mainly the graded areas beyond 500 ft. overruns at the ends of the runways and other more or less outlying or isolated locations where the topsoil has been destroyed. This classification totals 250 acres. Recommended treatment consists of the minimum required to control wind erosion until a program of fertilizing and seeding can be accomplished as

a part of the regular airport grounds maintenance program. This minimum treatment includes the following: Lime - 500 lbs. per acre Fertilizer - 300 lbs. per acre of 5-10-5 Seed - Rye or oats at one bushel per acre. A grass mixt;ure consisting of sweet clover, timothy, and smooth brome at the rate of 35 lbs. per acre in the following proportions: Sweet Clover (dwarf) 20% Timothy 30% Smooth Brome 50% Cost - Roughly $20.00 per acre for seed and fertilizer* The seeding and fertilizing operation will be done by Mr* Piper's maintenance organization. 250 acres @ $20.00 = $5,000*00 In addition to the seed and fertilizer costs as listed above, there will be some reseeding costs and also some emergency mulching costs involving the use of straw or wild hay to hold some particularly troublesome spots. Also the fertilizing and seeding operations to be done by the airport maintenance organization will require the purchase of 2 spreaders for lime, fertilizer and grass seed at approximately $500.00 each, A cost estimate for this first seeding project may therefore be summarized as follows Intensive Treatment Areas $9,150.00 Intermediate Treatment Areas 2,700.00 Minimum Treatment Areas 5,000.00 Emergency Mulching and Grain Planting 2,150.00 New Equipment Required 1,000.00 $20,0OO00 If actual costs should prove to be less than this estimate, it would

be highly desirable to extend the planting of permanent grasses and to increase the fertilizer quantities. The recommendations listed above should not be considered as providing a completely adequate treatment but rather as an attempt to make the available funds do the best job possible in protecting the airport investment and the aricraft equipment which will be using the field. In planning seeding operations, it will be well to remember that nature's time for grass seeding is late summer and early fall. This timihg permits new grass to become well established during the moist and cool fall period. To accomplish such timing, it will be necessary in most instances to make separate operations of grain nurse crop planting and grass seeding. In order to protect newly graded areas from erosion, the grain should be planted as soon as each area can be finished by the contractor and accepted by the owner. Rye is the most commonly used nurse crop since it will grow late in the fall and start growth early in the spring, providing good protection of the ground surface through the winter. Oats have a special advantage if it can be planted before the middle of September in that it will make a good fall growth to provide ground cover and then winter kill so as to form an anchored and noncompetitive protection for new grass the following spring. Finally, it must be remembered that the planting program as outlined above is just the beginning and that the success of the final turf will depend on an adequate turf management program which will include early seeding of permanent grasses and a long range fertilizer program to keep the grass properly fed. Specialists like Mr. Kessinger from C.A.A. can be of much assistance in planning this management program. Respectfully submitted, OLS/fsm 0. L. Stokstad cc: W. So Housel

AP PENDIX B CORRESPONDENCE AND MONTHLY PROGRESS REPORTS

Augsat 1l 1952 Stepleton, McDomell and Barber Associated Engineers and Architect 414k Commerce Bailding Toledo, Ohio Subject: Proposed Toledo Airport Development in Swanton and Monclova Townships. Gentlemen: This will confirm my comments and discussion in conference with Mr. McDonnell on July 30,^ 1951^ with regard to the proposed site of an airport development for the City of Toledo. From the standpoint of soil conditions the proposed site is as favorable as any that could be found in the vicinity of Toledo. Soil series that have been mapped on the County soil map are Plainfield, Maumee, and Newton. The parent material in these series is sand which has been altered to some degree by weathering action but is still considered very favorable from the standpoint of grading operations and high internal stability and supporting capacity for the runways or other airport facilities.* The major factor of importance in the soil conditions aside from texture is that of drainage. Plainfield is a well drained sandy soil, while both Maumee and Newton are poorly drained due to the presence of a high water table. Inasmuch as the soil is sandy and permeable, the poor drainage is a matter of topography and the internal drainage characteristics of the soil are considered quite favorable. The main problfm under suah soil conditions is one of controlling the water table under the runways so that it will be below the depth of frost penetration at critical periods of the year. Thus the site may require some subdrainage and particularly the provision of suitable outlets to lower the ground water table. On the other hand., in the grading of the runways to provide adequate transverse slopes for surface drainage, the grade line should be established as high as practicable and this may be worked out to maintain pavement grades sufficiently above the existing water table to eliminate any detrimental frost action. This sand in common with granular materials in general has high internal stability and with adequate eompaetion control could provide an ideal foundation for the runway pavements with a high subgrade bearing value. Furthermore, compaction of these materials is relatively easy and, while it must be accurately controlled. should present no particular difficulties in constraction. The writer had some discussion with Mr MecDonnell regarding possible pavement types and pavement thicknesses that would normally be required for a high type airport as presumably will be provided for the City of Toledo o In the absence of specific requirements which are yet to be determined and assuming an airport of the "Deluxe" classification of the Civil Aerona*za tlos AmilBtration, the thi kness of concrete pavement required ind 2a~Lm reh desigv methods would be on the order of 12 inches.

