NATIONAL RESEARCH C O U N C I L O F CANADA A S S O C I A T E C O h N I T T E E ON S O I L AND SNOV?

MECHANICS

PROCEEDINGS O F THIF: F I F T H MUSKEG RESEARCH CONFERENCE

MARCH

1959

Ottawa
JlJn9

1959

F RW R OE OD

This i s a r e c o r d of t h e F i f t h Annual Musken Research Conference which was held i n Buildin of t h e U n i v e r s i t y of the ~ g r i c u l t u r a l Maroh 1959. The Manitoba i n Winnipeg on Conferenoe was sponsored by the Assoc i a t e Committee on S o i l and Snow Meohanics of t h e National Research Council. Topios considered inolude road a o n s t r u c t i o n over organic t e r r a i n , dstermina t ion of engineering p r o p e r t i e s of the organia m a t e r i a l , v e h i c l e s and t r a f f i o a b i l i t y , and drainage. A l i s t of those i n attendance i a included aa Appendix A of t h e s e proceedings* I n the morning session, under the chairmanship of D r . New. Radforth, f i v e papers were presented and two s h o r t f i l m s were shown. 'Chairman of t h e a f t e r n o o n s e s s i o n was W.C. Harrison; two papers were presented, followed by a g e n e r a l d i s c u s s i o n period d i r e c t e d by Dr. NOW. Radforth.

&

( ti )

T B E O CONTENTS AL F

MORN M SESSION G
Tntroduotory Remarks Seotion 1

...............~.......~...........
1

Reports i n Canada by Jean Eve1

1.

A n o u t l i n e of c u r r e n t muskeg r e s e a r c h

......................

Section 2

Mechanical P r o p e r t i e s ; Road C o n s t r u c t i o n

1 .

Summary of "The p r i n c i p l e of p r e c o n s o l i d a t i o n in highway c o n s t r u c t i o n over muskeg" by CeO. Brawner

2.

R e l a t i n g t h e e n g i n e e r i n g p r o p e r t l e a of muskeg t o some problems of f i l l c o n s t r u c t i o n by K.O. Anderson and R.A. Hemstock

A n e v a l u a t i o n of same r o a d s over muskeg i n n o r t h e r n Ontario by I v a n C MaoFarlane

3.

.~...~~~.~.~. ........'..16 . ...... 26

13

Seotlon

Vehicles and T r a f f i a a b i l i t y

1 .
2.

Vehicle m o b i l i t y performanoe i n muskeg: second r e p o r t by J o G a Thmson

I n t r o d u o t o r y remarks t o f i l m Field t r i a l s o f muskeg t r a n s p o r t v e h i c l e i n Alberta

............... ......55
A

31

A T R O N SESSION FEN O Section

F o r e s t r y Drainage

1.
2.

Aspeots of muskeg a s it a f f e c t s t h e f o r e s t r y i n d u s t r y by W.S. Carlson Aspects of d i t c h i n g and drainage teohniques i n muskeg a r e a s by JA .. Cuthbertson

....................58
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62

Seotion

.General DiscussSon

Appendix A

List of those p r e s e n t a t t h e F i f t h Muskeg Research Conference

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75

79

MORN I N Q S E S S ION

INTRODTJCTORY REMARKS

Following r e g i s t r a t i o n , D r . N O W . Radf o r t h introduced .. Maadonald of the Faculty of Engineering and Dean AE Arohiteature of the University of Manitoba. Dean Maadonald b r i e f l y weloomed delegates t o the Conferenae on behalf of t h e University. He expressed the hope t h a t they would f i n d t h e d e l i b e r a t i o n s t o be h e l p f u l and t h a t they would r e t u r n a t some f u t u r e date. D r . Radforth then explained the sponsorship of the Conferenae, desoribing the h i s t o r y and functions of the Assoaiate Committee on S o i l and Snow Meohanias and of the Muskeg Suboommittee. A telegram from Mr. R.F. Legget, Chairman of the Assoaiate Committee was read, i n which he expressed h i s r e g r e t a t not being able to be present. Delegates attending t h e Conf'erenoe were i n v i t e d t o atand giving t h e i r name and t h e i r a f f i l i a t i o n . D r . Radf o r t h then introduaed the Searetary of the r . MaaFarlane, who announced t h e Muskeg Suboommittee, M . 1C lunaheon arrangements and the a v a i l a b i l i t y of muakeg l i t e r a t u r e

