United States Office of
Environmental Protection Research and Development
Agency Washington, DC 20460
EPA-600/R-95-171
December 1995
* EPA Characterization of Mud/Dirt
Carryout onto Paved Roads
from Construction and
Demolition Activities
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FOREWORD
The U.S. Environmental Protection Agency is charged by Congress with pro-
tecting the Nation's land, air. and water resources. Under a mandate of national
environmental laws, the Agency strives to formulate and implement actions lead-
ing to a compatible balance between human activities and the ability of natural
systems to support and nurture life. To meet this mandate, EPA's research
program is providing data and technical support for solving environmental pro-
blems today and building a science knowledge base necessary to manage our eco-
logical resources wisely, understand how pollutants affect our health, and pre-
vent or reduce environmental risks in the future.
The National Risk Management Research Laboratory is the Agency's center for
investigation of technological and management approaches for reducing risks
from threats to human health and the environment. The focus of the Laboratory's
research program is on methods for the prevention and control of pollution to air,
land, water, and subsurface resources; protection of water quality in public water
systems; remediation of contaminated sites and groundwater; and prevention and
control of indoor air pollution. The goal of this research effort is to catalyze
development and implementation of innovative, cost-effective environmental
technologies; develop scientific and engineering information needed by EPA to
support regulatory and policy decisions; and provide technical support and infor-
mation transfer to ensure effective implementation of environmental regulations
and strategies.
This publication has been produced as part of the Laboratory's strategic long-
term research plan. It is published and made available by EPA's Office of Re-
search and Development to assist the user community and to link researchers
with their clients.
E. Timothy Oppelt, Director
National Risk Management Research Laboratory
EPA REVIEW NOTICE
This report has been peer and administratively reviewed by the U.S. Environmental
Protection Agency, and approved for publication. Mention of trade names or
commercial products does not constitute endorsement or recommendation for use.
This document is available to the public through the National Technical Information
Service, Springfield, Virginia 22161.
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EPA-600/R-95-171
December 1995
CHARACTERIZATION OF MUD/DIRT CARRYOUT ONTO PAVED ROADS FROM
CONSTRUCTION AND DEMOLITION ACTIVITIES
FINAL REPORT
Prepared by:
Michael M. Raile
Midwest Research Institute
425 Volker Boulevard
Kansas City, Missouri 64110-2299
EPA Contract No. 68-D2-0159
Work Assignment No. I-04
EPA Project Officer: Charles C. Masser
U.S. Environmental Protection Agency
Air Pollution Prevention and Control Division
Research Triangle Park, NC 27711
Prepared for:
U.S. Environmental Protection Agency U.S. Environmental Protection Agency
Office of Air Quality Planning and Standards Office of Research and Development
Research Triangle Park, NC 27711 Washington, DC 20460
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ABSTRACT
Several urban areas of the country in violation of the National Ambient Air
Quality Standard for particulate matter have identified fugitive dust generated by
vehicular traffic on paved streets and highways resulting from mud/dirt carryout from
unpaved areas as a primary source of PM-10. Since little data are currently available
on the amount of mud/dirt carryout deposited on paved roads, this work characterizes
the process and evaluates selected control methods. Three control technologies were
evaluated for effectiveness in controlling mud/dirt carryout from an unpaved
construction access area onto an adjacent paved road. The first control used a street
sweeper to mechanically sweep the dirt and debris from the paved road surface. The
second applied a 6- to 12-in layer of woodchip/mulch material onto the access area of
the construction site to a distance of 100 ft from the paved road. The third control
applied a 6-in layer of gravel over the access area. Street sweeping was found to be
only marginally effective (approximately 20%) in reducing average silt loading on the
paved road lanes. Treatment of the access area with a buffer of woodchip/mulch was
moderately effective, reducing average silt loading by 38 to 46%. The gravel buffer
showed the greatest effectiveness, reducing the average silt loading by 57 to 68%.
These silt loading reductions result in the following calculated PM-10 reductions:
street sweeping, 14%; woodchips, 27 to 33%; and gravel, 42 to 52%.
ACKNOWLEDGEMENTS
This report was prepared by Midwest Research Institute's (MRI's) Michael M.
Raile with assistance from Chatten Cowherd and Greg Muleski. This project was
initially directed by John Kinsey and subsequently completed by Michael Raile.
Kathryn Weant of EPA's Office of Air Quality Planning and Standards is the contract
Project Officer. Other MRI personnel participating in the project were Gary Garman,
David Griffin, and Frank Pendleton.
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CONTENTS
Abstract ii
Acknowledgements ii
Figures iv
Tables iv
Metric Conversions v
1. Introduction 1-1
2. Field Sampling Program 2-1
2.1 Site selection and characteristics 2-1
2.2 Field sampling procedures 2-4
2.3 Study conditions 2-8
3. Data Analysis 3-1
3.1 Sample collection and analysis
procedures 3-1
3.2 Source activity monitoring 3-7
3.3 Calculation procedures 3-11
4. Results 4-1
4.1 Time history of the project 4-1
4.2 Data analysis 4-4
4.3 Street sweeper evaluation 4-16
4.4 Quality assurance results 4-18
5. Conclusions 5-1
6. References 6-1
Appendices
A. Project No. 4601-04 daily activity log A-1
B. SOP No. EET-611 B-1
C. Silt loading worksheet C-1
D. Quality assurance project plan D-1
MRI-ENVIRONW4601-04.RPT
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FIGURES
Number Page
2-1 Kansas City metropolitan area view of Elmwood Avenue test site ... 2-2
2-2 Enlarged view of the Elmwood Avenue test site 2-3
2-3 Site sampling diagram 2-6
2-4 Sample designation for southbound lanes 2-7
3-1 Sample data form ". 3-3
3-2 Sample dividers (riffles) 3-4
3-3 Example silt analysis form 3-8
3-4 Example pneumatic traffic count log 3-9
3-5 Example manual traffic count log 3-10
3-6 Data analysis scheme (hypothetical silt-loading distribution) 3-12
4-1 Cumulative rainfall at test site 4-3
4-2 Cumulative truck traffic entering or exiting the construction site .... 4-3
4-3 Cumulative traffic on the southbound lanes of Elmwood Avenue .... 4-4
4-4 Uncontrolled samples taken from the "A" lane 4-5
4-5 Uncontrolled samples taken from the "B" lane 4-6
4-6 Street sweeper controlled samples taken from the "A" lane 4-8
4-7 Street sweeper controlled samples taken from the "B" lane 4-9
4-8 Woodchip/mulch controlled samples taken from the "A" lane 4-10
4-9 Woodchip/mulch controlled samples taken from the "B" lane 4-11
4-10 Gravel controlled samples taken from the "A" lane 4-12
4-11 Gravel controlled samples taken from the "B" lane 4-13
4-12 Total loadings before and after street sweeping 4-17
4-13 Silt loadings before and after street sweeping 4-17
4-14 Relative value (RV) in relation to silt content 4-21
TABLES
Number
4-1
4-2
4-3
4-4
Chronology of events 4-2
Average values for all the sampling events 4-14
Co-located sample results 4-19
QA check of laboratory splits 4-20
MRI-ENVIHOKWU601 -04.HPT
IV
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METRIC CONVERSIONS
Certain nonmetric units are used in this report for the reader's convenience.
Readers who are more familiar with the metric system may use the following to
convert to that system.
Nonmetric Multiplied by Yields Metric
ft 0.3048 m
in. 2.54 cm
mi 1.609 km
ton 907.2 kg
MRI-ENVIRONVR4601 -04.RPT
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SECTION 1
INTRODUCTION
Several areas of the country that are in violation of the National Ambient Air
Quality Standard (NAAQS) for PM-10 (particles < 10 ^im in aerodynamic diameter)
have conducted studies to identify the sources of these emissions. A primary source
of PM-10 in many urban areas is the fugitive dust generated by vehicular traffic on
paved streets and highways (USEPA, 1992).
Road dust emissions occur whenever a vehicle travels over a paved surface,
such as public and industrial roads and parking lots. Paniculate emissions originate
primarily from the road surface material loading (measured as mass of material per
unit area). The surface loading is in turn replenished by other sources (e.g.,
pavement wear, deposition of material from vehicles, deposition from other nearby
sources, carryout from surrounding unpaved areas, and litter). Because of the effects
of the surface loading, available control techniques attempt either (a) to prevent
material from being deposited on the surface or (b) to remove (from the travel lanes)
any material that has been deposited.
According to the Environmental Protection Agency (EPA) publication,
Compilation of Air Pollutant Emission Factors (AP-42), the quantity of dust emissions
from vehicle traffic on a paved public road (per vehicle kilometer traveled or VKT) may
be estimated using the following empirical expression:
E = 4.6 (sL/2)0'65 (W/3)1'5
where: E = PM-10 emission factor (gA/KT)
s = surface silt content (fraction of particle < 75 p.m in physical
diameter)
L = total road surface dust loading (g/m2)
W = average weight (tons) of the vehicle traveling on the road
MRI-ENVIRON\R401-04 RPT 1 -"|
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The total loading (excluding litter) shown in the above equation is measured by
sweeping and vacuuming lateral strips of known area from each active travel lane.
Using a modified version of ASTM C 136 (as described in USEPA, 1995), the silt
fraction is determined by measuring the proportion of loose dry road dust that passes
a 200-mesh screen.
Activities such as construction and demolition projects can create a temporary,
but substantial, increase in the amount of fine particles on the surfaces of adjacent
paved roads. This increase in fine particle loading is the result of mud/dirt earn/out
from vehicles leaving the construction/demolition site.
Furthermore, tracking of material onto a paved road is characterized by
substantial spatial variation in loading about the point of access to the site. This
variation complicates the estimation of emissions caused by earn/out as well as the
emission reductions achievable by control of carryout. The spatial variations and the
associated difficulties in estimating emissions become less important as the number of
access points in an area increases.
A prior field study specifically addressed mud/dirt carryout onto urban paved
roads. It was conducted in 1982 as part of a national demonstration study of
construction-related dust emissions (Kinsey and Englehart, 1984).
This report describes a field study undertaken to better understand the
mechanisms of mud/dirt carryout as well as the effectiveness of measures used to
control carryout. The study collected and analyzed surface material samples taken
from a paved road adjacent to a construction site in the Brush Creek flood control
project in the metropolitan area of Kansas City, Missouri. The effects of mud/dirt
carryout control were evaluated by monitoring the changes in paved road surface dust
loading. Both preventive and mitigative measures for controlling carryout were
considered. Preventive measures attempted to keep material from being deposited on
roadways, while mitigative measures attempted to remove the material after being
deposited. The mitigative control measure of interest in this study was combined
water flushing and broom sweeping. The two preventive measures that were studied
both involved covering the access area with a coarse material (gravel and
woodchips/mulch).
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The rest of this report is structured as follows. Section 2 describes the test site
and the sampling methods. Section 3 discusses the methods used to analyze the
samples collected. Section 4 presents the test results. Section 5 contains the
conclusions that were derived from this study. Section 6 lists the references.
MRI-ENVIRON\R4601-04.RPT "| -3
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SECTION 2
FIELD SAMPLING PROGRAM
This section describes the site selection process and the sampling plan for
characterizing the effects of mud/dirt carryout from construction activities.
2.1 SITE SELECTION AND CHARACTERISTICS
The first objective was to locate a paved roadway used by heavy trucks to enter
and exit from a construction or demolition site. An additional condition was that the
paved roadway should have an average daily traffic count (ADT) of at least 10,000.
Such a road, classified as an arterial, would provide for rapid resuspension of mud/dirt
carryout from the site by relatively heavy traffic not associated with the site activity.
The paved roadway segment that was selected for this study was Elmwood
Avenue between Blue Parkway and Brush Creek Boulevard in east central Kansas
City, Missouri. This road was highly impacted by mud/dirt carryout from an adjacent
construction activity.
Figure 2-1 shows the location of the sampling site with respect to the Kansas
City metropolitan area, and Figure 2-2 is an enlarged view of the boxed portion of
Figure 2-1. The roadway segment is approximately 1200 ft in length and is 40 ft wide.
It carries an annual average daily traffic volume of ~ 10,000 vehicles and is classified
as a minor arterial roadway. At the time of this study, a pocket of construction activity
associated with the Brush Creek Flood Control Project was located on the east side of
Elmwood Avenue.
Construction activities involving several contractors extended west along Brush
Creek for approximately 2 miles. In addition, several other construction projects were
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Elmwood Avenue
Test Site
LEGEND
Population Center
o Town, Small City
c. Large City
f^=) Interstate, Turnpike
Q US Highway
State/Prov Boundary
3_^= Major Street/Road
^__, State Route
ปInterstate Highway
US Highway
Open Water
Scale 1:500,000 (at center)
1 10 Miles '
KC Metro Area View of Elmwood Avet
Mag 10.00
Thu Sep 22 09:57:29 1994
10 KM
Figure 2-1. Kansas City metropolitan area view of Elmwood Avenue test site.
(Reproduced with permission.)
MRI.ENV1ROTR4601-04.RPT
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LEGEND
Population Center
6 Park
Stnet, Road
__ Major Street/Road
== US Highway
i , , Railroad
River
Scale 1:15,625 (at center)
1000 Feet
500 Meters
Elmwood Avenue Test Site
Mag 15.00
Thu Sep 22 09:48:07 1994
Figure 2-2. Enlarged view of the Elmwood Avenue test site.
(Reproduced with permission.)
MRI-ENVIRONVR4601-04.RPT
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active in the Brush Creek corridor, including major roadway and institutional construc-
tion. All adjacent paved roads in the area were subject to mud/dirt carryout.
Elmwood Avenue was chosen as the field sampling location partially because
its lower traffic volume made sampling easier than on the other streets associated with
the flood control project. It also happened to be the location where the Army Corps of
Engineers was building a dam for containment purposes. With the construction of the
dam and other earthmoving activities, the Elmwood site was expected to provide
enough truck traffic to support a field sampling program throughout the summer of
1994. Ten-wheel dump trucks carried earth from the site, south on Elmwood, and
then on to their final destination. On days that it rained, the trucks could not enter the
site due to an incline near the site entrance that became too muddy to support
vehicles safely. On those days the trucks were redirected to other sites where they
could work.
The contractor responsible for earthmoving activities at the site had already
implemented a street sweeping program near the test site. For the control technology
portion of the field sampling, the same street sweeping company (Delta Sweeping of
Kansas City, Missouri) was hired to sweep Elmwood Avenue in the same manner as
the other various mud/dirt carryout locations in the area. This allowed for evaluation
of a control technology that was already being used in the area.
2.2 FIELD SAMPLING PROCEDURES
The information collected at the field sampling site falls into two broad
categories:
Roadway surface samples
Source activity levels
Each category is described in detail below.
2.2.1 Road Surface Sampling
This field sampling program was designed to efficiently collect paved road
surface material samples at various distances from the construction site entrance on
MRI-ENVIRON\R4601-04.RPT
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Elmwood Avenue over an extended time period. This enabled a reasonably large
number of samples to be collected and analyzed. Samples representative of several
control technologies, weather conditions, and traffic volumes were collected.
From previous studies of silt loading on paved roads, it was known that the
loadings could vary from one lane to the next. For this reason, the sampling scheme
shown in Figures 2-3 and 2-4 was adopted to allow for segregation of the two
southbound lanes. If necessary, at the end of the data reduction process, the data
from the two southbound lanes could be integrated with each other to represent just
the southbound portion of the roadway. Sample area 1 was designated for the
collection of background silt loading samples which ideally would not be impacted by
carryout from the construction site.
Samples of the material on the road surface were collected by dry vacuuming
and then analyzed for silt content. The procedures used for sampling and analysis
are described in detail in Section 3. Sample collection forms are also presented in
Section 3 along with applicable calculation procedures.
2.2.2 Source Activity Monitoring
Source extent and activity data were collected in the sampling program.
Vehicle-related parameters were acquired using a combination of manual and
automatic recording techniques. Pneumatic tube axle counters were used to obtain
traffic volume data. However, because these counters recorded only the number of
passing axles, it was necessary to obtain traffic mix information (e.g., number of axles
per vehicle) to convert axle counts to the number of vehicle passes. Vehicle mixes
were observed visually. Detailed procedures and forms used for obtaining source
activity data also are provided in Section 3.2.
Daily weather data were obtained from a local newspaper, and rainfall
measurements were made on site with a rain gauge. A daily log was also maintained,
noting any activities that were observed at the site or any communications that were
pertinent to the outcome of the project. This log is presented in Appendix A.
MRI-ENVIRON\R4601-04.RPT 2'5
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t
N
BRUSH CREEK ROAD
CITY PARK
COMMERCIAL
PROPERTY
COMMERCIAL
PROPERTY
95-37 SEV caugn Km 1 072895
BLUE PARKWAY
MRI-ENVIRONMW601-04 RPT
Figure 2-3. Site sampling diagram.
2-6
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Northbound
Traffic Lanes
ELMWOOD AVENUE
Y = distance required to gather a large enough
sample from passing lane (dependent upon loading)
Southbound
Traffic Lanes
h-s-H
Scale
X = distance required to
gather a large enough
sample from driving lane
(dependent upon loading)
95-37 SEV caugh son 2 072895
Figure 2-4. Sample designation for southbound lanes.
MRI-ENVIRONVR4601-04.HPT
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2.3 STUDY CONDITIONS
In addition to the uncontrolled study condition, three different mud/dirt carryout
controls were evaluated in the program: street sweeping; installation of a woodchip/
mulch apron (buffer) at the site access point; and installation of a gravel buffer at the
same point. These controls were evaluated sequentially as described below.
As the first step, the paved road adjacent to the site" (Elmwood Avenue) was
cleaned to the extent practical using a combination of broom sweeping and flushing.
This cleaning represented a "baseline" silt loading value for future reference. (In this
context, "baseline" refers to as clean a road surface condition as possible.)