Augast 1, 1952 Page 2 The thickness of flexible type pavements of equivalent load-carrying capacity is difficult to estimate without specific load. requireents and the selection of one of a n lmber of methods of design. For the purpose f preliMinary estimtes it is believed. that an equivalent flexible type pavement wouid cost on the order of 10 per cent less than a Portland cement concrete, or rigid type pavement. From the standpoint of loadcarrying capacity and general pavement performance it is the writer's opinion that it is too early to express any particular preference as to the type of pavement to be provided. Holever, it is believed that either type of pavement wold be capable of meeting all requirements and giving a high quality pe:rf rfnance in the operation of the airport. Yours very truly, W, S. Housel WSH/jm

WILI So HOUSEL Consulting Engineer Ann Arbor, Michigan Jime 8, 1953 Stepleton, McDonnell & Barber Associated Engineers & Architect 414 Commerce Buildi.ng Toledo~ Ohio Attention: Mro Porter W. McDonnell Subjecto Tentative Program for the Toledo Express Airport Gentlemen: After our conference of Tuesday, June 3. with representatives of the City of Toled>o it occurred to me that it was highly desirable to prepare a written memorandum of the decisions which were made at that time and what it means to those of us concerned with the preparation of the engineering plans and specifications. In that connection, the tentative program which was established is such that everyone involved should have a clear understanding of the amount of work that must be done at any given time in order to meet the schedule which is proposed. In this connetion, my interest w4ill be limited to the airport itself, including the grading and paving of the rnways, taxiways, etc. The buildings and miscellaneous facilities are not involved in any of the services whioh I have proposed to render. The first dead line to be considered is the preparation of estimates of cost to be available by the June 22 meeting of the Council of the City of Toledo. The following items of work are involved 4an in connection with each one, the problems to be solved are indicated: 1. COPLETION OF SOIL SURVEY Due to the fact that the area was not cleared or completely staked, the soil survey made by Stokstad and Barnes covers only a portion of the area to be graded. Generally speaking, their survey is a strip 150 feet on both sides of runway centerlines. The taxiways are likewise covered by a strip map but are somewhat uncertain as the taxiways were not staked and it was difficult for Stokstad ard Barnes to keep themselves located, It would be highly desirable to complete this soil survey within the limits of grading which extend out to the ditch lines shown on the plan, The balance of the soil survey could be most effectively'done when the area has been cleared, but, as pointed out in our discussion., it wv:ld bae iossible to wait that long and still meet the propo'se~,~,heele!o Consequently, we tentatively agreed that as soon aL y., 4aeve&d y0 eo tratt from the City for the general supervisiom of the.o.St: tion project, you wo ld stake the taxiways and tside limts ~f the area to be graded and notify us when

Mtr. Porter W. Mdonmeli 2- Je 8, 1953 this wc'uldA be (c)ne so tlhat arrangemeuts could be made to complete -the soil AT ey In the event that this survey could not be completed in time for the estimtes to be presented on June 22, we w(ould have to base the estimate of topsoil stripping and any other elements whi,3h deperjded on the soil surey on the present incomplete strip mapSo I have a man working on drawing up the soil surrvey on a set of the reproducible s$heets so that prints could be obtained for use in making the rest of the survey. It would then be my plan, to present the results cf the soil survey to you on these 3.pz:X3cible prints, 2. COPLETION:F RAING PLA AND ESTMATE OF BALANCED CUT AMD FIL The seconi important item inTolved in the cost estimates is the total yardage inv~olved in the earth moving contract. Certain problems which affect this estirate are the amount of topsoil strippLng, the shrinkage factor to be used., a check on the balance betseen cutt and fill, and, finally, the preparation of an area grading plan. Ao Estimate of Topsoil Stripping It has been recommended that all of the topsoil containing more than negligible amoiuts of organic matter be stripped from the site and stoakpiled as a preliminary grading operation. The tqpsoil should be handled separately to insure that it is not mixed in the compacted fill beneath the pared areas and to conserve this material for tpsoil dressing of the sandy field areas. Any excess of topsoil whiMh may result may be used on other City projects or soldo The amouwt of topsoil stripping will vary widely in the different sOil types invelved and it was for this estimate particularly that the complete soil survey is needed, Regardless of whether the topsoil stripping is set up on a square yard basis or a cubic yard basis, it will be a separate pay item and a reasonably accurate estimate of cost will depend upon the area of each soil type and the depth of topsoil to be removed in each case. Meamrement of the quantities which mast finally be paid for should be decided with the objective of siplifying the method of measurement. If the topsoil sr"vey is sufficiently accurate, it may be desirable " to establish the pay quantities direetly from that estimate and ellminate the necessity of measiring this later in the field. Bo Shrinkage Fa:toz The determination of the shrinkage factor to be used in establishi.ng the balance between t and fill is important as it will affect the major pay quantity and will also establish the final grade, The bulk of the excavation will be from surface soils which are 4,,ite l oose -ndl these loary materials will be compacted to a reIt l.lT:y high~: density under the pared areas and to some indet(e3mTi__'fig.>re in the balance of the fill. Or present estimate is a shrlage of 30%, whith, while higher than usual in earth moving, may b e, if aything, a little bit low for the type of soil and the type of grading operation inTolved in the Toledo Airport. It would