REPORTS
1.
AN OUTLINE O CURRENT iVmSKEG RESEARCH I N CANADA F

Jean Eve1 McMaster University

INTRODUCTION

Researoh on organio t e r r a i n , begun i n l9M and sponsored by t h e National Research Council and t h e Defence Research Board has brought t o l i g h t many problems shared by those involved i n c o n s t r u c t i o n , a c c e s s , e x p l o r a t i o n or e x p l o i t a t i o n i n muskeg a r e a s . Many of these problems would n o t have been solved had i t n o t been f o r s h e e r determination t o overoome the muskeg f a c t o r . I n oases where i t has n o t been p o s s i b l e t o simply abandon o p e r a t i o n s because of a seemingly i n v i n c i b l e b a r r i e r , t h e problem h a s been faced and o f t e n oolved by t h e a p p l i c a t i o n of basio p r i n c i p l e s of science and engineering. The design of t h i s r e p o r t on c u r r e n t muskeg r e s e a r c h i n Canada i s t o r e f l e c t accrued information from r e p r e s e n t a t i v e s of o r g a n i z a t i o n s known t o have had problems w i t h muskeg i n the p u r s u i t of t h e i r i n t e r e s t s i n i n d u s t r y , t r a n s p o r t a t i o n , c o n s t r u c t ion and It was hoped t h a t information ao obtained might be agriculture. i n t e g r a t e d i n t o a r e p o r t t h a t could serve a s a souroe of referenoe f o r o t h e r s w i t h s i m i l a r problems i n t h e f i e l d and b r i n g t o l i g h t f u r t h e r problems. Also, from t h i s , i t was thought t h a t t r e n d s f o r f u t u r e r e s e a r c h would become more apparent. EXPLORATION The petroleum i n d u s t r y makes expressive use of t h e term " e x p l o r a t i o n n i n i t s survey a c t i v i t i e s preceding the establishment of produoing wells. T h i s same term could w e l l be used t o convey t h e primary approach t o any muskeg study t h a t involvea major development. Control of c o s t s , b e s t design, and optimum operat i o n a l requirements can only be met i f they a l l p e r t a i n t o a complete understanding of the p r e c i s e t e r r a i n i n which t h e developWhere t h e r e has been success i n muskeg, a s ment i s t o proceed. defined by t h e s e terms, it would be i n s t r u c t i v e t o examine whether t h i s fundamental e x p l o r a t i o n has been adequately c a r r i e d out

I n g a t h e r i n g information f o r t h i s r e p o r t i t has been encouraging t o f i n d t h a t some use i s being made of what h a s become knovm a s t h e Radforth C l a s s i f i c a t i o n System i n d e a l i n g w i t h muskeg. While i n some i n s t a n c e s i t may not be a p p l i e d w i t h a l l the e x a c t n e s s it i n t e n d s , the p r i n c i p l e s of ooverage recogn i t i o n and i n t e r p r e t a t i o n a r e being a p p l i e d w i t h success. I n o t h e r words, i t h a s been found t h a t t h i s system can be u t i l i z e d t o good advantage i n f i e l d o r a e r i a l i n t e r p r e t a t i o n and when used, t h e r e s u l t s have been dependable and f a c i l i t a t e o p e r a t i o n s economically. The petroleum i n d u s t r y has found i n i t s e x p l o r a t i o n programs t h a t much information b a s i c t o the establishment of w e l l s i t e s can be obtained from a e r i a l photographs. I n b e i q able t o interpret ground c o n d i t i o n s even g e n e r a l l y from a e r i a l photographs, much time and expense can be e l i m i n a t e d by choosing the s h o r t e s t p o s s i b l e r o u t e t h a t , a t t h e same time, w i l l a v o i d problems i n muskeg a r e a s . If muskeg a r e a s cannot be avoided, the b e s t r o u t e s can be chosen a c r o s s the muskeg by t h e use of the c l a s s i f i c a t i o n system. Organizations such a s S p a r t a n A i r S e r v i c e s Limited do t h e i r e x p l o r a t i o n work with the a p p l i o a t i o n of the p r i n o i p l e s of the c l a s s i f i c a t i o n system f o r i n t e r p r e t a t i o n of muskeg areaa. I n t e r p r e t a t i o n i s done with t h e a i d of a e r i a l photographs, u s u a l l y t a k e n on s c a l e s between 1,000 and 3,000 f e e t t o 1 inah. Muskegs and a r e a s of u n d e s i r a b l e topography a r e by-passed i n t h e s e l e c t i o n of t h e main r o u t e and a l t e r n a t e r o u t e s a l s o a r e chosen, F i e l d i n v e s t i g a t i o n s of s e l e a t e d l o o a t i o n s a r e then made f o r t h e i d e n t i f i c a t i o n of s e a s o n a l drainage o r water t a b l e l e v e l s , depth and n a t u r e of organic m a t e r i a l t o m i n e r a l s o i l type and the c l a s s i f i o a t i o n of muskeg. Additional i n t e r p r e t i v e information d e r i v e d through a k n m l e d g e of cover and topography can be s u p p l i e d about t r a f f i c a b i l i t y , b e a r i n g s t r e n g t h , r o u t e d e v i a t i o n and Improvement requirements. CONSTRUCTION Development i n o r on muskeg a l r e a d y i n v o l v e s many k i n d s of c o n s t r u c t ion, among t h e s e b e i n g e s t a b l i s h m e n t of tank farms, railways, hydro pylons, roads and f o u n d a t i o n s f o r a g r i c u l t u r a l development, e t a .
A t t h i s s t a g e i n our development, t h e most p r e s s i n g needs a r e a s s o c i a t e d w i t h a c c e s s , and c h i e f l y , here, i n t h e c o n s t r u c t i o n of highways.