Once the baseline levels were reached, the surface loading was allowed to
increase to its "steady state" condition, with sampling conducted before and after
precipitation throughout the "conditioning" period. Post-precipitation sampling was
performed once the road surface became dry enough to collect surface samples. The
data from these samples established both the magnitude and extent of the uncon-
trolled mud/dirt carryout from the site, and provided a time history of the overall
carryout process starting from an essentially clean surface.
When the uncontrolled tests were completed, the paved road was thoroughly
cleaned again (sweeping and flushing) to baseline condition prior to evaluation of
street sweeping as the first control method. Thereafter, the road was swept on a
periodic basis using the fleet of street sweepers that were already being used to
control carryout in the immediate vicinity. Sweeping occurred every other workday,
except on days that it rained. Surface sampling was conducted at approximately the
same time periods before and after precipitation, as was done for the uncontrolled
sampling, to determine the overall reduction in silt loading.
Prior to evaluation of the second control method, the paved road was again
aggressively cleaned (sweeping and flushing) to reestablish the baseline condition.
Coordinated with the cleaning, the woodchip/mulch material was applied in a 6- to
12-in layer to the site access point and adjacent areas to provide a 100-ft buffer
between the paved and unpaved surfaces. The buffer allowed the mud/dirt carried on
the truck tires and underbodies to deposit in the buffer area, rather than on the paved
road. Reductions in silt loading were then quantified by appropriate surface sampling
at comparable time periods before and after precipitation.
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Finally, after the paved road was cleaned again (sweeping and flushing) to the
baseline condition, the previously installed woodchip/mulch buffer area was replaced
with a gravel buffer (100-ft length and 6-in depth). Comparable surface sampling was
performed before and after precipitation in a manner similar to that described above.
Note that the original test plans had called for the evaluation of street sweeping,
the gravel buffer, and an asphalt buffer. However, the construction site supervisor
responded to the city request for controlling on-site fugitive dust by using a woodchip/
mulch buffer. Because the woodchip/mulch buffer was an actual control measure
chosen by the contractor, it was decided to evaluate this buffer's effectiveness.
By the time that the gravel buffer was to be evaluated, traffic into and out of the
site had been reduced and was not expected to pick up until concrete pouring began
in earnest at the dam site. Because of schedule constraints, it was jointly decided by
the EPA work assignment manager and MRI to generate "captive" traffic to complete
the evaluation of the gravel buffer. The "captive" traffic that was used was a ten-
wheeled truck that was identical to the type of trucks that were originally hauling
material from the site. The captive truck was half loaded to represent the average of
a loaded and an unloaded condition.
MRI-ENV1RONW4601-04.RPT 2'9
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SECTION 3
DATA ANALYSIS
3.1 SAMPLE COLLECTION AND ANALYSIS PROCEDURES
Samples of the material on the road surface were collected by dry vacuuming,
followed by analysis for silt content (percent less than 200 mesh or 75 ^.m physical
diameter). The procedures used for sampling and analysis are described below.
3.1.1 Road Surface Sampling
Paved road samples were collected by cleaning the surface of the road with a
vacuum cleaner with preweighed filter bags. An "industrial-type" vacuum cleaner was
used due to the heavy loadings that were anticipated in the study.
The following steps describe the collection method for individual samples:
1. Ensure that proper measures have been taken to redirect traffic around the area
to be swept. The use of orange traffic cones, an "arrow board," and reflective
vests for the field crew were used at all times.
2. By using string, surveying paint, or other suitable markers, mark the sampling
width across the road. The widths may vary between 10 ft for visibly dirty roads
and 100 ft for clean roads when using an "industrial-type" vacuum.
3. If large, loose material was present on the surface, it was collected with a whisk
broom and dustpan. On roads with painted side markings, collect material "from
white line to white line" (but avoid any centerline mounds). Temporarily store the
swept material in a clean, labeled container until it can be recombined with the
vacuum sample that was taken from the same sample area.
MRI-ENVIRONW4601-04.RPT 3'1
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4. Vacuum sweep the sample area using a portable vacuum cleaner fitted with an
empty preweighed filter bag. On roads with painted side markings, collect
material "from white line to white line" (but avoid centerline mounds).
5. Carefully remove the bag from the vacuum sweeper and check for tears or leaks.
If necessary, transfer any broom-swept material from its original container into the
vacuum bag. Fold the unused portion of the filter bag, wrap a rubber band
around the folded bag, and store the bag for transport.
6. Record the required information on the sample collection sheet (Figure 3-1).
If part of the sample was collected through broom sweeping, then the combined
sample (i.e., the broom-swept plus vacuumed material) should weigh at least 400 g
(- 1 Ib). If the sample was collected solely through vacuuming, then the sample
should weigh at least 200 g (- 0.5 Ib). Addition increments should be taken until these
samples mass goals have been achieved. (Sample weights can be estimated in the
field using either an inexpensive scale or the experience of the sampling personnel.)
3.1.2 Procedures for Sample Compositing and Splitting
All samples obtained in the field were first weighed to determine the net mass
of material collected according to SOP No. EET-611 (Appendix B). Wherever possi-
ble, broom-swept material was transferred to the vacuum bag in the field (see Sec-
tion 3.1.1) to obtain one sample with a single mass (MT).
Once composed, a sample may require splitting to a size more amenable for
analysis. Two methods are recommend for sample splittingriffling, and coning and
quartering. Since a riffle was used in the study, only this procedure will be described.
Figure 3-2 shows two riffles for sample division. Riffle slot widths should be at
least three times the size of the largest aggregate in the material being divided. The
following quote from ASTM Standard Method D2013-72 describes the use of the riffle
(ASTM, 1977).
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Date Collected
Project No. 4fini.n4.n3
SAMPLING DATA FOR PAVED ROADS
Recorded by
Vacuum Cleaner ID No
Sampling location* Elmwood Ave. between Blue Pkwv and Brush Creek Blvd
Surface type (e.g., asphalt, concrete, etc.) asphalt No. of lanes 4
Surface condition (e.g., good, rutted, etc.)
Use code given on plant or road map for segment identification. Indicate sampling location on sketch
below.
SAMPLING DATA COLLECTED
Sample
Area
Sample ID #
Surface area sampled
(Dimensions)
Time
Broom Swept Sample
Collected
(Y/N)
Added to Vac
Bag (Y/N)
Sketch of Sampling Event:
MRI-MW4601-04.RPT
Figure 3-1. Sample data form.
3-3
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Feed Chute
Riffle Sampler
(b)
Rolled
Edges
Riffle Bucket and
Separate Feed Chute Stand
(b)
89-21 SEV gnlschmZ 11/21/89
Figure 3-2. Sample dividers (riffles).
MRI-ENVIRON\R4601 -04.RPT
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"Divide the gross sample by using a riffle. Riffles properly used will
reduce sample variability but cannot eliminate it. Riffles are shown in
Figure 3-2. Pass the material through the riffle from a feed scoop, feed
bucket, or riffle pan having a lip or opening the full length of the riffle.
When using any of the above containers to feed the riffle, spread the
material evenly in the container, raise the container, and hold it with its
front edge resting on the top of the feed chute, then slowly tilt it so that
the material flows in a uniform stream through the hopper straight down
over the center of the riffle into all the slots, thence into the riffle pans,
one-half of the sample being collected in a pan. Under no circumstances
shovel the sample into the riffle, or dribble into the riffle from a small-
mouth container. Do not allow the material to build up in or above the
riffle slots. If it does not flow freely through the slots, shake or vibrate
the riffle to facilitate even flow." (ASTM, 1977)
3.1.3 Silt Analysis Procedures
Paved road samples collected vacuuming are not normally oven-dried because
filter bags are used to collect the samples. After the sample was recovered by
dissection of the bag, and split if necessary, it was ready for silt analysis.
As discussed in Section 3.1.2 above, paved road samples where the broom-
swept particles and vacuum swept dust are combined to calculate total surface loading
on the traveled lanes. The composite sample is usually small and should not require
splitting in preparation for sieving. If splitting is required, the protocol outlined in
Section 3.1.2 is used.
The following procedure is used to analyze surface samples for silt content:
1. Select the appropriate 20-cm (8-in) diameter, 5-cm (2-in) deep sieve sizes.
Recommended U.S. Standard Series sizes are: 3/a in, No. 4, No. 20, No. 40,
No. 100, No. 140, No. 200, and a pan. Comparable Tyler Series sizes can be
utilized. The No. 20 and No. 200 are mandatory. The others can be varied if the
recommended sieves are not available or if buildup on one particular sieve during
sieving indicated that an intermediate sieve should be inserted.
MRI-ENVIRONNR4601 -04.RPT
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2. Obtain a mechanical sieving device such as a vibratory shaker or a Roto-Tap
without the tapping function.
3. Clean the sieves with compressed air and/or a soft brush. Material lodged in the
sieve openings or adhering to the sides of the sieve should be removed (if
possible) without handling the screen roughly.
4. Obtain a balance (capacity of at least 1,600 g or 3.5 Ib) and record the make,
capacity, smallest division, and date of last calibration. Perform a calibration
check of the balance according to SOP EET-611 (Appendix B) and record the
results in a logbook.
5. Weigh the sieves and pan to determine tare weights. Check the zero before
every weighing. Record the weights.
6. After nesting the sieves in decreasing order with the pan at the bottom, transfer
the laboratory sample into the top sieve. The sample should weigh between
- 200 and 1,000 g (0.5 and 2.5 Ib). This amount will vary for finely textured
materials; 100 to 300 g may be sufficient when 90% of the sample passes a
No. 8 (2.36-mm) sieve. Brush fine material adhering to the sides of the container
into the top sieve and cover the top sieve with a special lid normally purchased
with the pan.
7. Place nested sieves into the mechanical sieving device and sieve for 10 min.
Remove the pan containing the material that was small enough to pass through
the No. 200 sieve and weigh. Repeat the sieving in 10-min intervals until the
difference between two successive pan sample weighings (where the tare weight
of the pan has been subtracted) is less than 3.0%. Do not sieve longer than
40 min.
8. If the difference between the last two successive pan sample weighings is still
larger than 3.0% after the 40-min interval, the material may need to be brushed
through the smaller opening sieves (sieve Nos. 100 through 200). The operator
should take a brush and lightly brush the material on the sieve in a back and
forth motion until it looks as though no clogging of the sieve appears apparent
MRI-ENVIRONW4601 -04.RPT
3-6
-------
and all the smaller particles seem to have passed through the sieve. Repeat this
procedure on the remaining sieves (No. 140 and No. 200).
9. Weigh each sieve and its contents and record the weight. Check the zero
reading on the balance before every weighing.
10. Collect the laboratory sample and place the sample in a separate container if
further analysis is expected.
11. Calculate the percent of mass less than the 200 mesh screen (75-p.m physical
diameter). This is the silt content. See Figure 3-3.
3.2 SOURCE ACTIVITY MONITORING
Source extent and activity data were collected with a variety of tools. For
example, in addition to visual observation and note taking, pneumatic traffic counters
were used to determine source activity.
Pneumatic tube axle counters were used to record traffic volume data.
Counters were placed across the site entrance, across lane A and across A and B
south of the site, and across both southbound lanes north of the site entrance. This
arrangement provided information on passes into and out of the test site as well as
total traffic on Elmwood Avenue. Figure 3-4 shows an example pneumatic traffic log.
Because these counters record only the number of passing axles, it was
necessary to obtain traffic mix information (e.g., number of axles per vehicle) to
convert axle counts to the number of vehicle passes. Vehicle mixes were recorded on
a form similar to Figure 3-5 during a 10- to 60-min visual observation period.
Comparison of the observed vehicle mix to the pneumatic count totals recorded during
the observation period also allowed the accuracy of the axle counter to be assessed.
MRI-ENVIRONW4601-04.RPT 3'7
-------
MIDWEST RESEARCH INSTITUTE
Silt Analysis*
Date
MRI Project #
Recorded by
Sample ID No.:
Material:
Total Sample Weight:
Excl. Container)
Split Sample Weight
Bag + Sample:
Number of Splits:
Sampling Dimensions:
Analytical Balance:
Make
Net Sample:
Capacity
Smallest Division
Date of Last Mfg. Calibration.
Calibration Logbook No.
Non Recoverable Material
Empty bag weight:
Bag tare weight:
Nonrecoverable mass:.
Sieving
Time: Start:
Initial (Tare):
10 min:
20 min:
30 min:
40 min:
Weiqht (Pan Only)
SIZE DISTRIBUTION
Screen
3/8 in.
4 mesh
10 mesh
20 mesh
40 mesh
100 mesh
140 mesh
200 mesh
Pan
Tare Weight
(Screen)
Final Weight
(Screen + Sample)
Net Weight
(Sample)
%
% Silt =
Net Pan Weight
Total Net Weight
x100 = .
1
ฃ
'All unit weights are in grams unless otherwise specified
MRI-MVH4601-04 RPT
Figure 3-3. Example silt analysis form.
3-8
-------
PNEUMATIC TRAFFIC COUNT LOG
Site: ElmwoodAve. Project* 4601-04-03 Recorded by:
Counter ID
No.
Site location
Start
Count
Start
Date
Start
Time
Stop
Count
Stop
Date
Stop
Time
MHI-MW4601-04.RPT
Figure 3-4. Example pneumatic traffic count log.
3-9
-------
VEHICLE LOG
Date Project*: 4601-04-03 Recorded by.
Road Location: Elmwood Avenue between Blue Pkwy and Van Brunt Blvd
Road Type: Paved 4-lane street with no divided median
Sampling Start Time: Stop Time:
Traffic counter ID #:
Counter Start Count: Counter Stop Count:
Vehicle Type Axles/Wheels J__2__3_-4_-ง_JL_Z_-S-_9-Jfi. Total
Figure 3-5. Example manual traffic count log.
MFU4WW601-04 RPT 3" 10
-------
In order to determine the number of vehicle passes from axle count data a
simple calculation was necessary. If A represents the total number of axle counts,
and Nj the number of passes by vehicles with j axles, then:
If N is the total number of vehicle passes (regardless of the number of axles), then:
N
where: f= =_i = fraction of vehicles with j axles
' N
3.3 CALCULATION PROCEDURES
The silt loading (sL) on the road surface was calculated from the data obtained
from the silt analysis of the sample collected according the relationship:
sx(MT - MN) + MN
where: sL = silt loading (mass/area)
s = silt content of the recovered sample, expressed as a fraction
MT = total mass of the sample (i.e., before any splits) in grams
MN = nonrecoverable mass which is assumed to be less than
200 mesh (see Figure 3-3) in grams
a = total surface area sampled (length2) = I x w
I = length of road surface sampled (length)
w = width of travel lane (length)
To determine the effectiveness of the different control strategies, the silt loading
data collected during each sampling event were plotted as shown in Figure 3-6. The
"A" and "B" samples (Figure 2-4) were analyzed separately for each point along the
"impacted" portion of the road, and those points along with the background data point
were plotted against distance from the site access point. Next, the effect of carryout
MRI-ENVIRONVR4601-04.RPT 3'1 1
-------
Area (t; C)
Wbere:
t is time after cleaning
C is experimental
condition
Background
Data Point
DISTANCE (ft)
95-37 SEV CซU01 ipph 072885
Q Background Area
^JBLane
^ A Lane
Figure 3-6. Data analysis scheme
(hypothetical silt-loading distribution).
MRI-ENVIRONVR4601 -04.RPT
3-12
-------
was evaluated by integrating the shaded area using the trapezoidal rule over the
distance of 50 to 550 ft from the site entrance. Fifty feet was chosen as the starting
point because all of the wheels on the trucks were usually onto the southbound lanes
at this distance from the site entrance. The integrated area was then divided by the
distance that was used for integration (500 ft) and viewed as representing an average
silt loading (!L) (above background) on the impacted portion of the road. In turn the
average silt loading was expected to vary as a function of time after cleaning (t) and
the experimental condition C (e.g., uncontrolled, woodchips/mulch).
Once all experimental conditions were evaluated, the sL values were used to
determine overall mean control efficiency values by ratioing the geometric mean value
of sL for each control technique to the geometric mean value of sL for the uncon-
trolled testing. This allowed for evaluation of a representative control efficiency value
for each of the control technologies studied in this program.
MRI-ENVIRON\R4601-04.RPT
-------
SECTION 4
RESULTS
The results of the study are summarized in this section. After presenting a brief
time history of the field study, the data are grouped into individual control technologies
for comparison purposes, and then the quality assurance results are discussed.
4.1 TIME HISTORY OF THE PROJECT
Table 4-1 lists the milestones of the field sampling portion of the project. The
field sampling portion of the program spanned from the end of May until mid-
September 1994. The reason for the long time span was the numerous delays
caused by the weather.
There were consecutive days when no sampling activity occurred. During those
days, there was either no hauling activity at the site or it had rained the evening
before. This prevented any trucks from entering the site and also prevented surface
samples from being taken. These data are illustrated in Figures 4-1 and 4-2, which
show the cumulative rainfall at the site and the amount of truck traffic entering and
leaving the site, respectively. Figure 4-3 shows the cumulative amount of traffic on
the southbound lanes of Elmwood Avenue during the field sampling.
The sampling program was also affected by the fact that the trucks originally
left the site going south and later began exiting to the north. This change in direction
caused problems in maintaining a constant flow of traffic from the test site over the
southbound lanes of Elmwood. Also, because of interference from a power pole,
trucks exiting north from the construction site were forced to swing into the
southbound lane, thereby impacting the silt loading background area. These
aberrations in the desired traffic pattern are documented in Appendix B.
As mentioned earlier, traffic in and out of the site slowed after the earthmoving
activities were largely completed and concrete pouring for the dam had not yet begun.