Mx, P &ser W0 M' ll 3 - 8, 1953 be highly e,,siAranle to t'...... the tdeasity an place in a a: rober of repreena si oil t;pes asi theY a co.n uatat coepaction tests in the labotoy to ge a ear, this s hrinkage faotor wueh.. wotld be a:m't; better t;ha peet, g~uess. Arrainge.ints will " Jbe ma9? ea a oa as aemK E e relearsea frm other ork now in pr(grei, at to ta )me mMstuzecI anples i n th ield, andI to get saples for labo3ratory cmpaction t C. t'kn^g th Balance of OU a'd Pill I have a man workig Og on _ cA tation of the aut and fill involved in the entre area to be grd Sme of this work was d.oe as a class problem, as it me an exelent exercise for the class in Airpos Des ign ad Conset<ztiaOno HR:wever^ they were unable to complet~ the. pr blmandm heek all thie details, ad that is what this ma, is dM,ng. I epTeet to have this estigmate available in the near tatmre and will be, iterested to cheak it over with yo:ar own figures D, Area G:ra,:2Z Plan It is plaie('to eke,p a area. grading pla which ve have diciissed.cm'several preio,, a so nhe bulk of th.is work has al.. been d&oe by the class Im Airport CotS.ra'Ation and is being fSiahed. Tp by thie 1 ma have *kig. on this job now as a part of the ngineering Research pr:ett It is planaed to use the extra set of repr ociMeible priLnts ithi you serct up and wer e ust received last TarsSay to draw the gradng plan on aid transmit it to you for such use as yo may be able to make of it. There may be some adijstment, as I note on the latest plans that we received that there have been sce ehs.ges in grade and sme c.ges in the lay,out of the paved area, partiemlarly around the terminal building. Perhaps these will not be enegh to mke any substantial change in the grading estimate, and I hope not, as we will not have time for any extensive revisionS. E. Sbarads Mfani ti, Suibgrade manipulation is a factor which must be taken into consideration in the specifications a.d is one which we have not discussed at any lengtho I plan to recommend that the specifications require that the top 12-inches Gf the finished subgrade be compacted to the standard density in all areas ineluding particularly the cut areas. This subgradie nian.pution should be taken care of automatieally in the fill areas. which will have been broug`ht up to grade at standard density, but the Cet areas present a different situation, It is possible that thhese areas will be compacted in the regular grading operations~,'btat they will be alose to st anard A~esityo I& the graig contract was going to be cornpleted before te pa iv.g e we,lm bve an oppo rity to cheek densities in the etf and. Iete'ni*,e: eiiher or not any aditional ecompation,s necessary. ~r5is reprersets o ef the penalties from.didng the jb i&er, eontraet and in a hurry, as we are

M. PFrter W, M. )ee? - 4 J.Le 8, 1953 for ~e. to to itO We ananot take a chance on the densities in the ~tb a-eas being below the reguirements for subgrade stability, so'we w9ill h1,nae to sp e-irfy that all such areas will be manipulated or'oQpated to a aepth c at least 12 inches. This quantity will then h.aven to be included in the o;tract as a pay itei and the contractor will have to be paid for it even though he may have to do a mininrim axmout of extra work in that connection. If we have the time to do it, we should make some nattural density tests at considerable depth belw the surfae in tle areas where the heavy cuts will be made In this way we might determine whether the natural density is fairly close to the requairement that we will be specifying or whetlher these cut areas wi.l need the eopaction which is discussed above. Possible compaction in the cut areas will also affect the shrinkage factor and the balance of cut and fill. 3. PAV ET DESIGN In ccnnection with pavement design, we may already have a sufficiently aacurate idea of pavement thicknesses to make up a cost estismate suitable for the Jane 22 meeting of the Council. On the other hand, this is a matter that I want to take up with Mr. Stokstad an. work out an equivalent design in both rigid and flexible pavements that we will be able to support completely in the.rase of any ontroversy. For this purpose, we should have a positivee determination of subgrade bearing capacity, i.e. the subgrade mo.l-us, for rigid. pavement design, and allowable bearing pressure, for flexible pavement design. If time permitted, I had hoped that a few of the standard plat loadi.ng tests could be made on the omnpated s$ubgrade to serve as the final criterion for pavement design, but this is obvious3~y out of the question under present schedaling. The sub'itaute will be to ran some CBR tests in the laborat ory and we will.get samples for this purpose and get these tests n~dermay as soon as it is possible to schedule this work in the presently crow&ed laboratory program.a In connection with pavement design, American Bitnu.las is still pressing rather hard for consideration of a stabilized base in the place of the conventional dense graded aggregate of either crushed stone or densely graded gravel. You know my lack of enthusiasm for the soil stabilization of the so-called low-cost type, but I am stil1. wo r-ring if we shouald give it any consideration in the campetitive designs. Before accepting such a base, I would want to rui a very comprehensive series of stability tests to demonstrate that the material was completely adequate from the standpoint of load-carrying capacity and sufficiently well stabilized to resist deterioration in service. Such an investigation is another one of the things which must "go by the board" in the stepped-up sched&.e, and I d:o:mbt very much if we will have time to rope lvy evuante such a base course and in!lude it in the corn

Mr.o Porter Wo McDono.ell 5- June 8, 1953 I believe t 1- t the above outline completely covers the items on hich y o:i ill be relying for us to provide you with design reeomaendat iones needed in tz praepaati n o p ad s peeiflationso If there is a nyhing fa ther, yol maly le e o and in any event we will have to keep in close toueh, so th at the serveral aspects of the work will be propeerly timed to meet the scheduled dead line.o Personally, I am sorry that we have to do tIhe ob in such a thmybatg as stated. in otr confernoe, the adva tages of getting th$is vwornk ner contract and partially completed this year, before Othe Ohio T? pike construction becomes active, are so obvioUn-s that they caymot be set as.leto My hope is that we will be able to meet at? sde euri.thir.t saaurificing anty of the iaportant;elements X.heh iWll affeot the quali ty of the final producto Yors very truly, Wo So Housel WSH/f Sm ~cc Mr O. L Stokstad,