Second t o a c c e s s , c o n s t r u c t i o n measures such a s housing f o r men and s u p p l i e s a s might be done by t h e A i r Force and o t h e r s e r v i c e s , must be mentioned. That aomtnunities a r e u s u a l l y e s t a b l i s h e d on mineral s o i l s o r rock foundation does n o t suggest escape from d i f f i c u l t y , f o r it i s o f t e n t h e a a s e i n t h e n o r t h t h a t muskeg i n t e r f e r e s i n t h e communications problem.

Where highways a r e concerned, two g e n a r a l f i e l d s of i n t e r e s t were d e f i n e d i n t h e i n q u i r i e s made f o r t h i s r e p o r t . One i s t h e c o n s t r u c t i o n of highways, frequently p r o v i n c i a l undert a k i n g s , t h e o t h e r i s t h e developl~lontof a c c e s s r o a d s f o r pulp and One source of i n f o r m a t i o n on highpaper o r petroleum i n d u s t r i e s . ways d e a l s w i t h c o n a t r - u c t i o n a s it a p p l i e s i n t h o Yukon* The o t h e r p e r t a i n s t o road b u i l d i n g i n n o r t h e r n Ontario. S o l u t i o n s t o t h e problems involved may w e l l be of valuo t o many. Owing t o t h e g r e a t v a r i a b i l i t y of muskegs i n n o r t h e r n O n t a r i o a n d t o t h e h i g h s t a n d a r d s and economic c o n s i d e r a t i o n s of modern highways, %he O n t a r i o Department of Highways makes u n u s u a l l y d e t a i l e d s t u d i e s of a r e a s i n o r d e r t o e n s u r e t h e s a t i s f a c t o r y performance of a r o a d s u r f a c e . Muskeg a r e a s o f t e n cannot be avoided due t o geometric s t a n d a r d s , and ernbanlments i n t h e s e p l a c e s can range from 4 t o 40 f e e t . The O n t a r i o Department of Highways r e p o r t s t h a t , " ~ e t ~ i l e d s u r v e y s a r e c a r r i e d o u t on a l l muskega with a p e a t sampler. The primary purpose of t h i s survey i s t o determine t h e t y p e and d e p t h of organic m a t t e r , the d e p t h of u n d e r l y i n g s o f t m i n e r a l s o i l and The o r g a n i c m a t t e r i s r o u g h l y t h e t y p e and d e p t h of f i r m bottom. w e l l decomposed, p a r t i a l l y decomposed o r f i b r o u s . c l a s s i f i e d , i,e., The spauing of t h e b o r i n g s i s dependent upon t h e u n i f o r m i t y of t h e makeg. However, t h e b o r i n g s do n o t exceed 100 f e e t on c e n t r e l i n e . S i d e b o r i n g s a r e a l s o t a k e n 50 f e e t l e f t and r i g h t of c e n t r e l i n e t o determine the t r a n s v e r s e p r o f i l e of t h e o r g a n i c m a t t e r and h a r d This f a c t o r l a important i n rook and swamp t e r r a i n , where bottom. the muskeg may have been formed on a s l o p i n g r o o k face.'' I n t h e p a s t , t h e O n t a r i o Department of Highways1 p r a c t i c e i n muskeg a r e a s was t o remove a l l t h e organic m.atter and t o backf i l l with granular materials. However, t h i s proved t o be econom i c a l l y i n i p r a c t i c a l i n many a r e a s where granul-zr m a t e r i a l s were n o t r e a d i l y a v a i l a b l e and l o n g h a u l s of s u i t a b l e m a t e r i a l s were necessary. Also, d r a l n a g e i n c l e a r e d a r e a s sometimes proved t o be a problem w i t h some b a c k - f i l l m a t e r i a l s . I n t h e i r expanding c o n s t r u c t i o n program, p a r t i c u l a r l y i n n o r t h e r n O n t a r i o , t h e Department of Highways was f o r c e d t o g i v e s e r i o u s c o n s i . d e r a t i o n t o economic problems, e s p e c i a l l y s i n c e granuI n a r e a s where musl a r m a t e r i a l s a r e o f t e n scarce i n t h e north. lmgs were r i d d e n i t was d i s c o v e r e d t h a t some o r g a n i c t e r r a i n had b e t t e r b e a r i n g p o t e n t i a l t h a n 0th-ers. These tvro f a c t o r s l e d them t o a program of muskeg study, undertaken j o i n t l y w i t h the N a t i o n a l Research Council. T h i s program, begun i n 1958, i s expected t o produce some i n s t r u c t i v e r e s u l t s . The Department of Highways of B r i t i s h Columbia, a t p r e s e n t t h e major agency concerned w i t h muskeg s t u d i e s i n t h a t provinoe, h a s , i n g e n e r a l , d e a l t w i t h t h e i r muskeg problems by removing a l l