MRI-ENVIRONW4601-04.RPT 4~1
-------
TABLE 4-1. CHRONOLOGY OF EVENTS
Date
5/31/94
6/14/94
6/21/94
6/24/94
6/28/94
6/30/94
7/1/94
7/6/94
7/11/94
7/12/94
7/13/94
7/14/94
7/15/94
7/15/94
7/27/94
7/29/94
8/13/94
8/15/94
8/17/94
8/18/94
8/23/94
9/7/94
9/9/94
9/9/94
Julian
date
151
165
172
175
179
181
182
187
192
193
194
195
196
196
208
210
225
227
229
230
235
250
252
252
Event
Baseline cleaning of Elmwood Avenue
1st uncontrolled sampling event
2nd uncontrolled sampling event
3rd uncontrolled sampling event
4th uncontrolled sampling event
5th uncontrolled sampling event
Baseline cleaning of Elmwood Avenue
1st street sweeper controlled sampling event
Sweeper Cleaning Test
2nd street sweeper controlled sampling event
Sweeper Cleaning Test
3rd street sweeper controlled sampling event
Department of Parks and Recreation puts down
woodchip/mulch material as a control method
Baseline cleaning of Elmwood Avenue (Sweeper Cleaning
Test)
1 st woodchip/mulch controlled sampling event
2nd woodchip/mulch controlled sampling event
Removed woodchip/mulch material from entrance to site and
did a baseline cleaning of Elmwood Avenue
Placed 3/4" gravel on access point to site
Hired Construction Materials Trucking to generate traffic at test
site
1 st gravel controlled sampling event
2nd gravel controlled sampling event
3rd gravel controlled sampling event
4th gravel controlled sampling event
Baseline cleaning of Elmwood Avenue (Sweeper Cleaning
Test)
MRI-ENVIRON\R4601 -04.HPT
4-2
-------
144 154 164 174 184 194 204 214 224 234 244
S
-------
600
400
c to
u
I
144 154 164 174 184 194 204 214 224 234 244
200
Figure 4-3. Cumulative traffic on the southbound lanes of Elmwood Avenue.
Therefore, supplemental "captive" traffic was generated by hiring a truck and driver to
drive in and out of the test site for the remaining portion of the field sampling program,
i.e., the evaluation of the gravel buffer.
Additional details on the sampling program are provided in Appendix A.
4.2 DATA ANALYSIS
Appendix C contains a printout of the spreadsheet used to calculate the silt
loadings for all of the samples collected. The silt loading data were plotted as a
function of distance from the site access point. Because earlier studies found a rapid
decrease in silt loading with distance, the data were plotted on a semi-logarithmic
graph. The data were grouped by control technology (i.e., uncontrolled, woodchip/
mulch, etc.) to construct a single plot for each control. The data were then regressed
for each lane and for each control method.
The results are shown in Figures 4-4 through 4-11. Figures 4-4 and 4-5
graphically illustrate silt loading distributions based on the samples taken from
MRI-ENVIRONซ4601 -04.RPT
4-4
-------
100
ti
-200
0
400
600
Distance from Site Entrance (feet)
Figure 4-4. Uncontrolled samples taken from the "A" lane.
6/14/94
6/17/94
A 6/21/94
* 6/24/94
6/28/94
T 6/30/94
Regression
MRI-ENVIRONVR4601-04.RPT
-------
o>
Silt Loading (g/mA2)
0 E
-ป -* o c
t
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.
A.
T
*
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^ -^_
~- ^
A
T
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"
~-~--
6/14/94
6/17/94
A 6/21/94
A 6/24/94
6/28/94
T 6/30/94
Donroccinn
-200
0 200 400
Distance from Entrance to Site (feet)
600
Figure 4-5. Uncontrolled samples taken from the "B" lane.
-------
the uncontrolled "A" and "B" lanes, respectively, of southbound Elmwood Avenue.
Figures 4-6 and 4-7 present the distributions from the samples taken from the
sweeper controlled "A" and "B" lanes, respectively. Figures 4-8 and 4-9 show the
distributions from the samples taken from the woodchip/mulch controlled "A" and "B"
lanes, respectively. Figures 4-10 and 4-11 display the distributions from the samples
taken from the gravel controlled "A" and "B" lanes, respectively.
On each plot, a log-linear line of best fit is also shown. The consistency of the
slope indicates that the relative spatial distribution of silt loading is similar regardless
of the absolute levels.
Note that the uncontrolled silt loadings did not exhibit any discernible trend to
increase with time. This is probably due to the fact that, because of the steep slope of
the access road, no truck haulage occurred for one or two days after rainfall. Thus, at
the study site, precipitation did not enhance carryout onto Elmwood, but rather rainfall
at least partially cleaned the road surface. The trucks were diverted to haul from other
sites in the area during these periods.
The area under the silt loading distribution curve was determined using the
trapezoidal rule (as discussed in Section 3.3) for each of the sampling events. When
the resulting area was divided by 500 ft, the average silt loading (sL) was found.
These averages are presented in Table 4-2.
Several points should be noted about Table 4-2. First, the average silt loadings
measured for the uncontrolled condition ranged from 2.6 to 8.9 g/m2 for the "A" lane
and from 1.0 to 5.8 g/m2 for the "B" lane. These ranges correspond approximately to
the upper 20th-percentile of the silt loading data base presented in AP-42. Thus,
carryout clearly resulted in heavy silt loadings on Elmwood Avenue. In addition, the
curb or "A" lane was roughly twice as heavily loaded as the other southbound lane
("B"). This was expected because the loaded trucks tended to travel almost
exclusively in the "A" lane in preparing to turn west onto Blue Parkway.
Because of problems encountered in defining an appropriate "background
value" of silt loading (as a result of the impacts of construction vehicles occasionally
exiting to the north on Elmwood), the control efficiency of reduction in sL is presented
in Table 4-2 in terms of a range between a lower bound and an upper bound. The
lower bound was obtained by assuming a background value of zero for silt loading.
MRI-ENVIRONW4601-04.RPT 4'7
-------
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7/6/94
. 7HOIQA
A 7/14/94
Regression
-200
0 200 400
Distance from Entrance to Site (feet)
600
Figure 4-7. Street sweeper controlled samples taken from the "B" lane.
MRI-ENVinON\R4601-04.RPT
-------
IUU
in
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7/27/94
7/29/94
Regression
-200
0 200 400
Distance from Site Entrance (feet)
600
Figure 4-8. Woodchip/mulch controlled samples taken from the "A" lane.
-------
I
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s
uu
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$
4
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w
00 0 200 400 60
m 7/27/94
7/29/94
Regression
Distance from Entrance to Site (feet)
Figure 4-9. Woodchip/mulch controlled samples taken from the "B" lane.
UPt-PNVIQON
-------
IUU
^ 10
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8/18/94
8/23/94
A 9/7/94
A 9/9/94
Regression
-200
200
400
600
Distance from Site Entrance (feet)
Figure 4-10. Gravel controlled samples taken from the "A" lane.
-------
CO
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^ 10
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^ 1
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^
^
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m 8/18/94
* 8/23/Q4
A 9/7/94
. f\lf\ lf\ A
A 9/9/94
Regression
-200
0 200 400
Distance from Entrance to Site (feet)
Figure 4-11. Gravel controlled samples taken from the "B" lane.
600
MRI-ENVIRONW4601-04 RPT
-------
TABLE 4-2. AVERAGE VALUES FOR ALL THE SAMPLING EVENTS
Control technology
Uncontrolled
Sweeper Controlled
Control Efficiency
Woodchip/Mulch Controlled
Control Efficiency
Gravel Controlled
Control Efficiency
Sampling date
6/14/94
6/17/94
6/21/94
6/24/94
6/28/94
6/30/94
Geometric Mean
7/6/94
7/12/94
7/14/94
Geometric Mean
(lower limit/upper limit)
7/27/94
7/29/94
Geometric Mean
(lower limit/upper limit)
8/18/94
8/23/94
9/7/94
9/9/94
Geometric Mean
(lower limit/upper limit)
"A" Lane
3.74
3.65
2.80
2.59
4.03
8.86
3.90
2.52
4.59
2.69
3.14
19%/22%
3.62
1.91
2.63
33%/37%
1.11
1.95
2.97
1.36
1.72
56%/64%
SL (g/m2)
"B" Lane
1.09
1.00
5.80
1.32
1.99
5.76
2.14
1.29
2.16
1.75
1.70
21%/27%
1.68
0.71
1.09
49%/64%
0.81
0.51
1.64
0.97
0.90
58%/76%
Both lanes
20%/24%
38%/46%
57%/68%
MRI-ENVIRON\R4601-04.RPT
4-14
-------
The upper bound was obtained by subtracting the relatively high background value of
0.5 g/m2. This high background value was determined from an average daily traffic
value of 10,000 using the relationship between silt loading and traffic volume as
presented by Cowherd and Englehart (1984).
The overall control efficiency for street sweeping was found to be 19% and 27%
for the "A" and "B" lanes, respectively, based on the reduction in sL. As discussed in
Section 4.3, street sweeping was found to be much more effective in reducing total
surface loadings. Part of the poor performance for removal of silt loading can be
attributed to the abrasion of coarse material left on the roadway after sweeping. That
is to say, the sweeper generated additional material in the silt fraction by breaking
large particles into smaller ones. In addition, the same sweeper already was being
used to control carryout from construction sites in the immediate vicinity.
The woodchip/mulch buffer proved to be more effective than the street sweeper
in reducing average silt loading. Over the two sampling events, an average control
efficiency of 33% to 37% for the "A" lane and 49% to 64% for the "B" lane was found
for the woodchip/mulch buffer. This control measure is of considerable interest
because it represents a "real world" solution to the problems of carryout in that the
contractor constructed a buffer from waste material collected on-site. This resulted in
a far more cost-effective (i.e., reduction in silt loading per unit cost) control than the
street sweeping.
An important potential drawback was observed during the use of woodchip/
mulch. Because woodchip/mulch is a soft material that is easily compressed by
vehicles, the weight of a passing vehicle will displace the air contained in the buffer.
This effect was the cause of substantial fugitive dust clouds that could be seen when
a vehicle traveled over the buffer. Although the buffer was effective in controlling the
carryout of materials from the site, on-site reentrained fugitive dust vehicular emissions
may have increased due to the woodchip/mulch buffer.
The gravel buffer was found to be the most effective control studied in this
report, reducing average silt loadings by 56% to 64% in the "A" lane and 58% to 76%
in the "B" lane. In addition, unlike the woodchip/mulch material, the gravel buffer
probably reduced on-site reentrained fugitive dust vehicle emissions by covering the
travel surfaces with a coarser material.
MRI-ENVIRON\Hซ601-04.RPT 4-15
-------
It is important to note that the range of silt loadings measured during each
controlled phase overlapped part the range found in the uncontrolled phase.
4.3 STREET SWEEPER EVALUATION
Although several different sweepers were used, all were Wayne Model No. 945.
This particular sweeper was manufactured in the early 1970s by FMC. It has a 32-in
rotating curb brush on each side of the sweeper to remove heavy loading from the
curb. Under normal operation the brushes rotate at approximately 450 rpm. It also
has a 57-in rotating brush in the rear of the sweeper that rotates in the opposite
direction of travel of the sweeper at approximately 150 to 175 rpm. This rear brush
removes the debris from the road. It sweeps the material onto a 58-in conveyor belt
that carries debris into a hopper for storage. This sweeper was being used on streets
in the area as a control measure by the earthmoving contractor.
An "embedded" collocated sampling approach, as shown in Appendix D, was
used to measure the effectiveness of the street sweeper. The road was marked in 2-ft
increments for approximately 50 to 60 ft. Before the sweeper passed over the street,
surface samples from every other sample area were collected using a portable
vacuum cleaner with an unused, preweighed vacuum bag. As soon as the street
sweeper had swept the road, the samples were collected from the remaining
(alternate) sample sections using the same vacuum cleaner with another unused,
preweighed vacuum bag.
The effectiveness was based on the "before" and "after" samples collected.
Figures 4-12 and 4-13 show the total loading and the silt loading before and after the
street sweeper had cleaned the road. In three out of the four sweeper tests the total
loading was reduced by at least 30% and as much as 50%. The silt loading on the
other hand usually increased after sweeping.
Two reasons are believed to have caused the silt loading to be elevated. First,
the brushing of the material from the road caused a significant amount of abrasion of
the coarse surface material, and the rear brush was unable to remove the finer
particles from the road. The second reason related to the curb loadings. In all of the
sweeper tests, a significant amount of curb loading was present. The actual "before"
sweeping sample did not include any material from the curb (samples were taken only
from "white line to white line" avoiding any centerline mounds). Once the street
MRI-ENV1RON\H4601 -O4.RPT
4-16
-------
30
07/11/94
07/13/94 07/15/94 09/09/94
Date Sample was Taken
Before Sweeping After Sweeping I
Figure 4-12. Total loadings before and after street sweeping.
20
07/11/94
07/13/94 07/15/94
Date Sample was Taken
Before Sweeping & After Sweeping I
Figure 4-13. Silt loadings before and after street sweeping.
MRI-ENVIRON\R4601-04.RPT
4-17
-------
sweeper began cleaning the road, its first pass removed all of the curb loading by
using the curb brush to force the material into the roadway so that the rear brush
could then pick it up. The "after" sample thus contained material that had been in the
curb area. The brushing action used to remove the debris left behind a very silty
material. The laboratory analysis showed that the "before" samples ranged from 17%
to 26% silt by weight. The "after" sweeping samples ranged from 41% to 65% silt by
weight.
A final point to be made involves the last sweeper test. In Figures 4-12
and 4-13, it can be seen that the data from the sweeper test on September 9, 1994,
are not consistent with the three other tests. However, during the first three tests, the
operator spent between 60 and 75 min cleaning the roadway. This consisted of
repetitive passes over the sections to be sampled. During the last test, the operator
spent approximately 25 min cleaning the roadway. The operator was rushed and only
had time to make a single pass on the roadway.
4.4 QUALITY ASSURANCE RESULTS
As described in Appendix D, the field sampling and laboratory analysis were
subject to certain quality assurance (QA) procedures. A total of 8 sets of co-located
surface samples were collected (using the "embedded" sampling approach described
in Appendix D) and analyzed. Table 4-3 presents the results from the paired samples.
The regular and the QA sample yielded comparable results for total loading, silt
loading, and overall silt content (as determined by dividing the total loading by the silt
loading.) The silt loading range percent values fell well within the ฑ50% guideline set
forth in the test plan, with a overall mean of 17% in absolute value of range percent.
In order to evaluate laboratory analysis procedures, a total of 24 QA samples
were obtained by riffle splitting of field samples of road surface loading. Each
subsample was taken through sieve analysis. Table 4-4 shows the results from these
QA subsamples. The QA statistic (relative value, RV) for 17 of the 24 pairs (71%) fell
within the ฑ0.05 guideline established in the test plan, with an absolute maximum of
0.154 for Sample 2-B-R-593 (i.e., having a "regular" silt content of 10.5% contrasted
with a QA value of 9.3%). In general, larger absolute values of the QA statistic are
associated with lower silt fractions (Figure 4-14).
MRI-ENVIRON\R4601 -04 RPT
4-18
-------
TABLE 4-3. CO-LOCATED SAMPLE RESULTS
Total loading (g/m2)
Date
6/14/94
6/17/94
6/24/94
6/30/94
7/14/94
7/27/94
8/23/94
9/07/94
Lane
A
A
A
A
A
A
A
A
Distance (ft)
from site
90
200
220
61
57
56
150
80
Regular
sample
24.6
33.1
21.9
122
20.9
48.0
4.96
49.9
QA
sample
21.5
43.9
27.3
132
36.4
53.9
8.69
44.1
Silt loading (g/m2)
Regular
sample
5.81
4.08
4.87
25.7
4.66
5.81
1.14
4.66
QA
sample
5.53
5.34
4.92
27.8
7.50
6.27
1.61
4.45
MRI-ENVIRON\R4601 -04.RPT
4-19
-------
TABLE 4-4. QA CHECK OF LABORATORY SPLITS
Date sample
was collected
06/14/94
06/17/94
06/21/94
06/21/94
06/24/94
06/28/94
06/28/94
06/30/94
06/30/94
06/30/94
06/30/94
07/06/94
07/12/94
07/12/94
07/12/94
07/12/94
07/13/94
07/14/94
07/15/94
07/27/94
07/27/94
07/27/94
08/23/94
09/09/94
Fractional
amount of silt
Sample ID No. in split #1
4-A-R-121
4-A-R-132
2-A-R-507
2-B-R-508
7-A-R-527
6-A-R-537
6-B-R-538
1-A/B-R-539
2-A-R-540
2-A-QA-541
2-B-R-542
5-B-R-558
1-A/B-R-562
5-A-R-567
5-B-R-568
6-B-R-569
2-A-R-572
5-B-R-585
2-A-R-588
2-A-QA-592
2-B-R-593
3-A-R-594
4-A-R-630
2-A-S-664
0.259
0.119
0.223
0.18
0.199
0.239
0.116
0.298
0.191
0.205
0.273
0.102
0.297
0.257
0.153
0.242
0.251
0.142
0.243
0.096
0.105
0.074
0.178
0.652
Fractional
amount of silt
in split #2
0.266
0.138
0.22
0.186
0.202
0.234
0.133
0.304
0.209
0.197
0.27
0.102
0.282
0.261
0.173
0.236
0.232
0.149
0.251
0.093
0.091
0.072
0.182
0.644
RV
1-(Silt#1/Silt#2)
0.026
0.138
-0.014
0.032
0.015
-0.021
0.128
0.02
0.086
-0.041
-0.011
0
-0.053
0.015
0.116
-0.025
-0.082
0.047
0.032
-0.032
-0.154
-0.028
0.022
-0.012
MRI-ENVIRONW601-04.RPT
4-20
-------
ro
0.16
0.14
0.12
0.10
W
f 0-08
<ฃ 0.06
ฃ 0.04
o 0.02
1ฐ
| -0.02
Q -0.04
.1 -0.06
1 -0.08
^.-O.IO
ir -0.12
-0.14
-0.16
-0.18
D
D
D
-
ฐ
-
b D D
ฐa B
D
D
D
-
-
_
D
1 1 1 1 1 1 1 1 1
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Silt Content (Average of Both Splits)
D Silt Content
0.9 1.0
Figure 4-14. Relative value (RV) in relation to silt content.