June 16, 1953 MEORANDM TO: W. S. Housel FROM 0. L. Stokstad In accordance with your request, I spenti Wednesday, 10 June 1953, in Toledo for the purpose of attending a conference relative to tqpsoil salvage and topsoil use on the new Toledo Express Airport. The meeting was called. by Mr. Porter W. McDonnell and Mr. A. Stepleton, consultants on the project. Present at the meeting were Mr. R. Williams, C.A.A. office in Columbus, Mr. Stewart Mendell, C.AA.A, Mr, John R. Kessinger, agronomist fron the New York C.A.A. office and Mr. Clayton Piper, To2ldo Airport Commission. The meeting was called at Mr. McDonnell's home frm where Mr. McDonnell, Mr. Williams., Mr Kessinger, and the writer drove to the airport site in order to better study the nature of soil and turfing problems. The Plainfield, NeMwton, and Maumee soils were examined in considerable detail by the use of a tile spade. Small profile samples were collected by Mr. Kessinger for the purpose of making such laboratory tests as will aid him in making turfing recommendations. Generally, Mr. Kessinger believed that turf could be established on the area more cheaply without the use of topsoil because of high salvaging costs. It was tentatively decided that areas to be turfed should be classified. based on anticipated use intensity. Building areas generally and shoulder areas within 30 feet of runway, taxiway, or apron pavements should be topsoiled before seeding. Other areas where no traffic is anticipated. Mr. Kessinger believes that turf may be most cheaply established by the use of fertilizer, seed and b^h only. If the areas between the rmways and taxiways are to serve as turfed landing strips for light planes, it was recommended that topsoil be used as an aid in obtaining a tough dense turf. Loss and shrinkage factors were discussed, and it was agreed that the factor for topsoil would be about 50%, especially if the material is stockpiled.o The shrinkage factor for other grading quantities will likely be from 30 to 35%, because of the loose nature of the soils involved. Loss in grading iantities will result from clearing and grubbing activities and also from t.he fact that levels were taken when the ground was frozen. 0. L. Stokstad OLS/f sm

ENGINEERING RESEARCH INSTITJTE July 14, 1953 Stepleton, McDo:aell & Barber Associate Engineers & Architect Colton Building Toledo. Ohio Attention: Mr. Porter W. McDomnzell Subject: Soil Srvey Information, Toledo Express Airport, Project 2146 Gentlemen: In accordance with our conference of Friday,, July 10, we are transmitting herewith the original copies of the Soil Survey Report or summary by Mr. Stokstad with three sheets on which the present soil survey information has been shown* These sheets have not been completed as the soil survey had not been completed over the entire grading area. In accordance with our recent discussion of this matter, it its lontemplated that, when the clearing has been completed, the soil survey will be completed for information and for use during construction. At that time, these three sheets can be completed and made part of the information drawings o It is suggested that the soil survey information being transmitted herewith be classified as supplementary information and. a note made on the drawings or in the specifications that additional soil information is available xpon reaqest to your office. The results of laboratory tests which have recently been completed for design information may also be classified. as suvpplementary, but will not in all probability be of any vaue to bidders on the proposed Airport. It is the writer's plan to compile all of the more recent tests and summarize the design recormmendations which have been transmitted to you from time to time in our conferences and include it al iin one report. This report will be submitted as soon as possible to get all of the information together in final form.a Yours very truly, W. S. Hotsel WSH/fsm Encls.

STAT 1ME iG-AY DEPARIM IT La,sing 13 IT NTERQOFFICE COMICATION January 27, 1954 Memorandum for the Files Spent Friday, Janary 22, 1954, in Porter McDonnell' office in Toledo in conference with Messrs. Porter, Stepleton, Piper, regarding the Toledo Epress Airport. Involved was a brief discussion of stage construction for the N - S rlway anad an extensive discussion of the turfing problem. It has become necessar7 to cut costs of the project in order to stay within the budget establishced by the City of Toledo. Apparently, there is only $20,000.00 available for ttuing about 400 acres of new grading. It is necessary to use this money in a manner which will protect the investment in grading and also to pe.umit proper use of the field. It was decided to use intensive treatment for runway and taxiway shoulders and general building areas and to provide minimm treatment for outlying areas. Intensive treatment involves th e se of topsoil (salvaged and stockpiled), fertili.er, and seeding with the possibility of some ia e hing. The minimum treatment will consist of employing city forces in planting a cover crop like rye along with a legume such as dwarf sweet clover. These areas will then be frther improved by the use of fertilizer and seed, after the airport is in use. In fact, Mr. Piper, airport manager, has already started his farm crews on a program of planting areas where the grading is completed* The west over-r2m and glide angle area was seeded to rye last fall. Tentative arrangements were made for a meeting at the project office on Saturday, Janary 30, 1954, mainly for the purpose of discussing soil management practices* Mr. Piper is accustomed to the heavy clay soils of the old airport, and he is interested in a discussion of possible changes in methods to better meet the requirements of the fine sand soils of the new site. Olaf L. Stokstad OLS:r co: W. S. Hcusel Ho Eo Barnes