muskeg i n highway c o n s t r u c t i o n where the d e p t h i s l e s s t h a n 1 0 t o 12 f e e t . However, muskegs of g r e a t e r d e p t h a r e o f t e n b u i l t on. This Department emphasizes problems of s h e a r s t r e n g t h and s e t t l e m e n t i n i t s c o n t r i b u t i o n t o t h i s r e p o r t . Shear s t r e n g t h i s i n v e s t i g a t e d by vane s h e a r a p p a r a t u s and s e t t l e m e n t c h a r a c t e r i st i c 8 of t h e organic t e r r a i n a r e i n v e s t i g a t e d w i t h l a b o r a t o r y c o n s o l i d a t i o n t e s t s followed by f i e l d o b s e r v a t i o n s . I n some i n s t a n c e s i t has been n e c e s s a r y t o adopt t h e method of s t a g e c o n s t r u c t i o n of embankments i n order t o l e t t h e muskeg s t r e n g t h b u i l d up a s t h e l o a d i s a p p l i e d , C o r r e l a t i o n d a t a of f i e l d s e t t l e ment o b s e r v a t i o n s w i t h t h e p h y s i c a l c h a r a c t e r i s t i c s of muskegs a r e b e i n g accumulated. Muskeg problems on t h e Alaska Highway a r e somewhat d i f f e r e n t because t h . i s was i n i t i a l l y planned a s a g r a v e l road. Considerable s e t t l e m e n t can be t o l e r a t e d on t h i s highway a s long a s i t remains completely passable. Also, heavy maintenance can be planned f m t o r e g r a d e p o r t i o n s of t h e r o a d u n t i l s e t t l e m e n t ceases. When c o n s t r u c t i o n on a s e c t i o n of t h e Alaska Highway was about t o begin, Captain Thomson of t h e Northwest Highway Maintenance Establishment i n d i c a t e s t h a t , "a map and a i r p h o t o s t u d y i s made of t h e a r e a t o e s t a b l i s h t e n t a t i v e c e n t r e l i n e s . T h i s i s f o l l o w e d by f i e l d e x p l o r a t i o n u s u a l l y i n t h e form of probing. Data i s t h e n p l o t t e d and d e c i s i o n s t a k e n concerning procedures t o be adopted. S l i g h t f i e l d adjustments may be made a s a o n s t r u a t i o n proceeds." I n t h e Yukon work, many f a c t o r s such a s d e p t h of muskeg, l e n g t h t o be t r a v e r s e d , c o n s t r u c t i o n time a v a i l a b l e , a v a i l a b i l i t y of g r a v e l , e a s e of d i s p o s a l of excavated muskeg, drainage and subsequent d i t o h maintenanoe w i l l i n f l u e n c e construa t i o n over muskegs. The Northwest Highway Maintenance Establishment a l s o f a c e s It i s t h e problem of permafrost, mentioned only b r i e f l y here. very d i f f i o u l t t o e x p l o r e o r excavate i n permanently f r o z e n muskeg, y e t a a l i g h t d i s t u r b a n c e of t h e s u r f a c e can r e s u l t i n l a r g e a r e a s of thawing and i n t u r n , s e t t l e m e n t . Water i n v a r i a b l y f i l l s t h e s e d e p r e s s i o n s and i f t h e s e a r e a s a r e a d j a c e n t t o o r under a road, t h e s t r u c t u r e can be s e r i o u s l y a f f e o t e d . I n a s p e c i f i o c a s e of c o n s t r u c t i o n on a s e c t i o n of t h e Alaska Highway which c r o s s e d t h r e e f i n g e r s of muskeg, t h e f o l l o w i n g procedure was taken, a f t e r t h e c e n t r e l i n e had been chosen by a i r It was decided t o excavate photo s t u d y and ground reconnaiasanoe. p o r t i o n s of the muskeg t h a t d i d not exceed 4 f e e t and t o f i l l over t h e remainder u s i n g c l e a n g r a v e l i n a mat 6 f e e t t h i c k . Road grade was a d j u s t e d accordingly.