-------
As required by the Quality Assurance Plan, the QA coordinator reviewed the
sample collection and analysis data sheets and data reduction procedures in compari-
son to the procedures described in the test and quality assurance plans. The
coordinator checked the spreadsheet program against a set of hand calculations "from
start to finish" and found no discrepancies. The coordinator also oversaw the
reporting of the specific QA samplesthe so-called "embedded collocates" and the
laboratory splitsdescribed above. Finally, the coordinator provided a summary of
the review to the MRI QA manager for approval.
The QA review noted only one deviation from the test and quality assurance
plan. The "A" and "B" loadings were considered individually in the integrations rather
than averaged as described in the plan. Because this represents additional informa-
tion and the average can be readily obtained from the two different integrations, this
deviation is considered inconsequential.
MRI-ENVIRON\R4601-04.RPT 4~22
-------
SECTION 5
CONCLUSIONS
From the testing and evaluation program that was conducted, the following
conclusions have been drawn.
There was a broad range of paved road silt loadings measured near the
construction site access point under the uncontrolled condition and each controlled
condition, but no condition exhibited clearly discernible time trends. In other words,
silt loadings did not tend to increase with time. This may be the result of rainfall
partially cleaning the surface between different sampling events and largely reducing
access road traffic until the steep slope had dried. Once access point traffic was
restored to its normal level, reentrainment and displacement to nontraveled parts of
the road, i.e., curb, offset the additional loading from carryout so that a new
"equilibrium" was established.
Street sweeping was found to be only marginally effective (approximately 20%) in
lowering average paved road silt loading values in carryout areas. In general, total
loadings were reduced far more effectively, but the street sweeper appears to have
abraded the remaining material, thus "creating" additional material in the silt fraction.
The 6- to 12-in layer of woodchip/mulch was moderately effective in controlling
carryout, with average paved road silt loadings being reduced 38% to 46%. This
control measure was implemented by the construction contractor at the request of
Kansas City officials. Furthermore, the control made use of material that was
available on-site at no cost. Although the woodchip/mulch buffer was moderately
effective in controlling off-site emissions, it was noted that this buffer may have
increased on-site PM-10 emissions. The buffer was fairly "soft" and was readily
compressed by vehicles traveling over it. This compression displaced the trapped
air, and puffs of fugitive dust were observed.
MRI-ENVIRON\R401-04.RPT 5~1
-------
The 6-in layer of gravel was found to reduce average paved road silt loadings by
57% to 68%. This was the highest efficiency found in the present study. Unlike the
other buffer material, gravel formed a far stronger surface that did not yield under
vehicular traffic, and no on-site increase in fugitive dust emissions was noted.
Based on these measured reductions in silt loading, and using the PM-10 emission
factor equation on page 1-1, the following calculated PM-10 emission reductions
would result. Street sweeping would reduce PM-10 by only approximately 14%.
Treatment of the access area with woodchips/mulch would reduce PM-10 by a
moderate amount between 27 and 33%. The gravel buffer would result in the
largest reduction of PM-10 by 42 to 52%. The PM-10 control efficiencies are
somewhat lower than the silt loading reductions, because of the 0.65 power on silt
loading in the PM-10 emission factor equation.
MRI-ENVIRONVR4601-04RPT 5'2
-------
SECTION 6
REFERENCES
American Society for Testing and Materials. Standard Method of Preparing Coal
Samples for Analysis. Method D 2013-72. Annual Book of ASTM Standards. 1977.
Cowherd, C., Jr., and P. J. Englehart. Paved Road Participate Emissions: Source
Category Report. EPA-600/7-84-077 (NTIS PB84-223734), U.S. Environmental
Protection Agency, Industrial Environmental Research Laboratory, Research Triangle
Park, NC, July 1984.
DeLorme Mapping, DeLorme Map Expert, Version 2.0 for Windows, 1993.
Kinsey, J., and P. Englehart. Study of Construction Related Dust Control. Paper
No. 84-63.2, Presented at the 77th Annual APCA Meeting, San Francisco, CA, June
1984.
U.S. Environmental Protection Agency. Compilation of Air Pollutant Emission Factors,
Volume 1: Stationary Point and Area Sources. AP-42, Fifth Edition, GPO No. 055-
000-005-001, Office of Air Quality Planning and Standards, Research Triangle Park,
NC, January 1995.
U.S. Environmental Protection Agency. Fugitive Dust Background Document and
Technical Information Document for Best Available Control Measures. EPA-450/2-92-
004 (NTIS PB93-122273), Office of Air Quality Planning and Standards, Research
Triangle Park, NC, September 1992.
MRI-ENVIRON\R4601-04 RPT
-------
APPENDIX A
Project No. 4601-04
Daily Activity Log
10/26/93 Did site surveys with John Kinsey during A.M. Found a good location
out on Old Highway 9 near Parkville (near Red-X). Phone number for
contact is 741-2646
10/27/93 Did site surveys with John Kinsey during P.M. Found another
possible location on Manchester Trafficway just south of ARMCO.
Vacant lot with entrance and exit gates coming onto Manchester.
Phone number for contact is 921-7303. (998 Manchester)
10/28/93 Contacted person at Seal-O-Matic about test site at Red-X. Spoke
with Mike Jayler and he said that Gary Walz was person in charge of
site. Gary would be in the office on 11/1/93. Also tried to reach
person about the site on Manchester; phone number was
disconnected. If site falls through, Mike Jayler said we should contact
Winston Peeler with Peeler Oil Company to locate another site.
11/1/93 Tried finding out owner of Manchester site; no luck.
11/2/93 Spoke with Gary Walz about Seal-O-Matic. He said that the truck
traffic to and from the site would remain constant for the next year.
He felt that there would be no problem with us using this location as a
test site but he wanted to okay it with the owner of the land. He will
return a call as soon as he finds out something. If site falls through,
need to go to Tax Records Office at City Hall to find out who owns
property on Manchester.
11/3/93 Spoke to Gary Walz about Seal-O-Matic. He was unable to contact
the property owner; he said he would try again today and get back in
touch with me as soon as possible. Also went to Field Station to get
equipment and supplies.
11/4/93 Set up traffic counters at site. Did not have enough hose for 4th
counter so we put down counters across the highway and across the
east entrance.
MRI-ENVIRON\R4601-04.RPT
A-1
-------
Daily Activity Log (Continued)
11/5/93 Strung 4th counter across west entrance and then tried to calibrate all
the counters. Found many problems with counters; ended up going
back to MRI to fix 3 counters. After lunch successfully installed all
counters and did ~ 1-hour traffic counts at the site for all 4 counters.
11/6/93 Checked counters at site. Counter on eastbound traffic side of
highway had hose pulled up. Put hose back down and checked it.
11/7/93 Checked counters and took readings around 1400 hours. Everything
seemed okay.
11/8/93 Checked traffic counters at about 0745 hours and everything was
working correctly. Tried to contact Gary Walz at Seal-O-Matic and he
was out. He will return call. Checked traffic counters at about 1840
and the westbound traffic on the highway was pulled up. I put the
hose back down and took readings on all counters.
11/9/93 Checked counters at 0734 hours and took readings. All counter
hoses were okay. Also checked traffic counters and hoses at about
1840 hours and took readings.
11/10/93 Checked counters at about 0730 hours and took readings. All hoses
were still in place and okay. Took manual traffic counts in the A.M. to
verify counter readings. In the P.M. went out and got dimensions on
site and described a sampling strategy.
11/11/93 Checked counters at about 0740 hours and took readings. All hoses
were still in place.
11/12/93 Checked counters at about 0730 hours and took readings. All hoses
were still in place.
MRI-ENVIRON\R4601 -O4.RPT
A-2
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Daily Activity Log (Continued)
11/16/93 Called around for price quotes on sweeping services.
Delta Sweep (221-8851) $80/hr w/2 hr minimum or rental
@ $195/day w/$75 pickup and delivery charge
Clean Sweep (478-4477) $65/hr (Chris Peters) (no rentals)
Benwell Company (822-1000) (David Carver) $55-$75/hr;
no brush (vacuum)
American Sweeping (966-1161) (Steve) $65/hr, 2 days
notice
Rentals:
Delta Sweeping; $195/day w/$75 delivery charge (riding)
Glad Rents (436-0900) $288/day; skid loader type $50
delivery charge
Glen Rental (436-6193) $200/day; $800/wk; $50-$75
delivery charge (riding)
11/17/93 Checked hoses and took readings on all counters. Counter at west
entrance of landfill was full of water and not working. All others were
okay during A.M. After lunch returned to site and moved west
entrance counter back approximately 50 feet. Also installed another
counter: hose for the eastbound traffic on highway was torn up, so we
reinstalled it and took a reading. Everything else was muddy but all
seemed to be working.
11/18/93 Returned to site in A.M. and took manual traffic counts to calibrate all
counters, including the one that was installed on 11/17/93. Upon
return to MRI were told to halt all activities until the meeting on
11/24/93 to determine the implementation schedule that the City of
Riverside is going to enforce on Seal-O-Matic at the site. Plan to
attend meeting at Riverside Courthouse at 10:00 A.M. on 11/24/93.
11/19/93 Checked traffic counters; everything was okay.
11/22/93 Checked traffic counters; everything was okay.
11/23/93 Checked traffic counters; all hoses were still in place. Everything was
okay.
MRI-ENVIRONVR4601-04.RPT
A-3
-------
Daily Activity Log (Continued)
11/24/93 Had meeting with Highway Department, Mayor, and various other
people dealing with our Riverside project. Basically we were told the
site could not be used for the project. Larry Reese with the City of
Riverside; E.H. Young, owner of Red-X, Vernon Koch, Highway
Department. Also went and looked at track-out from Peeler Oil
Company and a site on Blue Parkway at Cleveland.
11/29/93 Picked up counters and hoses at Red-X site.
5/1/94 Met with Parks and Recreation people (Jud Huff). They said they will
haul on Cleveland for another month, then they would switch over to
the site on Elmwood. Elmwood is a suitable location and they will
have to remove dirt for the dam and then backfill it back in again. We
will need a lane closure permit from Street and Traffic for sampling.
5/14/94 Brian Rosson and I went to Elmwood site and took dimensions on the
site and roadway.
5/17/94 Talked with Mike Members (Street and Traffic) about lane closure
permit. I sent him a fax of the work plan and said I would be in touch
with him this afternoon.
5/18/94 Brian Rosson and I went to site, took traffic counts and made sure
that the counters were still in place and everything was working
properly.
5/19/94 Brian Rosson and I went to site, took traffic counts and made sure
that everything was okay. Talked with Mike at Street and Traffic and
he said that he would issue a temporary 30-day lane closure for
preliminary purposes, then he would issue a 60-day if we were doing
everything accordingly.
5/20/94 Brian Rosson and I went out and did traffic counts, and made sure
that the hoses were still down and that the counters were working
okay. Revised new data forms and waiting to start sampling.
MRI-ENVIRON\R4601 -04.RPT
A-4
-------
Daily Activity Log (Continued)
5/23/94 Brian Rosson and I took counts during A.M. Hoses and counters are
still in place and working properly. Went to get lane closure permit
and found out it would cost $25.00. So returned to MRI. Went to
Field Station to get safety equipment.
5/24/94 Took traffic counts, got permit from Public Works and entered data
into spreadsheet for traffic counts and calibrations.
5/25/94 Took counter readings and entered data into spreadsheet. Talked to
City people and tried to contact Judd and left him messages.
5/26/94 Talked with Judd. He said that hauling could start 5/31/94 at the
earliest. Went out to check counters and southbound traffic hose had
a hole in it. Talked to a foreman and he said that Bill Schneider was
in charge (861-0149) and he could tell me when things would be
happening.
5/27/94 Reinstalled traffic counter and hose on southbound traffic lanes.
Contacted Judd Huff at Parks and Recreation. He said that hauling
out of site would begin 5/31/94 and go for at least 4 weeks. I then
arranged for equipment rental and planned to sweep street on
5/31/94.
5/31/94 Picked up sweeper and skid loader at 8:00 A.M. Tried sweeping the
street at 12:00 when truck traffic had stopped. Very successful until
we washed the road down and the trucks started leaving the site.
The mud started caking to the road surface. Have excellent cleaning
if conducted on a weekend when there was no truck traffic and low
volume of traffic.
6/1/94 Read counters and made sure they were operating correctly. Installed
2 counters on haul site to get volume of traffic in and out of site.
Tried contacting Bill Schneider to find out how long they would be
hauling for the west side, but I was not able to get in touch with him.
Need to install one more counter further south on the southbound
traffic lanes to characterize traffic out of west side of Elmwood.
MRI-ENVIRONVR4601-04.RPT
A-5
-------
Daily Activity Log (Continued)
6/2/94 Gary and I put down 1 more traffic counter on the southbound lanes
to get a count including the trucks leaving the site. We also did
counts for the east and west haul site and the southbound traffic
lanes. A water truck went into the Parks and Recreation site and
began to spray to control the dust.
6/3/94 Rained approximately 0.75 in. of H2O last night. Sampling has been
delayed until road dries out and trucks begin to haul out of site again.
All sampling equipment is ready to go and we will just wait.
6/6/94 Rained approximately 0.60 in. over the weekend. Site was very
muddy and there was no activity once again. We will wait for it to dry
out and they start hauling again.
6/7/94 Hauling on west side of road started in A.M. Road was very muddy
but eventually it looked as though it would dry out. Brian and I took
traffic counts on counters for southbound traffic. Chance of rain
today, so I will go back out and check to see if road is dry by Noon. If
not we may have to wait another day. After lunch road was dry, but
mud carryout was very wet still. Also rain started to fall again around
2:00 P.M. Sampling will be delayed again.
6/8/94 Rain started around 11:00 last night and rained off and on all through
the night and into the morning. Hoses were still in place and site was
extremely muddy. No activity was present. Rain continued
throughout the day.
6/9/94 Rained last night and a slight chance today. Hoses were still in place
but both sites were extremely muddy. No sign of any activity today.
6/10/94 No precipitation in last 24 hours. Both sites were still very muddy and
no activity was present. No activity after lunch either.
6/13/94 Light rain throughout the weekend. Sites were a little muddy but not
very bad. No activity on either side of the street. Chance of rain
today again. Hole in counter hose on southbound traffic counter.
Replaced hose and counter and replaced the west side counter to get
a better reading of traffic coming out of the site.
MRI-ENVIRON\FU601 -04.RPT
A-6
-------
Daily Activity Log (Continued)
6/14/94 Dry and hot today. Griffin, Rosson, Raile and Kinsey were the
sampling team. Spent most of day collecting samples. Traffic from
both the east and west sites were present. Bridge had small grooves
in it, so I expect larger loadings to be present in those sampling
areas.
6/15/94 Counter to south road, east site was not working properly. Replaced
it and still having problems. No activity on the west site. Seems as
though Parks and Recreation trucks quit hauling around 1430 every
day. The reason for this is unknown. Flat tire on truck, probably from
bottle. Plan to sweep tomorrow provided we don't get any rain.
6/16/94 Rained approximately 0.20 in. this morning at site. Both sites were
very muddy. No activity on west site but the Parks and Recreation
people were hauling on the east site. Carryout was very heavy and
sampling should take place tomorrow. Replaced counter on east site,
south road again. Hopefully that problem will be solved.
6/17/94 Sampled today. There was no hauling operations taking place on the
west side of the road. Everything went extremely well. Team
consisted of Raile, Rosson and Griffin.
6/20/94 Hauling from east site was going strong, but no activity was taking
place on west side of Elmwood. Gary and I took traffic counts and I
re-verified the dimensions of the previous 2 sampling events. Planned
sampling for tomorrow.
6/21/94 Sampled today. Crew consisted of Griffin, Garman and Raile. No
hauling was taking place on the west side of the road. All trucks that
previously were used on west side are now being used on the east
side along with all the Parks & Recreation trucks. Sampling went very
well.
MRI-ENVIRON\R4601 -04.RPT
A-7
-------
Daily Activity Log (Continued)
6/22/94 All trucks hauling from east side of street now. All are 3/10 trucks and
no 2/6 trucks. Large amounts of traffic from site are present. Slight
rain while I was at site, made carryout heavy onto road. Good
sampling for tomorrow. Majority of loading present is due to
overloading of trucks, not from carryout, except right at entrance.
Some of the trucks leave the site by going north instead of south; this
could be a problem.
6/23/94 Slight rain this morning, so site was muddy. Try sampling this
afternoon. Trucks were still going both north and south out of site.
6/24/94 Sampled today. Crew consisted of Garman, Griffin, and Raile.
Trucks still entering and leaving the site from both the north and
south. Possibility that the street sweeper went by on the southbound
"A" lane, but we are not sure. The QA sample taken at site 3A will
have more loading due to mud clod being located in it. Sampling
went well again today.
6/27/94 Checked counters this morning. Tried to get in touch with Judd, but
we kept missing each other. Put equipment together so we could
sample tomorrow. Trucks still leaving the site and heading both north
and south.
6/28/94 Sampled today. Crew consisted of Griffin, Garman, and Raile. Saw a
street sweeper, sweeping on Van Brunt/Brush Creek heading west, so
no samples were taken on that street. Carryout loading was very
high, mud was caked to the road. Traffic counter for north road was
moved by construction people, so I put it back down.
6/29/94 Garman and I went out and took video tape and pictures of site for
Masser. I also talked to Judd and got a few things cleared up. He
said he would try to get the trucks to leave only going to the south.
Went to Field'Station for supplies and cleaned out the 241C
Laboratory with the trip to the Field Station. Chance of rain tomorrow.
MRI-ENVIRON\FU601-04.RPT
A-8
-------
Daily Activity Log (Continued)
6/30/94 Sampled today in the P.M. Crew consisted of Garman, Griffin and
Raile. Trucks still going both north and south out of the site (about
30% south and 70% north). Loading was very heavy on road going
both directions from the site. Plan to clean road tomorrow evening.