T1VERS'Z? OF CEHICAN ENi.NEERING RESEARCH INSTINTTE November 30, 1954 Mro Porter W. M:cDInne.ll Stepleton, MDeimnell Barber & Ehrans Associated Engineers & Architects Suite 201 - Colton Buildi.ng Toledo 2, Ohio $,bj~t:s:Design of Paving ~fc the Toledo Express Airport Egieerning Resiarh;nstitute Project 2146. Dear Mr.o McDoell: This will co fiom cz telephone conversatioB of November 29, 1954, regarding the speifie: loang conditions for whih the paving for the Toledo Express Airport was designedo Being an Express Airport tnder the C.A.Ao classification, the wheel load appliations us ed were as gives by the Civil Aeronautics Administration Tecbnical Standard Order NM6, dated November 4, 1947, and shown as Table 1 in their paiphlet on "Airpozt Paviag" published in May 1.948 Acordingly, the p ement for the Toledio Express Airport was designed for a single Vheel load of 45,000 powads, and the equivalent dual wheel load of 60,000 p no )j. Thickn esses of bo tth flexible type pavement and concrete pavement'were worked. out by the several acirrent methods for these wheel loadss. These metho1s inluadied. those foenr ated. by the COA.A., U.So. Army Engineers, and the Porbtla.d Cement Associ ation, While the designated loads thus represent the design capacity by def.linitio, it is the writer's opinion that the actmRal load supporting capacity is net limited by those figures Under the combination of gramular subsoil, good drainage, and excellent follow-through on atiapaction a d.pavement ootnsr 1ation t3hrojghou t the construction period, it i.s th.e writeras opinion that the acttial capacity of the pavement is considerably in excess of the design capacity. This subject will be discussed in greater detail in our final report on this project, on whiJch we are working gat the present time Yours very truly, W, S. Housel WSH: je.c: StepletoMMn: onellj,Barber & Evans (3)

ENNEERING RESEARCH INSTIE TUNVEISIFY OF MIECHIGAN ANN ARBOR, ICCHIGAN Work Report for J.ej 1953 Project 2146 To ftepletor.. MDonmell and Barber On Soil $usrvey at Toledo Express Airport REPORT ON WORK DURING MONTH Tis is tkhe -first monthly work report on this project which was authorized. by Stepleton, McDonnell and Barber under date of May 4 and approved under date. of May 19o This work has grown out of the writer's contat.s' with the City of Toledo and their engineers in the planning and design of the new Toledo Express Airport. Consultation on this project has been tmderway for some months. There was some laboratory testing required last fall bvt it was not extensive and it was carried under the Soil Mechanics Contingency Fund and transferred to the project under date of June 2, 1953. A more comprehensive program of soil investigation started in April with the fi.Md.soil survey which was conducted by Mro 0O L. Stokstad and Mr.o "H.o.E-.. Barnes. Results of laboratory soil tests which have been previo..ly condueted were included in a report on preliminary design recommen-. dations submitted to the clients under date of November 28, 1952. The soil survey information has been transmitted to the Engineers in the course of various design studies and in preparation of the plans and specifications. No formal report has been made on it as the data were to be incorporated in their plans when it was in final form. As a matter of fact, the soil survey has not been completed over the entire airport area and it is planned to do this when the clearing contract has been completed which will not be for several weeks. In the meantime, the various phases of airport design and the preparation of plans and specifications has been underway. There were several conferences in Toledo during the month at which time these problems were reviewed with both the engineers and city officials and the results of our studies in the form of definite recommendations have been transmitted to the engineers in these conferences. Since June 18, we have provided some assistance in the preparation of the plans and specifications by sending Mr. H. Cetin to Toledo to work with engineers of Stepleton, McDonnell and Barber and he was still there at the end of the month. (Signed) W. S. Housel

ENGINEERING RESEARCH INSTITUTE UNIVERSI'. OF MICHIGAN ANN AMBORE, MICHIGAN Work Report for July, 1953 Project 2146 To Stepleton, McDonnell and Barber On Soil Survey at Toledo Express Airport REPORT ON WORK DURING MONTH Airing the month of July, the engineers for the Toledo Airport were preparing the plans and specifications for the grading and paving contract which it was hoped could be let before the end of the month. The writer made a number of trips to Toledo for consultation with the designing engineers and to assist in the preparation of plans and specifications. These plans were completed during the month and bids were taken on July 28. Our work on this project may be nearing completion, but we have yet to prepare a final report bringing together the various soil investigations which were undertaken through the Engineering Research Institute and presenting our design recommendations in complete form as they have been given to the engineers from time to time. (Signed) W. S. Bousel

ENGINEERING RESEARCH INSTITUTE UNIVERSITY OF MICHIGAN ANN ARBOR, MICHIGAN Work Report for August, 1953 Project 2146 To Stepleton, McDonnell and Barber On Soil Survey at Toledo Express Airport REPORT ON WORK DURING MONTH The design phase of this project has been completed and contracts have been let by the City of Toledo for the grading and pavement construction. This work was getting under way during August and daily reports from the Toledo Testing Laboratory, which is in charge of inspection, have been received, On August 21, the writer was in Toledo and made an inspection of the airport project in company with representatives of the consulting engineers and representatives of the city and contractor. The inspection work is well organized and it is anticipated that the work will go ahead smoothly. Our only responsibility in connection with this work is the general supervision and review of the work that is accomplished from time to time. We still have, however, a final report to be prepared on the work done in connection with the design phase, covering the results of laboratory tests on the subgrade soils and the material to be used for the subbase, all of which have been completed and the results given to the consulting engineers in conferences from time to time. (Signed) W. S. Housel