C o n s t r u c t i o n vras begun i n l a t e A p r i l w i t h b u l l d o z e r s s c r a p i n g o f f l a y e r s of muskeg a few i n c h e s i n t h i c k n e s s a s i t thawed. It took two months t o remove a l l the muskeg from t h e p o r t l o n s t h a t were f e e t t h i c k and a t the same time 2 t o 3 f e e t f e e t t h i c k were excavated, r e n d e r i n g them less; of the muskeg over deep.

4 4

I n t h e e a r l y f a l l t h e g r a v e l h a u l f o r t h e basecourse began. When muskeg p o r t i o n s were encountered t h e g r a v e l was p l a c e d 2 f e e t thialc by end dumpln over t h e e n t i r e l e n g t h and t h e remainin8 4 f e e t was placed i n t o 8-inch l i f t s . N d i f f i c u l t i e s were exo p e r i e n c e d d u r i n g t h e p l a c i n g of the g r a v e l e i t h e r by v e h i c l e s o r by l o s s of m a t e r i a l s i n t o the muskeg.

g-

It may be w e l l t o mention h e r e t h a t t h i s p a r t i c u l a r s e c t i o n of r o a d r e q u i r e d d r a i n a g e , b u t f o r t u n a t e l y t h i s was f a c i l i t a t e d by t h e presence of a r i v e r v a l l e y t o one s i d e of the proposed road. Drainage d i t a h e s were dug down t o m i n e r a l s o i l by means of a clam s h e l l attachment a f t e r t h e f r o z e n l a y e r had been broken by explosives. The d i t c h e s , while long, worked w e l l due t o t h e l o c a l topogra P Y R I n two s e c t i o n s b o t h p a r a l l e l d i t c h e s had t o be d r a i n e d i n t h e same d i r e c t i o n , n e c e s s i t a t i n g t h e b u i l d i n g of a c u l v e r t beneath t h e road. Drainage on t h e s e s e c t i o n s h a s proved t o be q u i t e s a t i s f a c t o r y and t h e muskeg became s t a b l e t o t h e p o i n t where i t would s u s t a i n l i m i t e d wheeled t r a f f i c and t r a c k e d equipment p r i o r t o applying t h e gravel f i l l .
O s e c t i o n s of the Alaska Highway where t h e muskeg has n o t n been oompletely removed but h a s been r i d d e n , i t i s f i g u r e d t h a t it w i l l take 3 t o 5 y e a r s of o o n s t a n t maintenanoe b e f o r e the road w i l l become c o n s o l i d a t e d enough t o a p p l y a permanent s u r f a c e , even of gravel.

ACCESS ROADS

O t h e s u b j e c t of a c c e s s r o a d s we have 'been f o r t u n a t e i n n . o b t a i n i n g i n f o r m a t i o n from M r . J Boulaia, a Road Design Engineer w i t h t h e Royal Canadian A i r Force, H e r e p o r t s t h a t most A i r Force s t a t i o n s a r e l o c a t e d s o a s t o a v o i d muskegs b u t o f t e n a c c e s s r o a d s Theso, however, a r e u s u a l l y b u i l t t o these s t a t i o n s a r e necessary. t o p r o v i n c i a l s t a n d a r d s and w i t h t h e co-operation of t h e province, b u t t h e y r e q u i r e s t a n d a r d s of d e s i g n t h a t a r e lower t h a n t h o s e of highways and c i t y s t r e e t s where t r a f f i c d e n s i t i e s a r e h i g h e r .
Rock f i l l s over s o f t f o u n d a t i o n s of 30 f e e t o r more have been found u n s a t i s f a c t o r y because t h e rook c o n t i n u e s t o s e t t l e Rock may be used i n shallower u n t i l a f i r m f o u n d a t i o n i s reached.

muskega where i t i s expected t o r e a c h a f i r n : foundation during c o n s t r u c t i o n o r i n a reasonable p e r i o d of time. Clay i s o f t e n used a s f i l l m a t e r i a l but u s u a l l y betweon l a y e r s of sand o r gravel.