7/1/94 They watered down the site this morning. Very little dust was being
generated at the site, but carryout was extremely heavy. Called
around to set up street sweeper cleaning of the street. Going to wash
and clean the street after the P.M. rush hour is over. Tried to sweep
the street but the mud was caked too heavy, so we just used the
power washer and all we ended up doing was making a thin layer of
mud out of it. Going to have Delta try and sweep instead of us doing
it.
7/5/94 7/1/94 late evening it rained approximately 2.6 in. at the house, so
hopefully it washed the street down. They made another road at the
site now, so there are 3 roads. The north road is now the middle road
and all traffic entering is crossing that counter hose. I will put another
counter down on the new north road, which handles almost all of the
northbound exiting traffic. Delta sweeper came by and swept the two
traveled lanes on each side. He did a very good job, but left a very
silty material behind which tended to become airborne once it was
traveled on.
7/6/94 Sampled today. Crew consisted of Garman, Griffin and Raile.
Loading was definitely less throughout the area. Had a few problems,
mainly with generators, but overall everything went well. Very little
traffic going to the south from the site, all seemed to be going to the
north, although hauling from the site seemed to let up quite a bit.
7/7/94 Slight amount of rain this afternoon. I went out to calibrate counters
in P.M. and found that traffic at the site had picked up and the
majority of the traffic (21 out of 28 trucks) were leaving the site going
toward the south. Due to the rain, carryout was heavy. Delta will
probably sweep tomorrow if it doesn't rain throughout the day.
MRI-ENVIRONVR4601-04.RPT
A-9
-------
Daily Activity Log (Continued)
7/8/94 Rained approximately 0.35 in. last night and the site was very muddy.
No activity was present so sweeping will be delayed by one day.
7/11/94 No rain this past weekend. Had Delta come by and sweep the street
on Elmwood. We took a collocated sample before and after the
sweeper went by to evaluate how well the street sweeper cleaned the
road. As predicted the sample taken after the sweeper went by was
very silty. Possibly making the dirt more of an airborne problem, but
at least it isn't on the road anymore. Sweeper ripped up both of the
counter hoses and we had to replace them.
7/12/94 Sampled today. Team consisted of Raile, Garman and Griffin.
Sampling went well. Trucks still leaving going north and south, but
most of the trucks were entering the site from the north. Loading on
road was heavy near entrance to site, as usual. All counters and
hoses still working.
7/13/94 Had street sweeper come by today. We took another collocated
sample before and after the sweeper swept the street to see how
much good it was doing. Trucks still leaving the site going both north
and south (about a 50/50 split) and entering the site from both
directions (50/50 split). Should sample tomorrow if weather
cooperates.
7/14/94 Sampled today. Team consisted of Raile, Griffin and Pendleton.
Trucks still leaving going both north and south from site. Around
11:00 A.M., one-half of the trucks started hauling material back into
the site, so our days could be numbered. They were also hauling
some material out while they were hauling material in. If it doesn't
rain tonight, the sweeper will come by tomorrow.
MRI-ENVIRON\R4601-04 RPT
A-10
-------
Daily Activity Log (Continued)
7/15/94 Wood chips had been spread at the entrance and most of the traveled
paths, almost as far as we intended to gravel. They made a new
entrance to the site which is just south of the stoplight. All traffic
leaving this entrance goes north, so it may be a better idea than
having all the trucks leaving the site from one entrance. Looks as
though a sweeper came by sometime yesterday afternoon. We are
going to go ahead and do a sweeper test and prepare for the next
control technology (i.e., the wood chips instead of the gravel).
Sweeper came by and we took a before and after sample to test how
well the sweeper was doing. Light rain and sprinkles fell while
sweeper was cleaning the road, but it dried out right away and
everything was okay. The wood chips seemed to reduce the carryout
quite a bit, but they also increased the amount of airborne PM.
7/18/94 Rained throughout the weekend off and on (about 0.40 in. at site) so
site was still muddy and there was no hauling going on at site.
Northbound traffic counter hose was pulled up so Gary reinstalled it
while I checked the other counters.
7/19/94 No hauling at site this morning. The river area where they were
working looked to be very muddy. This could be influencing the
hauling operations. I will go back and check to see if there is any
activity after lunch. After lunch, 4 trucks were working. Three were
going to the north and one to the south, so no sampling tomorrow.
7/20/94 Northbound traffic counter hose was pulled up. Heavy truck traffic
today, but it looks as though it will rain. Started raining about
2:00 p.m. and then rained on and off the remainder of the afternoon.
After rain started, trucks quit hauling.
7/21/94 No truck hauling today. Maintenance of track hoes was taking place
but that was it.
MRI-ENVIRON\R4601 -04.HPT
A-11
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Daily Activity Log (Continued)
7/22/94 In morning 5 trucks were going to the north from the site. No
southbound activity. After lunch 5 more trucks were hauling material
into site. All trucks leaving to the south were using the south road
when leaving and the middle road when entering. Very heavy loading
was present at both access points.
7/25/94 8-10 trucks were hauling material from the site going to the north. No
trucks were going south. The northbound traffic counter hose was
pulled up and replaced. At 10:00 a.m. trucks had switched and were
now hauling to the south only. We took traffic counts then. After
lunch trucks were running in both directions, but the majority were still
going to the south. We had holes in the middle road hose and the
northbound traffic hose was pulled up again, so we fixed those hoses.
Then took traffic counts again.
7/26/94 Rained last night - 0.30 in. of H2O. No activity during the a.m. Also
no activity during p.m. Called City Public Works to see if they had
swept or would be sweeping Elmwood. They said it was scheduled
for May 27 but the sweeper was broken down then, and now it was
scheduled for September 12, 1994.
7/27/94 Swept today; team consisted of Raile, Garman and Griffin. Road was
heavily loaded due to the site being a little muddy from the previous
day's rain. Approximately 7-8 trucks were hauling material into the
site.
7/28/94 Heavy truck traffic during the a.m. hauling material into the site. No
material was leaving the site yet. Called Delta and told them that their
drivers needed to start lifting their brushes completely up or they
would continue to catch our traffic counter hoses when they drive by.
7/29/94 Sampled today. Crew consisted of Raile, Griffin and Pendleton. It
seemed to take longer today, but everything went well.
8/1/94 Rained this a.m., approximately 0.50" H2O in rain gauge @ 11:00 a.m.
Then it started raining again around 11:30 a.m. Looks as though
there will not be any activity at the site for at least 2 days.
MRI-ENVIROIW4601 -04.RPT
A-12
-------
Daily Activity Log (Continued)
8/2/94 Approximately 0.30" H2O fell yesterday and last night. Site was very
muddy and no activity was present. If sun comes out and it doesn't
rain, possibly we will be able to sample tomorrow.
8/3/94 Rained a trace last night, but it looks like rain again today. No activity
at site.
8/4/94 Rained - 0.60" last night, site was very muddy. No activity. Also
rained on and off throughout the day.
8/5/94 Today trucks were entering and leaving from the west site, all going to
the north. On the east site, they were constructing a rebar dam in the
entrance area. It will be quite awhile before the entrance is cleaned
enough for any trucks to enter the site from the south and middle
roads. Looks as though they will begin pouring cement for the dam
next week, or as soon as it dries out.
8/8/94 Trucks were still entering and leaving the west site going to and from
the north. Also two trucks were working on the east side. They were
also hauling to the north and entering from the north. All of their
activity will be mainly across the middle road. Still a lot of activity in
the entrance areas where they are storing the rebar and building
some dam structures. In the afternoon, trucks quit hauling from the
east site. All hauling was being done from the west site.
8/9/94 Trucks still hauling from west site and going north. Only construction
type activities were taking place on the east site. Talked with Judd
Huff and he said the remaining hauling activities would be only going
to the north, nothing going to the south. He said he might have an
alternative site on Van Brunt Boulevard. We looked at it (Gary and I)
but we didn't know if it was going to work since it doesn't have any
traffic except for the truck traffic. I will look at it tomorrow with Greg
and see what he has to say about it.
8/10/94 No hauling activities on either the east or west side of Elmwood.
Greg and I decided to see if the trucks bringing in the concrete would
generate enough traffic in and out of the site.
MRI-ENVIRONVFM601 -04.RPT
A-13
-------
Daily Activity Log (Continued)
8/11/94 No activity. Tried to contact Judd to find out about concrete hauling.
8/12/94 Called Judd. He said there would be some concrete hauled in and
out and if we wanted to supplement additional traffic that would be
fine. Tried to find a truck driver that would do the additional traffic, but
I had no luck. Arranged for equipment rental and plan to sweep and
pull up mulch on 8/13/94. Contacted Ernie at Beyer Crushed Gravel
to set up a delivery.
8/13/94 Gary and I removed the mulch from the entrance using a skid loader.
It was very time consuming but we successfully removed most of it.
In the afternoon we then swept and washed down the road. I then
returned the rental equipment before Glad Rents closed.
8/15/94 Had Beyer Crushed Rock Company lay down .about 100 ft x 27 ft of
1/4 in. gravel at the entrance of the site. Intended to contract out a
truck to generate traffic at the site as soon as it is okayed by Chuck
Masser. May have to put the traffic counter further down the hill now
that is on top of the gravel.
8/16/94 Got the OK from Chuck Masser to generate our own traffic at the site.
Schedule the truck to arrive at the site tomorrow @ 8:00 a.m. so we
can get an idea of how many passes he can make through the site in
one day. Moved south road counter further down the hill and that
corrected the problem.
8/17/94 Had CMT start generating traffic today. He averaged - 10 passes per
hour, so I think only one truck will be necessary to generate traffic at
site. Took traffic counts before and after lunch and monitored the
trucks path. Plan to sample tomorrow.
8/18/94 Sampled today. Team consisted of Garman, Griffin and Raile. Very
light loading was present. Also noted that sometimes Delta was
sweeping the northbound lane of Elmwood when they come by.
Sweeping went well except for the fact that large sample areas were
taken to get enough sample.
MRI-ENVIRON\R4601-04 RPT
A-14
-------
Daily Activity Log (Continued)
8/19/94 Rained approximately 0.20" H2O last night. Site was pretty muddy
and the only vehicle that made it through the site was a 4-wheel drive
vehicle. No activity today.
8/22/94 Rained - 0.35" H2O over the weekend (mainly Friday night). CMT
was generating traffic again today. Plan to sample tomorrow.
8/23/94 Sampled today. Team consisted of Griffin and Raile. CMT was still
generating traffic. Everything went well today.
8/24/94 Driver was still generating traffic at site. He said he was having to
take a different route now and it was taking him longer to make a
round trip. I timed him and he was only taking about 7 minutes to
complete a round trip, which is still okay. Plan to sweep tomorrow.
8/25/94 Griffin and I sampled today. Larry Wallace with EPA came out and
watched us for awhile. We were plagued with sweeper problems so
we stopped at sample area #4. Decided to quit and disregard all
samples due to the fact that the sweeper wasn't working properly.
Used this day as our contingent day.
8/26/94 Driver was making traffic at the site, hoses were still in place. Rained
- 0.25" H2O but it was just enough to keep the dust down.
8/29/94 Started raining about 10:00 p.m. of 8/28/94, and rained throughout the
night and all day today. No activity at the site.
8/30/94 Rained all day yesterday and during the a.m. today. Rain gauge had
2.3" of rain in it. Extremely muddy at site. We will be lucky if the
truck driver can make traffic at the site tomorrow.
8/31/94 Site was extremely muddy, with just a trace of rain in the rain gauge.
Some dirt working activity was going on but no truck traffic was taking
place.
9/1/94 Still too muddy for truck to drive through the site, so no traffic will be
generated today. I called Earl at CMT and told him to have truck start
driving either 9/5 or 9/6 to avoid the weekend.
MRI-ENVIRON\R4601 -04.RPT
A-15
-------
Daily Activity Log (Continued)
9/2/94 Site had dried out, but I decided to wait until Monday or Tuesday to
have the driver generate any traffic out of the site.
9/6/94 Driver began to generate traffic at site today. Site was dry and
hopefully there will not be any rain the rest of the week.
9/7/94 Sampled today. Team consisted of Garman and Raile. Truck was
tracking out mud and loading was very heavy. Sampling went
extremely well. Truck should generate traffic at site the rest of today
and all day tomorrow.
9/8/94 Truck was making traffic at site today. If it doesn't rain, we will
sample tomorrow.
9/9/94 Sampled today. Team consisted of Garman and Raile. Truck was at
site today, so I told him he was done yesterday. He then left. Also
had sweeper come by when we were done sampling. We did a
collocate sweeper test when sweeper came by . Sampling is now
done.
MRI-ENVIRON\R4601-04 RPT
A-16
-------
APPENDIX B
SOP No. EET-61 1
STANDARD OPERATING PROCEDURE Revision: 1
TECHNICAL Date: 4/11/94
Page: 1 of 3
Title:
Author:
Approved
Balance Operation for Weighing Bulk Aggregate Samples
David Griffin
Quality Assurance Unit
I. SCOPE
The following procedure describes proper methods and techniques for operation
of an analytical balance for the gravimetric analysis of bulk aggregate samples,
primarily for moisture and dry sieving.
II. MATERIALS
1. BalanceThe primary balance used for the analysis of bulk aggregate is a
Sartorius electro-balance having a capacity of 4,100 g and an accuracy of
0.1 g.
2. Calibration weightsClass "S" calibration weights of 200 and 500 g are
used.
III. CHECK-OUT PROCEDURES
1. ActivationMake sure balance has been plugged in and turned on for 1 hr
prior to weighing. The balance needs proper warm-up to achieve
consistent and reproducible weights.
MRI-ENVIRON\H4601-04.nPT
B-1
-------
SOP No. EET-611
Revision: 1
Date: 4/11/94
Page: 2 of 3
2. ZeroingPrior to weighing, clean the platform of the balance of dust or
debris. Generally, a soft brush will be adequate. Press the "tare" button.
This will zero the balance. The zero should be checked before every
weighing.
3. Calibration CheckTo ensure the proper working order of the balance, it
should be calibrated with Class "S" weights. These weights should be kept
as clean as possible (i.e., free of fine dust, dirt, and oil from handling with
bare hands). Choose Class "S" weights that bracket the weight range of
pans, samples, etc., used in the analysis. Typically 200- and 500-g
weights, together and separate, should be used. The calibration results
are documented in the balance logbook. If the weights meet the
acceptance criteria specified in Section IV of this SOP, the balance is
ready for use in weighing bulk aggregate samples.
4. PostcalibrationCheck the calibration at the end of analysis or work
session. The calibration check is documented in the balance logbook.
IV. ACCEPTANCE CRITERIA
Acceptance requirements must be ฑ0.1% of the actual weight of all calibration
weights greater than 100 mg. Acceptance for this procedure is:
200 g ฑ 0.2 g
500 g ฑ 0.5 g
700 g ฑ 0.7 g
V. CORRECTIVE ACTION
If the balance does not meet acceptable requirements as described in
Section IV, one or more of the following must result:
1. Check the zero and recalibrate.
2. Check the Class "S" weights against another balance.
MHI-ENVIRON\R4601-04RPT B"2
-------
SOP No. EET-611
Revision: 1
Date: 4/11/94
Page: 3 of 3
3. Have the balance serviced.
4. Use another balance of equal capacity and precision, which meets the
calibration criteria.
VI. MAINTENANCE AND CALIBRATION
The balance will be maintained and calibrated annually by a manufacturers
representative. A record of this activity will be made in the balance logbook
and the certificate of calibration kept on permanent file.
MHI-ENVIRONVR4601-04.RPT
B-3
-------
APPENDIX C
SILT LOADING WORKSHEET
MRI-ENVIRON\R4601-O4.RPT
-------
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06/1444
06/1444
06/1444
06/1444
06/1444
06/1444
06/t444
06/1444
06/1444
06/1444
06/1444
06/1444
06/1744
06/1744
06/t744
06/17/94
06/1744
06/1744
06/1744
06/1744
06/1744
06/1744
06/1744
06/1744
06/1744
069144
069144
06/2144
069144
069144
069144
069144
069144
069144
06/21/94
0671/94
069144
069144
0691/94
069444
069444
069444
069444
0*9444
06V2444
069444
06/2444
069444
069444
069444
069444
069444
06/2444
069844
069644
069644
069844
069644
069644
069644
069844
06/2144
069644
069644
069644
069644
069644
069844
069844
06/3044
06/3044
06/3044
06/3044
0600/94
06/3044
00/3044
06/3044
OO/XVW
06/3044
06/3044
00/3044
06/3044
06/3044
06/3044
06/3044
fteReae Dtttance Distance Total
From Inter from Enlran Sampling vacuum Beg Sample Area laedtoo SW LoecBna
Time
0910
0944
1000
to 10
1030
1100
It 47
1147
1147
11 20
1204
1247
0654
0930
0945
0952
1006
1006
1006
1021
1035
1055
1105
11 40
11 55
0635
0900
0900
0900
0920
0920
0920
0930
0935
0957
1015
1029
1055
1123
0847
0917
0925
0935
0945
0955
1007
10 20
1051
11 01
1135
1147
1147
1147
0843
0910
0925
0945
0953
1003
1015
1033
1051
1130
1130
1130
1141
11 41
1141
1134
1203
1203
1203
1223
1223
1223
1230
1230
1230
1240
1240
1240
1254
1307
1315
1345
Sample!