ENGNEERING RESEARCH INSTITUTE UNIVERSITY OF MICHIGAN ANN ARBOR, MICHIGAN Work Report for September, 1953 Project 2146 To Stepleton, McDonnell.and Barber On Soil Survey at Toledo Express Airport REPORT ON WORK DURING MONTH There was no work done on this project during the month, but the writer has been receiving daily reports from the job on the progress of the grading contract and the density control which is being carried on by the Toledo Testing Laboratory. There is nothing further to report except that the project is still active and we have some work to be done, particularly the preparation of a final report on certain phases of the project. This work is not pressing, and it will therefore be postponed until the opportunity to complete the report has improved. (Signed) W. S. Housel

APPE NDIX C RESULTS OF SOIL TESTS FOR PAVEMENT DESIGN AND CONSTRUCTION

UNITED STATES BUREAU OF SOILS CLASSIFICATION VERY FINE MEDIUM COAR FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SAND SIEVE SIZES 270 200 140 80 60 40 20 10 4 " 3/8 Sa / I4 DIAMETER IN MILLIMETERS N S S 0 00 0 0 00 0 1oo o o o o ~_ _ n6 _ 10C —— o- o. o- o —o _ o...-: _.....i:,' — -o 1 0 0...... -- --- r- _-.... 11_ _I III......-1... Z > 60J l __ _ __ _l l l l 1 112 1L LllllL ___ z_ 0-...-... U!- - - ---- ---------- _ --— _ -.1111.. -- -- -- - ENGINE Eg RING RESEARCH INSTITUTE -- _- --- - --- - 0IL MECHANICS LAORATORY 20......- U OF MICHIGAN, AM ARBO MECILANICAL ANALYSIS OF NEWTON SERIES --- -- --- - --- - ____ TOLEDO EXPRESS AIRPORT UNIV. OF MICHIGAN PROJECT 2146 C —— )~ ~ ~ ~ I 10 F4igure 1,,I I~~~~~~ "'.,111111 1111........' i....uvi~ sm aM~tl1j IWABJ s....~~~~~~~~~~~~~~~~~~MC~~~A AAY~SQ

_UNITED STATES BUREAU OF SOILS CLASSIFICATION VERY FINE MEDIUM COARSE FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SAND SIEVE SIZES 270 200 140 80 80 40 20 10 4 2 / I,J1 DIAMETER IN MILLIMETERS tv tN) An 0 000. 0 00 0 S O S? ~ O? O?:S ~g ^o ~~~ N tE 0 ~ o J 1o N ^ 1oo 0C —- 9 0 0.o - _. Q * ~ 0 r q f- ___ ^ 80 -— 1 1 - 1 - - - 1 _1 - 1 1 1 ~.- - 1-1 I 1 1 - -L — 1 1-l- I I — I - I 1 20 { _ _ _ ___.-_ ~..-......~._11~11. 111 I. _ 11._1111 -f -i -[: L -- - - - _ __ III;i 60 8 80 —---------— 40 o. / Jf _ Iz~~~~~~~~~~~~~~~~~~~~~ —Z Z m. 4u - -4- - - - -.0 60 — - _ --- - L ---------- - - - - - - u 0. n ENGINERING RESEARCH INSTITUTE - - SOIL MECHANICS LA3BORATORY 20- UIV;SITY OF M CHIGA, A1N ARBO1R 80 *==0 [= I. I -~I -WN_ _ U}CIV. QOF 4 1',"I G AN PROJECT 2146 Figure 2

UNITED STATES BUREAU OF SOILS CLASSIFICATION VERY FINE MEDIUM COA FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SAND SIEVE SIZES 270 200 140'80 60 40 20 _ _104 a 3/ I' lj DIAMETER IN MILLIMETERS ryO t cD 0 OD Afe Nu <*) 0 000 ~ 0 00 0. ~ m ^ 20 0 0 ~ < S NO o < - -'o Q __ __ ~^ ^ _N____< o o Si,afl. 10 0 0 --- - -- - - - - - -..., — _ - _. - ---- 1 -- _8 —-_ ^ - ----------- --- -- --- --— _ —-- ---- ----- —. —.-.- - _ —-- -----— 20 ^ _ _ _ -. -. _ -. -...... ~ ~ ~ ~ ~ ~ ~ ~' ________-__-_ — __ _ ___ 60, i ------- --- -- --- — ~~ - - - - --. ^^ -- -- - ----------— _ __ __ z z 480 — - _ - -----— 4 u) --- ---—.,. —.-.- - - ----- -------- --------- w ~ ~~~~~~~~ ~ __ _ - -- -- -... - - --. _ __ -- - -_ - -----— ___ ____ 2Z a. ___/________ _ ____________ __ __ ______z y I I-I~iT I 1ENGIVEERING RESEARCH INSTITUTE -L-*J ------- ---—. —....- -----—.. — -- - - - --- - - - -— SOIL MECHANICS LABORATORY EIT MICHIGAN 0 2 - _ _ —_... _ __,_ - ____ - MECHANICAL ANALYSIS OF f __ ____ PLAINFIELD-BRIDGMAN SERIES --- -. - _ -. -- - - - - --- _ -T OL ED O EXP R E SS A IR P O RT ^^< —::;;::;:^= ==:?':""''UNIV. OF MICHIGAN PROJECT'246 cC —- * - - I I oro I I I I i1il - 1 I I ii- I I - 1 ------— ( Figure 3

.....'.........UNITED STATES BUREAU OF SOILS CLASSIFICATION..... VERY FINE MEDIUMCOARSE FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SIEVE SIZES 270 200 140 80 60 40 20 10 4 v^ /B Y4 4 I 1 DIAMETER IN MILLIMETERS N 0 0 0 0 00 0 ~- - o ~,.. ~ 0: ~ o ~ e n ~0 ~ 0 0 N 0 - O O _ o o o o o_ o - _ N __ __ _N__ _ _ _ a_ _ 3 80.S~t~lil i 1 01:t l~irllt~t IS~l 1 1,' 4I1 01 20 l 60- U= - i i | i- 1 _I I _ -| -- 7 --------- 0 _ I60 — 40 < zo0 t-_ —— 11II1111N|| —! —-_-I -VERSITY —----- O w AN RB. I I I I I I I I I I I | l;W1"ies - I Ir- ie TOLEDOc 1X I Sags zAIRORT o 60 -- - - - ---- -- -.- --- - - -- - --- -^ --- - --- - --— J- 1 —V- MC-G — P- 4JECT 2 | _ _ zFigure 4 ENGINEERING RESEARCH INSTITUTE SOIL MECHANICS LABORATORY zo -- - -__ —-- ----—. —.- _-_ —_ —. —— ^ - -- --- - UNIVERSITY OF MICHIGAN, ANN ARBOR 80 AVERAGE MECHANICAL ANALYSES TOLEDO EXPRESS AIRPORT UNIV. OF MICHIGAN PROJECT 2146 Figure 4

5 COPACIooN cWHRACTISTIOS Project 2146 Lab. Sample Noo 53H856 Location Toledo Express Airport. Field Sample o 7-1P Tested by GPL Dat 6-53 Plotted by W. R Date 2-1-55 Description or Remarlcs Representative of Newton-Maumee Series 1.20 < 1 1 1 1 1 1 11 1. T - I- - R- - T - l- q-I-,i I T] 1 I-t- T ~. 1 7 - l st t l..' -~ lr- H- ~: 2 1111 -L-r- --- _ —?'1 * _ I I I I I I 1 1 11 1 1 1 1 1 11 1 4' -/_ - /- -— _ -_ -_ -- -_ - _- - _-,' t~_-" a 100 ---------... 80 H ----— n* —----- -- ___ 7!'/ -I I Y ~rI t t t < m I II izz mzH 0 [....... s^. <...... o 5 10 15 20 Mlisture Content - Per Cent of Dry Weight FPigure 5

6 COMPACTION CHARCTERISTIDS Project 2146 Lab. Sample?foo 53H837 Location Toledo Express Airport Field Sample No 1-1P Tsted by PL Date 6-53 Plotted by G.. Date 2-1-55 Description or Rearksi Representative of Plainfield-Brldgman Series. 110 t X -- ---- -— ~- ~c-~ U loo, —- _ X- — ~ —- -- fi 1. Ik- 1 I I I ItF $ I III M IYI ~ I\ I I nca r or% t! _S, ii s4,F 70.-.,,.,.., 0 5 10 15 20 Moistuire Cotntent - Per Cent of Dry Weight Figure 6

. UNITED STATES BUREAU OF SOILS CLA$SIFICATION'. VERY FINE MEDIUi COARSE FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SAND SIEVE SIZES. 270 200 140 80 60 40 20 10 4 4 / Y 3 1 Y, DIAMETER IN MILLIMETERS N ^'* ^ fH0 0 00 0< n 0 00 0 oo0 000 2 NM 8 | 0? wo ~i 0 go Io 0 I 0 0- - - - -..... ~....." — t —-- -- -1!I I IIH 1 I I —_I —- ---- 11 11, — -_7_- - 80_ _ _ __]-1 l l l l ] it] i l _ 0' G:a l r ve - / _uf\e..:H93 - z.:,_ / 0 Z 40- -- -- --- ------- - —... - - -. - -- -- -'6 A = | =l l l l| 0 l llr1 r T /e y I1 I Grad_ ngC Cre C r ETIIIT111r1 / GINEERING RESEARCH INSTI E ---- ---—. -- - - _ —- SOIL MECHANICS LABORATORY e20 -- -----— _ —---— tt-t pc- -- - - UIVERSITY F MICIGAN, ANN ARBOR 80 -- - — _ —--— _ —.......^- -_ ^^.;' A _ MECHANICAL ANALYSIS OF 0____ _ _ f ___LIMESTONE SCREENINGS I I I:11 11:; r; ^' t — k - ____ TOLEDO EXPRESS AIRPORT O E 1 1 l l l l l Heffl m: m 11 _LUNIV. OF MICHIGAN PROJECT,2461 Figure 7

CCOPACTION CHACTERISTICS Project 2146 Lab. Sample No o 53H931.932 Location Toledo Express Airport Field Sample 1oO - Tested by G PL Date 7-53 Plotted by G. S. Date e-1-55 Description or Remarkst Representative Limestone Screenings 145 1, 0 11 135 l Fl-rI I 1 1 TI I I I I I i 1 1 8.,.~. itl ILa t I 1 I I I I I I 1_ I_1 1, _ 1 135 ---- -- ~tf — 1 1 I, _ __ _ _ _ _ - ~ V- _ _ __^ ^ _ _ _ __1.9~1'130 I. -., -.,_ - - -r - 125 aczz 1 1Y IIIT c f120 - - 115 _ —---—.j —- 1 1 — T 0 2 4 6 8 10 2 14 Moisttre Content - Per Cent of Dry Weiciht