1-A/&R-O44
2A-RW5
2-A-QA-R-126
2&R 125
3-A R 124
3-B R 123
4 A R 121 St
4 A R 121 S2
4-A-R 121
4-B-R 122
&AR 120
6-A/B-R 131
1 A/B R 128
2 A R 129
3-AR 141
3-A-QA-133
4-AR-132 S1
4-A-R-132 S2
4-A-R-132
5-A-R 500
2 B R 501
ปB H 502
4-8 R 503
5-B-R-504
6-A/B-R-505
1-A/B R-506
2-A-R-S07-S1
2 AR 507-S2
2-A-R-507
1-B-R-90*-S1
2 frR 50*52
2B-R508
3-A-R-509
JB-R510
4-A R 511
4-B-R 512
5A R 513
S-B-R-51'
6- A/B R 515
1-A/B-R-SK
2-A-R-517
2-B-R518
3-A-R 519
3-A-QA-520
3-B-R 521
4-A.R-532
4-B-R 523
5-A R 524
SB-R525
6-A/B-R-S26
7-A-R-527 SI
7-A R-527-S2
7-A-R-527
1-A/B-RS28
2AR529
2 B R 530
3ป R 531
3-B R 532
4-A R 533
*B-R 534
S-A-R-515
S&R536
frARS37S1
frA R 537 S2
6-A-R 537
6-B-R-S36S1
frB R 53ปS2
&BRS38
7-A/&R62894
1 A/BRS39S1
1 A/B-R539S2
1-A/B-R539
2AR540-S1
2AR540-S2
2ARS40
2-A-QA-S41-S1
2A-QA-S41 S2
2-A-OA541
2B-R542S1
2S-R542S2
2&R542
3-AR 543
3-&R544
4-A R 545
4-B R 546
(leal)
115
327
327
327
437
437
532
532
532
532
767
767
198
65
317
437
437
557
557
557
677
317
437
557
677
153
146
297
297
297
297
297
297
412
412
522
522
712
712
1775
too
322
322
457
457
457
577
577
757
757
155
237
237
237
65
337
337
437
437
537
537
657
657
172
72
72
72
72
72
237
65
65
65
296
298
296
298
296
296
296
298
298
45]
453
578
578
(leell
122
90
90
90
200
200
295
295
295
295
530
530
-39
152
60
200
200
320
320
320
440
60
200
320
440
64
-91
60
60
60
60
60
60
175
175
265
285
475
475
595
137
65
65
220
220
220
340
340
520
520
-62
0
0
0
-152
100
100
200
200
300
300
420
420
65
65
65
65
65
65
0
152
152
152
61
6
6
6
6
6
6
6
6
216
216
341
341
ConrJInne
UnoortroBad
UncontroBed
UnoxtroBed
UncontroBad
UncontroBad
UnODntroBad
Uncontraead
U.KOntroBed
UnoonlroBed
UnconlroBad
UncontroBad
UnconlroBad
Uncontroled
UncontroBed
Uneontroled
UncontroBad
UnoortroBed
UncortroBed
UnoonlroBed
UraxtroM
UncontroBad
UncontroBad
UncontroBed
UncontroBad
UnoortroBed
UncontroBed
UncontroBad
UnoonlroBed
Uncortroeed
Uncontroled
Unoontroaed
UncomroBed
UncontroBed
UncontroBad
UnoonlroBed
UncontroBed
Uncontroted
UncortroBad
UnconlroBad
UncortroBed
UncontroBed
UnoontroBed
UncontroBad
UncortroBed
Uncontroled
UncortroBed
UncontroBed
UncontroBed
UncortroBed
UncortroBed
UnoortroBad
UncontroBad
UncontroBed
UncortroBed
UncortroBed
UncontroBed
UncortroBed
UncortroBed
UncoTt/oM
UncortroBed
UncortroBed
UnoortroBad
UncortroBed
UncontroBad
UncontroBed
UncontroBed
UncontroBad
UncortroBed
UnODntroBad
UncontroBad
UnoontroBad
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UneortroBed
UnoonlroBed
UncortroBed
UncortTTjeed
UnomlToBed
UnoortroBad
UnoonlroBed
UnconlroBad
UnoortroBad
UnoDrtroBed
Uncontroled
10 I
44
45
126
125
124
123
121
121
121
122
120
127
131
121
129
141
133
132
132
132
500
501
502
503
504
505
508
507
507
507
508
506
508
S09
510
511
512
613
514
515
516
517
518
519
520
521
522
523
524
525
526
527
527
527
528
529
530
531
532
533
534
535
536
537
537
537
536
536
538
MIA
539
539
539
540
540
540
541
541
541
542
542
542
543
544
545
546
(IT2I
570
90
250
380
400
180
180
160
500
360
400
360
570
160
90
90
1M
180
160
160
200
500
500
500
360
570
90
90
90
100
too
100
160
400
360
600
720
600
265
1140
90
100
90
90
200
160
600
360
400
190
5633
5633
5633
570
160
200
160
200
180
400
360
600
270
270
270
100
100
too
2007
570
570
570
90
90
W
90
90
90
too
100
100
90
200
360
600
Bag Tere Bag loaded Bag Empty Wegni on Welohl on Weight on Welgnl on Weight on Welgrt on Welcjhl on Welgnt on Welgnl on Sample * S*
ta Wetft WeWt WeUt 3/8 n 4 Mesh tOMesh 20Mesn 40 Mesh lOOHesh 140Mesn 200Mesh Pen Reoovซd
(gramt/m'2) /grams/m*2) Spits
3977
24566
9210
3507
2650
36285
4 607
5394
13969
14 761
3139
14657
33082
43694
29476
31 904
6213
3765
3722
5759
11 767
3377
20416
104 435
14 263
5008
11 012
6339
5346
3825
21660
1301
19998
14446
21923
27341
5991
6494
2 135
2665
5928
39499
6226435
5660
25499
16426
23598
16534
28992
7928
14 185
6755
22669
71690
13124141
12199
121 639
131755
67438
37 220
6767
10660
5274
082
561
161
097
097
1057
1 13
1 00
393
048
293
406
534
432
572
133
102
1 14
120
122
089
466
2037
406
121
347
1 41
154
062
341
030
526
326
481
492
099
166
065
062
526
126679
1 19
644
392
601
326
546
159
268
092
554
993
279409
385
2569
2777
1954
787
154
222
1 16
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
2
2
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
0
0
0
0
0
0
0
0
0
0
1
1
0
1
1
0
3
1
1
0
2
2
0
2
2
0
1
1
0
0
0
0
0
(grams)
624
627
599
60 1
597
61 7
61 7
617
622
61 5
614
616
61
617
61
604
604
604
584
586
596
60
596
599
616
606
606
601
606
606
606
586
586
58S
602
606
606
606
607
613
616
61 1
61 1
612
609
61 1
601
637
632
632
632
637
606
613
61 1
616
617
62
619
61
609
609
609
615
615
61 i
0
61 2
612
616
61 9
62 1
615
61
6t 4
(grama) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams)
273
2661
2736
1839
1656
7019
701 9
7019
2426
5606
5832
228
306 1
3383
428
5533
5533
5533
S9I9
2112
2347
2329
3271
4753
2404
2315
2315
2315
10306
10306
10308
2971
2449
4266
525
4182
2736
6346
1985
2265
1956
2444
2697
1558
1695
1576
2604
7609
34383
34383
34363
3634
4872
3665
4557
3686
5465
3566
5363
4375
6295
6295
6295
7275
7275
7275
2447
7072
10799
11634
6664
3733
1676
4175
3554
727
71 1
684
675
673
734
73 4
734
70
70
69
727
689
714
712
693
716
716
716
705
68
703
703
70
694
714
64 4
644
644
747
747
747
702
689
706
735
724
697
726
685
718
709
699
705
676
686
0 7
72
7 7
13
4 1
741
741
705
698
663
663
676
676
672
673
665
67 1
671
671
72
72
72
0
748
74 7
756
777
72
677
71 1
72 1
0 65 24 S3 9
0 22 S 28 61 1
12 155 33 46
6 165 22 206
0 t63 20 135
1154
1219
2373
943
2203
926
264
777
26 1
686
159
2645
2744
682
567
51 1
97 1
1837
497
1735
1686
3423
1952
2301
4253
979
793
1317
2285
1322
936
2274
444
744
61
60S
123
433
373
61 2
396
961
3637
1793
167
3663
733
1736
1441
160
154
2705
125 5
2303
1667
797
766
1565
1561
1576
3137
132
544
492
1036
1223
1175
2396
1166
1229
2415
1167
1092
22S9
142 1
593
1974
140 7
363
214
IB 3
334
127
74
467
25
1 12
44
685
226
327
369
524
386
26
668
746
196
352
301
574
1027
363
637
623
126
665
651
1516
32
301
543
696
562
463
1299
264
237
202
356
344
183
198
32 5
163
556
1232
536
543
1079
501
718
425
527
481
641
624
744
73
455
479
934
624
69
1314
337
399
41 4
613
343
352
695
358
41 4
772
529
523
1052
545
232
451
472
347
152
11
31 1
6 1
54
456
451
BOB
176
523
191
256
207
327
309
216
525
652
129
259
253
42
697
31 1
551
533
1064
663
65
1513
275
22
467
50
458
296
968
243
17 4
156
199
213
102
145
23
118
301
906
71
656
1368
766
527
319
409
319
439
377
559
515
584
677
1261
47
466
956
461
86
902
1762
331
316
649
371
394
765
424
456
68
366
116
291
31 2
56
33
2 4
45
1 3
1 8
65
67
172
89
35
36
31
39
46
35
83
98
2 1
4
56
75
62
71
64
62
166
116
125
243
56
34
76
75
85
37
134
43
25
23
33
3 1
IS
26
3 1
16
4 1
139
105
126
231
166
76
54
64
46
65
53
74
73
126
117
243
67
75
142
101
205
167
392
61
61
122
61
67
135
67
56
12
5
1
4
4
33
22
1 6
3
1
15
76
65
14 1
115
21
4 1
2 1
4 4
43
21
64
11 6
2
47
59
51
64
S3
102
104
206
10 B
143
252
46
36
101
73
69
36
121
29
29
24
24
36
15
16
33
19
26
11!
10 B
65
194
156
103
57
65
57
69
3!
88
63
89
127
216
56
48
106
68
206
21 4
42
63
47
11
72
61
153
51
9
12
54
1
52
51
327
395
37
332
263
271
79
651
1641
29 5
127 1
17 2
362
244
36
334
273
607
832
15
364
416
449
334
37
694
656
175
768
976
174 4
559
343
103
649
90
251
776
239
326
207
317
314
116
226
24 a
154
226
651
61
632
1642
56
98
651
916
546
651
US
908
455
64 4
66?
131 1
366
44
606
624
939
965
1904
476
51 7
995
53
535
1065
639
81 3
1652
556
222
64
536
1976
1936
168 1
2033
1146
956
305
31B8
6246
2039
510
5066
1571
2326
2649
3555
2606
1964
4792
5168
1396
1629
160
254
404 1
1665
4003
3686
7689
4275
5246
9521
2237
1727
3534
448
3416
2025
5594
1282
1537
1222
173
21
66
98
147
686
211 1
668
4063
411 4
6177
2906
4142
2947
3601
296 B
477
267 B
4676
3703
2695
2655
555
3146
3315
646 1
2931
315 3
3174
6327
2499
247
496 B
2585
272
5305
3077
3009
6086
2996
1169
345 1
262 2
165
204
220
16 3
229
290
259
266
263
225
173
5 6
250
10 B
164
92
101
11B
138
127
160
107
22 3
26 1
177
63
222
223
220
222
160
166
163
250
199
291
145
263
124
139
186
21 3
16 B
183
14 S
136
231
166
173
107
124
199
202
20 1
193
237
221
241
183
17 8
166
IB 4
123
23 a
234
236
116
133
125
213
296
304
301
1B1
20 B
200
205
1B7
201
273
270
27 1
185
187
IBS
191
-------
3)
ENVIRON
S
t
2
L
g
-q
-i
o
1
EkTMOOdOM
MudrOkt Carryoul Prafaa
Prokjo) 4401-04
DonatrMkaRaHa DWanoa Ottlanca
From Mar from Ertran Sampang Vacuum Bag
Data Tlma Sampla (fast) |IM| Commons I D
06/30*4
06730*4
06/30*4
07/06*4
07/06*4
07/06*4
07/06*4
07m*4
07/06*4
07/06*4
07/06*4
07/06*4
07106*4
07/06*4
07/06*4
07/06*4
07/11*4
07/11/94
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/12*4
07/11*4
07/11*4
07/11*4
07/11*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/14*4
07/15*4
07/15*4
07/15/94
07/15*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/27*4
07/29*4
07/29*4
07/29*4
07/29*4
07/29*4
07/29*4
07/29*4
07/29*4
07/29*4
1415
1425
1500
0633
0905
0915
0)40
0955
1025
1122
1209
1225
1225
1225
1300
1315
11 1)
135)
0642
0642
0642
mot
0912
0922
0937
1004
1023
1050
1050
1050
1125
1125
1125
1205
1215
1215
1215
1045
1045
1045
1351
0137
0910
0914
091)
0929
0939
0955
1005
1030
104)
104)
104)
11 D
1142
1312
1332
1312
1530
0)32
0)57
0904
0904
0904
0910
0910
0910
0920
0920
0920
0929
0937
0947
0957
1009
1023
1055
0)45
0913
0920
0940
0955
0955
0955
10 15
1030
S-A-R-547
S-B-R-54)
6-AJB-R-549
1-A/B-RSSO
2-A-R-551
2-B-R552
1AR5S3
1BRS54
4-AR.555
lt>RS56
5-AR557
S4RS56-S1
S-BR-SS6-S2
5B-R5M
6-A-R-559
teiRSCO
2AR561
2A-SS71
1 A/B-R-562S1
1 A7B-R-562-S2
1-A/B-R-S62
2-A-R-SC3
2-B-RS74
S-A-R-575
IB R 564
IARS6S
4-BRS66
5-A-R-567-S1
S-AR 567-52
S-A-R-567
54-R-566-S1
5B-RS68-S2
5-B-R566
(-A-R-570
6-8^-569-51
9-B-R-569-S2
IB-R-S69
2ARS72S1
2-A-R-572-S2
2AR572
2-A-S-57!