Li IX 0 C Zi II17I IcniWI ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~,iL:;I! III1I I~ ~ ~~ ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~I 1t It {e~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ for It2 1 1 I I l81 TM I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I l 41 21 1 1 I L~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~tllS:, 1~~~~~~~~~~~~~~~~~-T ll1 1WJ t —Tf —-r - r -t~ TL LIT1 A~kIIL~lll4Wll+X Figr.9

OT amIsRT 4 1. ~ m t- -+0 W44W I14- 4 4 - ~ ~ I- -J 14t W4W-tt, i T1 + - F~~~~~~~idi~~~~~~~i I i4 t[I-A -H-f J I I ~~ ~- I. -I- ~ ~ iC!i T i I I t 3 I 1 I -. I ry iII ~i t - m, 1t-Fr-+-Illi- ~ 1Wt0 IA- m m mS-ttXX1t~lftI- - -1 I-~~~ 1il~l l~l WH~ I4 1 1 -till III I i i — -- - I — ~ ~ ~ ~ ~ ~ ~ -7T- 7 1II I t111 1 t -t- 11 -1 —-- -- - - T - t~~- -in r S IllllT ~ l — ~ - i llT -- - - -.. l |~~~~~~~~~~~~~~~~~~~~~- -tT2' -'I1mrIIILtlXSTLtllI tfSIM MIO l l0 m ~lI~T 1111111lm111 lil~illil~ll~liilI~l~ HI~mTTT~AH+-r F~l4~iliilIl~l~l~illiillltiilllF~illl~ill!IIIII 111111 ++tt~~~~~~~~~~~~~~~~-H -H ~ IlrldlfEilliiillil 4I —lHT71111Tl~SHl1+kl17rl+711 I X ImlT~hT~ll i 1X1111 1 1 1 1XX I L >1mS 11t 1 11144 — I I! I-I 1111111 1 1 ~ I l I I!| I I I | I | I I I I II I Ll I I II I I I I IH I I I I i I I t I I'I I ~ I I I I I I I I Is I I I s I I 1111 i II I I I I I H i Ll I I L 1 I Ll I i L L I I I I I i I Ll | 18 1 1 1 11 1 1 1 1 1 1 1 1 1 1 11 1 1 1 t W } & u L il L i L1 [ tJS ~llL ~ll t F1 1 11 11 11 mfTt L;Xfltllillill Xtt11 -W-llilllllF~lplillllllllll~l~lllllrllil~lll4Irllllll1L I]I[H L 1 r 1 r IrrT Irrrrr1 II11Irr lI TrrT r11IrT rtIiiTT I}Ii'f H - - I- 1 IlL IL 1 LI1 1111 tsX||| m I Illllli 1111 1111 111!1111m lm mI~l.TL$UllllI~ llll~mll40 lll~lll~ll!!lllill$lillIIIII IlllltlllllL'I~llll~llllil'llllllllllIIII1, - - - I 1-4-IIIII

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' U______ _____ UNITED STATES BUREAU OF SOILS CLASSIFICATION. VERY FINE MEDIUM COARSE FINE CLAY SILT FINE SAND SAND SAND GRAVEL GRAVEL SAND SIEVE SIZES 27020D40 0 60 40 20 10 4.2 3 4'1 DIAMETER IN MILLIMETERS N ) 0 0 00 0 W oW -- - ____ ---- --- 20 C). o I -I I I z ^ z I0 60 -—......,...... ---- - -- - -— 4 0 0 20 ______ _ 1___ __REST _ 1C3Ao.I/ANN 1A_11_____ RB 2 Lii --------—. —--— _' 1 Y OF —---- I - 4! ____ - -11o08 <In 1 MEE SERIES T.y eSOILtm! 3 20 - - ---- -—...111- -- -- _ — -- - UNIVERSITY OF MICHG AN AN ARBOR 80 -- - -- --- - ----—..., —------ __ — --- MECHANICAL ANALYSIS OF __ _ _____ ____ ___ mel'^ll' ___ __ ___ I I ]MAUMEE SERIES TOPSOIL oL I I I sl 1111_LII1 L L UNIV. OF MICHIGAN PROJE! 2146 Figure 13

TABLE I SUMMARY OF CBR TEST RESULTS NEW TOLEDO AIRPORT Lab. Test Surcharge Laboratory Control Test Test Sample % CBR in % No. Load Dry Density Optimum Moisture Dry Density Moisture Compac- Penetration 53 H No. Lbs. p.co.f. % by Dry Wt. p.c.f. % by Dry Wt. tion 0.1l" 0 2 1 20 109o8 12.8 98.8 100o* 10o3* 2 20 110.3 13.0 99.3 13.5* 14o9* 837 l11l1 12.9 3 20 1' 110.6 4.9 99.5 26.5 18.4 4 20 l111.4 6.8 100.3 22.8 16.2 1 20 111.8 11.1 99.0 6.2* 8.1* 856 2 20 112.9 11.1 111.3 11.6 98.6 6.7* 8.3* 3 20 116.7 6.8 103.4 27.7 28.5 1 20 136.5 3.9 103.6 137.5 152.2 931 131.7 7.3 2 20 131.5 4.0 99.8 111.7 120.0 1 20 143.0 7.5 104.6 33.3* 43.1* 932 2 20 136.7 9.0 135-5 5.5 99.1 133.3 134.3 3 20 135.8 5.6 99.3 100.0 107.1 * Water squeezed out of sample under load.