1-A/B-R-576
2-AR577
2-A-OA578
2-B-R-579
3-A-RS90
3VB-R591
4-A-R562
4-B-R563
5-AR564
1B-R56^S1
5-B-R-565-S2
5B-R56S
6A-R5M
B-R567
2AR566-S1
2AR5ปS2
2-A-R-566
2-A-S-S69
1-A/B-R-590
2AR591
2 A QA 592 SI
2-AOA-592-S2
2-A-QA-592
2-B-R-S93-S1
2BR-593-S2
2-B-R593
3-A-R-594-S1
1A-A-S94-S2
3-AR-594
3-B-R-S95
4-AR596
4-B-R-597
5-A R 596
5-B-R-599
6-A/B-R-600
7-A-R-601
1-A/B-R-602
2-AR603
2-&R-604
3-AR605
3-B-R606
3-BR606
3-B-R606
4-AR607
4-&R606
763
763
1555
65
324
324
429
429
579
579
729
729
729
729
173
173
363
363
65
65
65
312
312
437
437
577
in
697
697
697
697
97
97
164
164
164
164
163
363
363
361
65
294
294
294
459
459
579
579
719
739
739
739
156
156
163
363
363
16]
115
293
293
293
291
293
293
293
453
453
453
453
563
563
733
713
172
217
115
322
122
512
512
512
512
52
652
526
S2ซ
152
7
67
192
192
342
342
492
492
492
492
-64
64
141
146
152
-152
-152
75
75
200
200
340
140
460
460
460
460
460
460
-71
73
73
-73
141
146
146
14)
152
57
57
57
222
222
142
342
502
502
502
502
-79
-79
146
146
146
146
122
56
56
59
56
56
56
56
216
216
216
21)
14)
34)
499
496
45
0
122
65
65
275
275
275
275
415
415
Soaapar Control
Soaapar Cortrol
Soaapar Control
Soaapar Cortrol
Soaapar Control
Soaapar Control
Soaapai Control
Soaapar Control
Soaapar Cortrol
Soaapar Cortrol
Soaapar Control
Soaapai Cortrol
Soaapar Control
Soaapar Tart
Soaapar Tail
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Cortrol
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Cortrol
Soaapar Cortrol
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Cortrol
Soaaptf Control
Soaapar Tail
Soaapar Taat
Soaapar Tast
Soaapar last
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Control
Soaapar Cortrol
Soaapai Control
Soaapai Control
Soaapar Control
Soaapar Control
Soaapar Cortrol
Soaapar Tart
Soaapar Tart
Soaapar Tart
Soaapar Tart
Mulch Cortrol
Mi** Control
Mulch Control
Mukh Control
Muk* Control
Mulch Control
Mulch Control
Mulch Control
MUch Control
Mulch Control
Mi** Control
Mutch Cortrol
Mi** Control
Mulch Cortrol
Mi** Control
Mi** Cortrol
Mi** Cortrol
Ml** Cortrol
Much Cortrol
MuMl Control
MuUl Control
Mulch Control
Ml** Cortrol
MuMl Cortrol
Mi** Cortrol
Mi** Control
Mutti Cortrol
547
549
54)
550
551
552
553
554
555
559
557
556
55)
55)
559
560
561
571
562
562
562
56}
574
575
564
565
566
567
597
567
56)
566
56)
670
569
569
569
572
S72
572
971
57)
577
57)
579
560
561
562
563
564
565
565
565
566
5)7
566
56)
56)
569
590
591
592
592
592
593
593
593
594
594
594
595
596
597
596
599
600
601
602
603
604
60S
606
606
606
607
606
SanvlaAraa
360
400
95
570
240
300
240
900
360
1000
540
1000
1000
1000
160
100
266
26)
570
570
570
90
100
160
400
540
600
720
720
720
100
too
000
90
100
100
100
26)
26)
361
266
DO
90
90
200
190
300
DO
600
540
600
600
600
160
100
269
261
26)
26)
540
90
90
90
90
200
200
200
90
90
90
100
160
200
160
200
360
70
570
90
100
360
600
600
600
160
600
Total
Total BagTara Bsg loadar) Bag Empty Walgnlon Walgrton Walgtlon walgrton Walgrlon Walgnton Watgtlon Walgrlon Walgtton Sampla %SI
Loarbng SH Loadtag fat walgrt Walgrt Walght 1/8 hi 4 Maih 10 Math 20 Mash 40 Mash 100 Mash 140 Mash 200Maih Pan Racovarad
(grams/m-2) (grams/m-2) Spall (grams) (grams) (grama) (grams) (grama) (grama) (grams) (grams) (grams) (grams) (grams) (grams) (grams)
10675
7212
116456
10362
1301)
1421)
10567
3221
)14S
2625
)437
7166
12672
30054
17795
13631
12974
35 534
1170)
17107
4717
)2)9
5156
10944
7647
17390
111164
21491
10460
10461
20919
D371
16975
15 1D
5231
7134
4254
3726
690)
12397
36642
21060
14614
3773
4)044
53669
26722
75964
2)525
24531
9790
17157
122)7
7000
4)732
5635
15091
7151
7646
9 159
12400
4167
256
126
3260
244
414
309
399
091
260
047
164
OH
340
365
509
754
396
969
545
61)
110
260
116
300
ID
504
2954
) 11
550
294
466
750
491
5)7
114
203
066
106
1 06
292
5)2
571
33
049
5)1
627
322
671
227
306
103
225
125
065
32
090
432
117
111
1 07
233
070
0
0
2
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
1
1
0
0
0
0
0
0
0
1
1
0
1
1
0
0
2
2
0
1
1
0
0
0
0
0
0
0
0
0
0
0
1
t
0
0
0
0
0
0
0
1
1
0
1
1
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
(2
62
625
624
625
25
624
17
14
62
16
623
624
625
119
113
17
17
33
632
611
60)
11
606
612
605
607
613
606
637
135
633
125
5ป
5))
5)4
593
593
5)6
562
566
526
591
567
561
579
56
57)
59)
591
599
57)
577
562
627
606
612
11
1 1
61 2
607
61 1
419
130
10903
1111
3527
4567
291
331
3116
3244
3647
7465
2743
3417
511
426
74)7
35))
2371
352)
2D4
4757
34)5
792)
6295
2059
11603
669)
3412
4337
2D4
D74
3779
3117
2044
297
29)4
2452
5722
2655
399
6166
456
246
4606
5063
5545
6931
3249
4693
2416
3445
266
1051
3666
3691
3541
2604
3235
571 7
4754
2945
73
702
761
77
765
761
742
743
735
711
749
73)
741
717
753
752
767
716
707
72
711
755
723
761
724
706
757
76)
762
714
694
696
70
669
639
65
65
64
651
666
69
713
744
662
701
6(9
703
6)1
656
663
655
645
636
651
739
707
91
703
701
713
731
703
1494
115
66
ISO
12)
2209
09
11)1
10)6
1076
1106
161
1692
3302
701
1269
2066
591
659
609
1666
155
79
1124
697
1562
1D4
1472
121)
266)
1274
1351
2625
5)1
761
761
1543
1159
1637
2991
492
765
16
1113
633
619
534
7)
1022
66)
1023
1129
2152
64
125
1337
1149
246
757
956
2415
137
1105
2675
1494
1572
1066
2233
2269
4522
1971
2336
1133
1725
1254
130
15)1
1227
204
919
1521
1365
1295
266
162
666
619
51
501
943
24
D9
217
D9
299
567
536
663
667
137
313
61
641
312
536
49
1026
243
196
299
259
539
426
666
577
1245
471
552
1031
163
572
499
1071
404
41
614
25
64
39
67.3
3)
307
137
455
51
313
54]
551
1094
309
931
327
31)
645
432
355
646
375
D3
736
392
342
734
353
351
704
25)
666
279
16
441
567
D
55
269
392
D6
513
52
1103
659
51)
479
419
621
1256
292
346
291
26)
32)
404
565
572
512
10)4
D3
D7
513
462
711
705
141)
232
1)3
271
15
439
30
535
494
1029
D5
397
7)2
21 1
599
531
1121
31
2)4
594
366
69
259
472
609
10
205
345
35
256
397
427
624
472
639
21
247
527
672
231
IS
22
19t
411
212
201
413
209
196
405
15
439
159
267
2)1
292
331
61
166
27
251
315
295
56
673
429
79
61
to
274
63
59
7
43
71
49
95
71
92
153
7
41
91
12
175
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96
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65
119
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99
196
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105
97
207
35
99
11
66
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62
52
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52
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116
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79
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191
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112
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112
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774
656
262
606
322
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292
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2592
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2619
3599
1669
2956
305
242
139
2299
2105
1794
2411
2629
5047
1975
3294
2713
241 9
5132
3799
1796
3676
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2406
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297
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190
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257
261
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153
173
194
237
242
236
239
251
232
241
497
266
195
169
254
354
365
140
291
42
49
49
203
29
43
25 1
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95
96
99
93
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134
-------
MRI-ENVIRONVR
1
i
2
H
o
1
fv
^^
Elmwood wm4
Mud/Dirt Canyoii Proled
Project 14601 O4
Done by MkeRalU
Data
07/29/94
07/29/94
07/29/94
07/29/94
07/29/94
06/16/94
06/16/94
06M8/94
06/18/94
06/16/94
08/18/94
06/16/94
08/16/94
06/16/94
06/16/94
06/2V94
06/23/94
OS/23/94
06/23/94
06/23/94
08/23/94
06/23/94
06/23/94
06/23/94
06/2394
06T23/94
06/23/94
06/23/94
09/07/94
09/07/94
09/07/94
09/07/94
09/07AM
0007/94
OBVO/AW
09/07/94
09/07/W
09V07/M
OtVVt/M
09/00/94
08/09/94
OaVOtVM
09/09/94
09/09/94
Q9/TJ9/94
09/09/94
09/09/94
09/09/94
09/09/94
09/09/94
TVne
11 07
It 24
1215
1224
12 38
0640
0905
09 30
0936
0953
1020
1037
1104
1122
1200
0835
0850
09 14
0925
09 54
1015
1030
1030
1030
1050
1120
1140
1225
0840
0905
0915
0922
0939
09 SI
1001
1015
1025
1039
0652
0000
0954
1021
1027
1045
1052
1100
1132
1428
1515
1519
1515
Sample!
5-AR609
S-BR9IO
6AR411
6-B-R612
7-A-R-613
1-A/B-R-614
2-A-R-615
2 frR-616
3-AR 617
3-B-R !
4-AR919
4BR-620
SAR821
5-B-R-622
6-A/B-R-623
1-A/B-R 624
2-A-R-62S
2A-QA-628
2B-Rซ27
3-B-R629
4-AR63OSI
4-A-R 63O-S2
4-A-R430
IBR631
9AR632
S-BH633
6-A/B-R-834
1 A/BR642
2A-R643
2-A-OA644
2BR645
>B R 647
4AR646
*BR649
5-AR6SO
9^B-R651
6.A/B-R-652
1-A/B-R-6S3
2AR654
2-B-R-655
J.AR6S8
3-B-R-657
IAR4S6
4-B-R-659
5AR660
5-BR661
6.A/B-R.662
2A-R661
3-A-S-664-S1
2AS-6S4-S2
2A-S-664
Distance
Distance
From Inter from Entran Samptttg
(teat) (leel) CondUorts
762
782
165
165
237
70
322
322
462
462
612
612
772
772
159
100
397
167
367
532
532
62
62
62
62
792
792
165
100
317
317
317
422
532
532
672
672
152
70
352
352
517
917
632
632
777
777
142
372
372
372
372
545
S4S
72
72
0
167
65
5
225
225
375
375
535
535
76
137
ISO
150
150
295
295
425
425
425
425
555
555
72
-137
80
80
80
185
295
295
435
439
45
107
115
115
260
280
395
395
540
540
95
139
135
139
139
MJcti Control
MiJon Control
MJeh Control
MUcn Cortrol
MJcft Cortrol
Graval Control
Graval Cortrol
Graval Cortrol
Graval Control
Graval Cortrol
Graval Control
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Control
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Control
Graval Cortrol
Gravel Cortrol
Gravel Control
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Cortrol
Graval Control
Graval Cortrol
Graval Control
Graval Cortrol
Gravel Cortrol
Graval Cortrot
Graval Cortrol
Graval Control
Graval Cortrol
Graval Cortrol
Graval Cortrol
Gravel Control
Gravel Cortrol
Graval Cortrol
Sweeper Test
Sweeper Test
Sweeper Test
Sweep* test
VecuunBag
ID
609
610
611
612
13
14
IS
16
17
16
19
620
621
622
823
624
825
826
627
626
829
830
631
632
633
634
642
643
644
645
47
648
649
650
651
652
65)
654
655
656
657
656
659
660
661
682
663
664
Sample Aieซ
540
1000
180
200
112
970
270
300
540
600
540
600
540
600
190
570
360
360
600
450
500
540
800
720
no
360
570
90
90
100
100
160
200
160
200
670
570
270
300
270
400
270
300
270
200
180
270
270
Total
Bag Tare B
Loarjng Sซ Loading lot Wa^lt
(graml/nV2) (grems/m*2) Splls (grams)
4244
3735
5442
12379
15 762
7493
1320
776
6135
6356
5990
4009
6656
16498
9290
4964
8689
3409
40 416
11155
3879
3250
3446
5621
3477
49674
44074
47901
24370
19 160
14 144
26953
31954
774
3226
15927
10 499
9U3
6166
13651
771
6777
7567
16614
4276
27525
088
049
066
120
287
127
183
1 87
185
061
1 44
077
056
056
1 14
064
1 15
1 61
6 16
216
041
050
029
046
053
466
445
346
5 79
170
162
1 13
232
104
089
044
259
1 82
091
070
169
069
080
084
163
063
1792
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
0
0
0
0
0
0
0
1
1
0
609
612
612
617
61 6
622
63
606
607
04
599
S9>
605
15
15
17
615
616
61 6
613
616
619
24
16
14
596
606
601
619
616
601
594
613
612
615
593
59 1
596
809
03
604
606
601
604
621
619
eg Loaded
Weight
(grams)
2736
4082
1532
3917
2256
459
2717
3052
4686
3104
4791
3937
2616
4325
3527
3416
2275
3522
6209
3501
2791
3185
2496
2455
4766
4293
5051
3663
3833
3239
5101
4693
4199
232)
4567
351 7
3075
2536
4027
2491
3306
3007
375
1694
7523
Bag Empty Weight on w
etahl on Welgrt on Weort on Weight on Weigh! on Weight on Weight on Weert on
Total
Sample
X SM
Weight 3/6 ii 4 Mesh 10 Meth 20 Mesh 40 Mesh 100 Mesri 140 Mesri 200 Mesh Pan Recovered
(grams) (gnsms) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams) (grams)
69
71 1
66 ซ
66
69 7
71
706
67 7
699
679
69
687
694
68
653
685
699
694
696
863
704
684
89
671
858
674
674
679
862
67 6
852
665
649
65
639
651
47
49
64 7
626
644
647
37
636
626
636
647
82
29
1268
33
971
1449
619 386
68 6 42 2
16S9
1157
1453
1281
679
1392
1395
991
873
175
851
944
1182
1061
2243
1206
76
101 4
951
788
2962
2708
323
1625
2237
1999
2949
3327
1367
686
2328
136 6
1702
914
1461
714
63
593
1515
601
116
113
239
393
Me
192
643
586
31
725
566
92
726
426
864
722
599
152
247
265
285
499
484
983
674
466
649
404
352
439
266
509
369
366
231
63
393
907
315
34
393
415
7tt
442
337
337
76
123
164
154
316
344
683
169
365
854
323
62 B
326
634
667
433
841
472
625
155
242
17
14
466
497
983
541
426
521
279
269
241
191
255
131
231
119
393
165
608
396
341
172
25
523
369
251
274
459
4
<ปS
51
1004
64
66
29
51
193
38
106
4 7
115
104
85
13 1
6
11 8
3
49
26
19
93
6
173
76
81
73
42
52
44
37
49
21
35
21
46
29
94
55
93
25
32
77
45
35
39
5
15
197
171
368
59
63
24
43
176
4 1
104
42
13
63
72
115
5
102
39
S3
26
1 6
67
66
173
59
9
7
36
9
7
3
8
3
5
1
53
27
89
58
56
29
37
7 1
44
32
34
5
1 7
235
233
466
349
352
89
159
576
373
727
26
628
358
231
277
162
269
293
454
436
135
506
487
995
236
259
17
11
216
31
297
259
123
222
159
312
167
429
196
587
193
223
426
212
166
129
236
176
2245
2143
4386
2036
338
85 3
2232
3835
197
234 3
3951
240
406 6
334
192
364
266 1
2704
1542
2794
1778
1541
2855
2675
553
2794
2063
2494
1124
174
4043
3564
434
2193
3121
254
441 7
4027
3512
165
3699
262 6
2413
1861
3346
1826
1643
1355
3076
1016
3445
333
6775
171
105
104
7 1
150
169
16 6
164
106
154
110
120
76
57
99
190
182
246
66
17
163
180
65
124
ซ6
60
124
77
63
60
58
71
)
71
41
122
120
151
IS 8
10
120
137
116
102
95
77
175
653
644
648
-------
APPENDIX D
QUALITY ASSURANCE PROJECT PLAN
Date Submitted: 4/11/94 QTRAK No.: ฐf3
Revision No.:
1
Project Category:
III
Title:
Characterization of Mud/Dirt Onto Paved Roads from Construction and
Demolition Activities
Project/Task Officer: Charles Masser (MD-62)
Contractor Name/Address/Phone No. Midwest Research Institute
425 Volker Boulevard
Kansas City. Missouri 64110
(816)753-7600
Contract No.: 68-D2-0159
Task No.: I-04 Duration: 4/94 to 9/94
APPROVALS
John So Kinsey
Contractor Project/Task Manager
Carol L, Green
Contractor QA Manager
Charles Masser
AEERL Project/Task Officer
Nancy Adams
AEERL QA Manager
Signature
Signature
Date
Date
Date
Date
MRI-ENVIRON\fW601 -O4.RPT
D-1
-------
CONTENTS
Section Heading
Contents 1
A1 Project Description and Objectives 2
A2 Project Organization and 5
Responsibilities
A3 Data Quality Indicator Goals for 3
Critical Measurements
A4 Sampling Procedures 3
A5 Analytical Procedures 3
A6 Data Reduction, Validation, and 1
Reporting
A7 Audits and Reports to Management 1
AS Calculation of Data Quality Indicators 1
A9 Corrective Action 1
Revision Date
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
4/11/94
Distribution of QAPjP:
MRI: R. Neulicht, C. Green, G. Muleski, J. Kinsey, M. Raile
Client: C. Masser, N. Adams
MRI-ENVIROWM601-O4.RPT
D-2
-------
QAPjP WA 1-04
Section: A1
Revision: 1
Date: 4/11/94
Page 1 of 2
SECTION A1
PROJECT DESCRIPTION AND OBJECTIVES
The following section provides a brief overview of the project and its objectives.
Further details can be found in the test plan.
A1.1 PROJECT DESCRIPTION
Several areas of the country that are in violation of the National Ambient Air
Quality Standard (NAAQS) for PM-10 (particles < 10 urn in aerodynamic diameter)
have conducted studies to identify the sources of these emissions. A primary source
of PM-10 in urban areas is the fugitive dust generated by vehicular traffic on paved
streets and highways.
In a recent EPA guidance document (EPA-450/2-92-004), information is
presented on the emissions from paved roads and methods for their control. Relation-
ships are also provided which describe PM-10 emissions as a function of source
variables such as vehicle speed and weight, traffic volume, and surface silt loading
(particles < 75 u,m in physical diameter determined by dry sieving). However, few
data are currently available on the amount of material deposited on paved roads as a
result of mud/dirt carryout from activities such as construction and demolition. The
purpose of this work assignment is to characterize the mud/dirt carryout process and
to evaluate selected methods for its control.
The test site initially selected for evaluation in the program is a small landfill
located on U.S. 69 Highway (NW Platte Road) in Riverside, Missouri. This site is
described in detail in Section 2.2 of the test plan.
Road surface samples will be collected at six different points on U.S. 69 as
shown in Figure 3-1 of the test plan. Separate samples, designated as "A" and "B,"
D-3
MRI-M\R4S01-04.RPT
-------
QAPjP WA 1-04
Section: A1
Revision: 1
Date: 4/11/94
Page 2 of 2
will be collected from the driving (or outside) and passing (or inside) lane, respectively.
This scheme is illustrated in Figure 3-2 of the test plan for eastbound U.S. 69.
Paved road surface samples will be collected before*and after implementation
of selected mud/dirt carryout control methods. The control methods to be evaluated
include: street sweeping; installation of a gravel apron (buffer) at the site access
point; and installation of a paved apron at the same point. Details on the application
of these control techniques and associated sampling activities are provided in
Section 2.3 of the test plan. The samples will be analyzed for moisture content (if
necessary), total surface loading, and silt content. The emissions of PM-10 will then
be estimated using the test data.
A1.2 OBJECTIVES
The primary objectives of this work assignment are to characterize the mud/dirt
carryout representative of active construction and demolition sites and to evaluate the
efficacy of various methods for its control. A secondary objective is to establish a
correlation between source parameters and increases in silt loading.
As defined by the AEERL quality procedures manual (Ford, 1991), this is a
Level III project. The data quality objectives (DQOs) for this work are:
Completeness: a minimum of 100 silt loading samples and 4 collocated QA
samples will be collected
Precision: a maximum of ฑ50% for collocated silt loading samples,
calculated as range percent (Eq. A8-1 in Section A8).
D-4
MRI-MW4601-04RPT
-------
QAPjP WA 1-04
Section: A2
Revision: 1
Date: 4/11/94
Page 1 of 5
SECTION A2
PROJECT ORGANIZATION AND RESPONSIBILITIES
A project organizational chart is shown in Figure A2-1. All MRI personnel in
Kansas City may be reached by telephone at (816) 753-7600, and MRI personnel in
North Carolina may be reached at (919) 677-0249.
A2.1 PROGRAM MANAGEMENT
Mr. Roy Neulicht (North Carolina Ext. 5126) will serve as Program Manager.
He will:
Ensure that all necessary resources are available.
Review all communication from the Quality Assurance Manager (QAM) regarding
the project.
Ensure that any problems, deviations, and so forth, reported by the QAM receive
immediate corrective action.
Ensure that the financial standing of the project is fully reported to the EPA Project
Officer.
Review all technical reports for overall accuracy.
D-5
MRI-MVH4601-04.RPT
-------
O
6)
FIELD COORDINATOR
Mike Raile
ENGINEERING & ENVIRONMENTAL
TECHNOLOGY DEPARTMENT
DIRECTOR
Charles Holt
EIB PROGRAM MANAGER
(North Carolina)
Roy Neulicht
WORK ASSIGNMENT LEADER
John Kinsey
QUALITY ASSURANCE
MANAGER
Carol Green
QUALITY ASSURANCE
COORDINATOR
Gregory Muleski
TJD3JCOO
0) 0) (D CD >>
to sr < o Ci
CD 9. 5; 5?-3
52. O
2
W56 SEV ktiotg 1115M
Figure A2-1. Project organization structure.
-------
QAPjP WA 1-04
Section: A2
Revision: 1
Date: 4/11/94
Page 3 of 5
A2.2 QUALITY ASSURANCE MANAGER (QAM)
Ms. Carol Green, Senior Quality Assurance Officer (Kansas City Ext. 1344), will
serve as the QAM and will:
Assure MRI management that the facilities, equipment, personnel, methods,
records, and controls are consistent with project objectives/requirements by
conducting general audits and reviewing audits conducted by the work assignment
QA coordinator (QAC).
Help resolve quality and compliance problems and report any unresolved problems
to department and corporate management for final resolution.
A2.3 WORK ASSIGNMENT LEADER
Mr. John Kinsey (Kansas City, Ext. 1122) will be the Work Assignment Leader
(WAL). He will:
Help prepare the project QA plan.
Ensure that all personnel are informed of project QA policy.
Be responsible for training staff, where required.
Ensure that the QAC and QAM are fully informed and involved in the project.
Be responsible for sample receipt and custody.
Enforce instrument calibration and maintenance procedures, as required.
Maintain document control of lab data, notebooks, records, and other hard copy
information.
D-7
MRI-M\R4601-04.RPT
-------
QAPjP WA 1-04
Section: A2
Revision: 1
Date: 4/11/94
Page 4 of 5
Review and approve all data prior to submittal to the EPA Work Assignment
Manager (WAM).
Review/validate raw data (e.g., notebooks, forms, etc.).
Ensure that any major deviations from plans or procedures that could affect the
quality of the data are approved by the WAM, documented, and reported.
Ensure that any assumptions or interpretations are documented and reported.
Take corrective action on any quality or compliance problems and communicate
them in writing to the QAM, program management, and department management.
Prepare and submit reports.
A2.4 FIELD COORDINATOR (FC)
Mr. Mike Raile (Ext. 1208) at MRI's main facility in Kansas City will act as
coordinator of the field sampling program. He will:
Assist the WAL in site selection and control technology implementation.
Supervise the collection of road surface samples in the field.
Provide guidance in the application of the test method and subsequent data
analysis.
Assist in data reduction, interpretation, and reporting.
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Section: A2
Revision: 1
Date: 4/11/94
Page 5 of 5
A2.5 QUALITY ASSURANCE COORDINATOR (QAC)
Dr. Gregory Muleski (Kansas City Ext. 1596) will serve as the QAC. He will:
Conduct the planned and scheduled audits and report the results to the QAM,
program management, and department management.
Assist the WAL in understanding and complying with program QA requirements.
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Section: A3
Revision: 1
Date: 4/11/94
Page 1 of 3
SECTION A3
DATA QUALITY INDICATOR GOALS FOR CRITICAL MEASUREMENTS
Data Quality Indicator (DQI) goals are defined by AEERL as the quality needed
for each data component in order to meet the DQOs of the final data. The individual
accuracy, precision, completeness, representativeness, comparability, and sensitivity
requirements or goals for each part of the sampling and analysis project are described
below, where appropriate.
The sampling procedures for this work assignment are very basic and do not
require calibration or monitoring of sampling equipment. The only subjective require-
ment of the sampling operation is the determination of the sampling area. The area to
be sampled will be judged at the time of sampling by the FC. The length of the
sampling area along the roadway can vary between 0.3 to 3 m (or greater), depending
on surface dust loading. Collocated samples will be taken under the same conditions.
The accuracy of the sampling area will not be determined. However, silt-
loading precision, as range percent, will be measured for collocated samples. The
collocated samples will be taken under the same conditions, and thus comparable
sampling methods will be used.
One collocated QA sample will be collected for every 25 surface samples. An
embedded sampling approach will be used, as illustrated in Figure A3-1. In this
approach, two sets of sampling areas at the same nominal location along the roadway
are used, one to collect the field sample and the other to obtain the collocated sample.
The field sample and its collocate are taken through the same analysis procedure.
The range percent silt loading (the product of silt content and total loading) for each
set of field and collocated samples is expected to be a maximum of ฑ50%. The range
percent will be used to assess the precision of sampling and the representativeness of
the silt loading and not to reject data.
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Areas swept to
obtain collocated
sample
Areas swept to
obtain standard
surface sample
Travel
Lane
93-62 SEV Una tan 120993
!J> D 3D CO O
nj o> >>
fr) ^* ^ O *^
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Section: A3
Revision: 1
Date: 4/11/94
Page 3 of 3
Five percent of the total samples processed through the materials laboratory
will be also analyzed as QA riffling and sieving procedure samples. The QA samples
will be split samples from selected locations where a large enough quantity of material
is obtained. The field sample will be initially split into two subsamples (regular sample
and QA sample) using the riffling procedure described in Section 3.2.2 of the test plan.
Then, each split will be taken through the analysis procedure in the normal manner.
The two silt contents will be compared using the QA measure of "relative value":
RV = 1 - SQA/Sreg (A3-1)
where: RV = relative value (dimensionless)
SQA = silt content (fraction) found for the QA sample
Sreg = silt content (fraction) found for the "regular" sample
RV values are expected to fall in the range of 0.95 to 1.05 and will be used only to
assess the overall precision of the riffling and sieving procedures and not to reject
data.
All samples will be weighed using an analytical balance, which is checked and
calibrated as required by SOP EET-611, "Balance Operations for Weighing Bulk
Aggregate Samples" (Appendix B). Balance accuracy will be checked before samples
are weighed and at the end of the weighing event or 8-hr day, whichever is first.
Class S weights will be used to bracket the expected sample weights. The balance
accuracy acceptance criterion is ฑ0.1% for all expected weights.
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Section: A4
Revision: 1
Date: 4/11/94
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SECTION A4
SAMPLING PROCEDURES
The field coordinator will assure that the following requirements are met and
that the field data are documented, as required, and are correct and complete.
A4.1 SAMPLING PROCEDURES
The sampling site was described in Section 2.2 of the test plan. The type of
samples to be collected during each sampling event were summarized in Section 3.1
of the test plan.
The procedures used for collecting and analyzing surface loading samples are
detailed in Section 3.2 of the test plan. These include: sampling procedures for
surface loading; procedures for sample splitting and moisture analysis; and analytical
methods for silt content. The required sample packaging, transport, and storage
procedures are described below.
The broom-swept surface samples, if any, will be split as necessary in the field
to a suitable size according to the procedures outlined in Section 3.2 of the test plan.
Each broom sample will then be quantitatively transferred to screw-top plastic
containers and sealed using electrical tape. The surface (i.e., vacuum bag) samples
collected in the field will be packaged into a sealed container for shipment back to MRI
for analysis. The containers will be transported in the same truck as the test
equipment. Upon arrival at MRI, the samples will be taken to the Materials Laboratory
for analysis. After silt analysis, the sample separates will be placed into clean, sealed
containers for storage.
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A4.2 SAMPLING DOCUMENTATION
The following information will be recorded on specially designed reporting forms
(Figures 3-3, 3-7. and 3-8 of the test plan): Sampling location; area sampled; pave-
ment type and condition; amount, type, and ID number of samples collected; time of
day; and traffic count by vehicle type.
A4.3 SAMPLE CONTROL
Each vacuum bag will be issued a unique identification (ID) number that will be
printed on both the bag and the sample container (envelope). Once the vacuum bag
contains a sample, it will be further identified by a number of the form: X-TT-YY-ZZZ.
X is a 1 digit code for the sampling point (see Figure 3-1), TT is a code identifying the
lane(s) sampled (A, B, or A&B), YY is a code identifying the type of sample (R =
regular sample, QA = collocated sample), and 777 is the 3-digit bag ID number.
The sample number will be recorded on a data form (Figure 4A-1) along with
the date the sample was obtained. This form will be used to track the samples.
Other pertinent information to be recorded on the form include: shipment date;
laboratory receipt date; any special instructions or notations on sample condition and
type; and signatures of personnel who receive the sample for analysis.
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MIDWEST RESEARCH INSTITUTE PROJECT NO.
Facility Code
Page
of
O
I
en
1 FIELD TRACKING
Sample Id.
Collection
Date
.
Shipment
Date
Custodian
LABORATORY TRACKING
Receipt
Date
Custodian
Figure 4A-1. Sample tracking form.
"0 D 33 COO
-111U
'
CO
CO
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SECTION A5
ANALYTICAL PROCEDURES
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Section: A5
Revision: 1
Date: 4/11/94
Page 1 of 3
A5.1 MOISTURE ANALYSIS
Only broom-swept samples handled separately from the vacuum bag samples
are analyzed for surface moisture content. Because the test plan calls for combining
any broom-swept material with the vacuum sample, no moisture analyses are contem-
plated for this project. If, however, circumstances require the collection of a sample
from a fairly damp surface, moisture analysis may be necessary. In that case,
analysis will follow the step-by-step procedure outlined in Section 3.2.2 of the test
plan. The drying procedure uses an oven set at about 110ฐC. The balance operating
procedure (including calibration checks) used for the gravimetric analysis of the wet
and dried samples is specified in SOP No. EET-611 (Appendix B).
Using the applicable wet and dry weights of each broom swept sample (or split
sample) collected, the percent moisture content will be determined according to the
expression:
M =
x 100
(A5-4)
where:
M
W,
ws
SH
W.
ds
Moisture content of the sample (weight %)
Wet sample weight (g)
(Wp + Wws) - Wp
Weight of the pan (g)
Weight of the wet sample (g)
Dry sample weight (g)
(Wp + Wds) - Wp
Weight of the dry sample (g)
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Section: A5
Revision: 1
Date: 4/11/94
Page 2 of 3
The same calculation scheme shown in Equation A5-1 has also been included on the
moisture analysis form in Figure 3-5 of the test plan.
A5.2 TOTAL LOADING AND SILT ANALYSIS
The broom swept sample (if any) and the surface dust sample collected by
vacuuming at each location will be combined for the determination of total surface
loading and silt content (i.e., percent less than 200 mesh or 75 u,m physical diameter).
From the net weight of each sample collected (SOP No. EET-611), the total surface
loading is determined using the following expression:
L = MT/a (A5-5)
where: L = Surface loading (g/m2)
MT = Total mass (g) of the sample (i.e., before any splits)
a = Total surface area (m2) sampled = I x w
I = Length of road surface sampled (m)
w = Width of travel lane (m)
The silt content of each combined sample will also be measured using the
sieving procedure provided in Section 3.2.3 of the test plan. The procedure to be
used for the gravimetric analysis of the material collected on each sieve is provided in
SOP No. EET-611 (Appendix B).
An overall silt content is found by dividing silt loading by the total loading by:
S0 = sL/L = [ s (MT - MN) + MN]/MT (A5-6)
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where: s0 = Overall silt content of the surface loading
sL = Silt loading
L = Surface loading
s = Silt content of the recovered (possibly split) sample
MT = Total mass of the sample (i.e., before any splits)
MN = Nonrecoverable mass (see Figure 3-6)
A5.3 CALCULATION OF SILT LOADING AND CONTROL EFFECTIVENESS
The procedure to be used for calculating silt loading and the effectiveness of
each control measured is provided in Section 3.4 of the test plan.
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Section: A6
Revision: 1
Date: 4/11/94
Page 1 of 1
SECTION A6
DATA REDUCTION, VALIDATION, AND REPORTING
A6.1 DATA REDUCTION
The data reduction procedures for the analytical procedures were described in
Section A5.
A6.2 VALIDATION
The only calibration required is for the analytical balance. No quality control
samples will be used. The quality assurance samples (i.e., the collocated samples
obtained in the field and riffling/sieving splits) will be used only to help decide if major
procedural problems were present in those activities and not to reject data. The
records used to document sampling and analysis must be complete and accurate. All
calculations must also be accurate. The WAL will verify that all the above require-
ments were met and that the QA samples were properly used to assess precision.
A6.3 REPORTING
The reporting requirements for this work assignment are a monthly report
submitted as part of the program contractual obligation and a final report summarizing
the results of the study. Any other additional reporting requirements will be based
upon agreements between the WAL and the WAM.
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Section: A7
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Date: 4/11/94
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SECTION A7
AUDITS AND REPORTS TO MANAGEMENT
No technical system or performance audits will be performed. However, all
records, including calibration and the results of the duplicate field and riffling/sieving
samples, will be reviewed by the QAC. Selected data will be traced and recalculated.
A general audit, covering compliance to MRI and project requirements, will also be
conducted by the QAM. These audits will be conducted before the final report is
released. A quality assurance section of the final report will be prepared by the QAC.
The results of the audits will be provided in a report to the QAM, WAL, and
department management. If any quality or compliance problems were found, they will
be so noted in the report.
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Section: A8
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Date: 4/11/94
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SECTION A8
CALCULATION OF DATA QUALITY INDICATORS
Accuracy, expressed as relative percent difference (RPD), of the balance
calibration will be determined by the expression:
RPD = (Standard-Found) x 10Q (A8.1}
Standard
where: RPD = relative percent difference (%)
Standard = value of Class S weight
Found = weight measured by the balance
Precision, as range percent (R%), will be determined using the relationship:
R% = Xl I*2 x 100 (A8-2)
where: X, = highest value determined
X2 = lowest value determined
X = mean value of the data set
X1 +X2
= - for paired data
The calculated R% for each set of field and QA samples will then be evaluated by the
WAL.
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Section: A9
Revision: 1
Date: 4/11/94
Page 1 of 1
SECTION A9
CORRECTIVE ACTION
The Work Assignment Leader (WAL) has the primary responsibility for taking
corrective actions. If the WAL is unavailable, the Program Manager and/or the QAM
will be contacted for instructions. Any problems resulting in the loss of data or data
integrity must be immediately reported to the WAL and QAM.
The only quality problem that might be anticipated is the calibration of the
analytical balance. Both acceptance criteria and remedial action are built into the
SOP. If the criteria are not met, another balance must be obtained and acceptably
calibrated.
Unanticipated problems may include noncompliance to the test or QA plan. If
such problems are detected by anyone, the reason must be determined and corrective
actions must be taken to prevent recurrence of the problem. The WAL is responsible
for investigating any such problems and reporting the problem, reason, and action
taken to the QAM, program management and department management.
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TECHNICAL REPORT DATA .
(Please read Instructions on the reverse before completing)
. REPORT NO.
EPA-600/R-95-171
2.
3. RECIPIENT'S ACCESSION-NO.
4. TITLE AND SUBTITLE
Characterization of Mud/Dirt Carryout onto Paved
Roads from Construction and Demolition Activities
5. REPORT DATE ,___
December 1995
6. PERFORMING ORGANIZATION CODE
'. AUTHOR(S)
Michael M. Raile
8. PERFORMING ORGANIZATION REPORT NO.
MRI-ENVIRON/R4601-
04.RPT
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Midwest Research Institute
425 Volker Boulevard
Kansas City, Missouri 64110-2299
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO. ~~~"
68-D2-0159, Task 1-04
12. SPONSORING AGENCY NAME AND ADDRESS
EPA, Office of Research and Development
Air Pollution Prevention and Control Division
Research Triangle Park, NC 27711
13. TYPE OF REPORT AND PERIOD COVERED
Task Final; 1-12/94
14. SPONSORING AGENCY CODE
EPA/600/13
is. SUPPLEMENTARY NOTES AppCD ,ectofficer ig charles
541-7586.
Masser, MailDrop62, 919 /
iซ. ABSTRACTrj-jjg repOrt characterizes fugitive dust generated by vehicular traffic on
paved streets and highways resulting from mud/dirt carryout from unpaved areas as
a primary source of PM-10 .(particles = or < 10 micrometers in aerodynamic dia-
meter), and evaluates three technologies for effectiveness in controlling the carry-
out from an unpaved construction access area onto an adjacent paved road. The first
control used a street sweeper to mechanically sweep the dirt and debris from the
paved road surface. The second applied a 6- to 12-in. (15- to 30-cm) layer of wood-
chip/mulch material onto the access area of the construction site to a distance 100 ft
(30 m) from the paved road. The third applied a 6-in. layer of gravel over the access
area. Street sweeping was found to be only marginally effective (approximately 20%)
in reducing average silt loading on the paved road lanes. Treatment of the access
area with a buffer of woodchip/mulch was moderately effective, reducing average
silt loading by 38 to 46%. The gravel buffer showed the greatest effectiveness, redu-
cing the average silt loading by 57 to 68%. These silt loading reductions result in the
following calculated PM-10 reductions: street sweeping, 14%- woodchips, 27 to 33%;
and gravel, 42 to 52%.
17.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS
c. COSATI Field/Group
Pollution
Dust
Dust Control
Particles
Roads
Mud
Dirt
Construction
Demolition
Mulches
Gravel
Pollution Control
Stationary Sources
Fugitive Dust
Particulate
Paved Roads
Sweeping
Woodchips
13 B
11G 13 M
05E 19A
14G 02 A
13 C
08G.08M
8. DISTRIBUTION STATEMENT
Release to Public
19. SECURITY CLASS (This Report)
Unclassified
21. NO. OF PAGES
101
20. SECURITY CLASS (This page)
Unclassified
22. PRICE
EPA Form 2220-1 (9-73)
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