It i s thought t h a t drainage along a c c e s s r o a d s i n muskeg a r e a s would h e l p c o n s i d e r a b l y but t h i s i s o f t e n hindered by topography and i s econoniically i m p r a c t i c a l except f o r t h e more important projects.
When small b u i l d i n g s a r e r e q u i r e d t o be b u i l t i n permafrostmuskeg a r e a s t h e y a r e b u i l t on 3-to 6-foot g r a n u l a r f i l l s . Larger b u i l d i n g a a r e b u i l t on p r e c a s t c o n c r e t e p i l e s d r i v e n i n ateam j e t t e d holes. Tho ground f l o o r i s r a i s e d t o provide v e n t i l a t i o n and avoid 1.owering t h e permafrost l e v e l . I n t h e pulp and paper i n d u s t r y i n Manitoba, use i s made of muskegsr f o r h a u l i n g during t h e w i n t e r because when f r o z e n t h e y a r e l e v e l . The w r i t e r would l i k e t o obaerve here t h a t t h i s kind of organic t e r r a i n does not c h a r a c t e r i z e t h a t provided w i t h h e a v i e r cover whioh i n western Canada i s o f t e n on h i l l s i d e s and has i n h e r e n t unevenness a s a topographic c h a r a c t e r . The right-of-way i s c l e a r e d i n l a t e w i n t e r a y e a r i n advance of t h e planned use. Problems a r e encountered t h e next w i n t e r i n p r e p a r i n g t h e r o a d f o r use b e m u s e it o f t e n happens t h a t i t w i l l snow b e f o r e t h e muskeg i s s u f f i c i e n t l y The snow a c t s f r o z e n t o permit t h e passage of t r a c k e d v e h i c l e s . a s a n i n s u l a t o r p r e v e n t i n g f r o s t from p e n e t r a t i n g t h e muskeg. In c a s e s such a s t h i s t h e snom i s tamped by a l i g h t v e h i c l e , t o a l l o w t h e f r o a t t o p e n e t r a t e . W i t h some f r o s t i n t h e muskeg a h e a v i e r u n i t can t r a v e l u n t i l f i n a l l y a b u l l d o z e r i s used t o push o f f a l l t h e snow t o the d e s i r e d r o a d width. The road i s t h e n l e v e l l e d w i t h a heavy d r a g and oan be maintained i n f u t u r e by a motor grader. When i t i s n e c e s s a r y t o work i n muskeg i n summer, c a r e must be t a k e n n o t t o d i s t u r b t h e r o o t mat. Information provided f o r the section of Manitoba ea st of t h e Winnipeg River from Lao du Bonnet on t h e s o u t h t o t h e Berens River on t h e n o r t h r e v e a l s t h a t muskegs i n t h i s a r e a a r e extremely wet. This p r e c l u d e s t h e u s e of t r a c t o r s and horses. However, p r o v i n c i a l l e g i s l a t i o n p r o h i b i t s t h e c u t t i n g of c o n i f e r o u s s p e c i e s from A p r i l 15 t o October 15, s o many problems a r e avofded. When i t i s n e c e s s a r y t o b u i l d graded roads a c r o s s muskegs i n t h e open season, the t r e e s a r e removed fro:a t h e right-of-way t h e previous w i n t e r and the grade i s b u i l t up during t h e surmner w i t h a d r a g - l i n e o p e r a t i n g on pado. Advice from t h e E n g i n o w i n g s t a f f of I m p e r i a l O i l Limited i n d i c a t e s t h a t they use t h e Radf'orth c l n s s i f i c a t f o n system i n making a c c e s s road surveys and i n p r e d l c t i n g u l t i m a t e c o s t a and

perfornlance of t h e s e roads. I n a d d i t i o n , a snapping method r e p o r t e d on a t l a s t y e a r t s t e c h n i c a l s e s s i o n i s now a n a c c e p t e d p a r t of r o u t i n e work a t I m p e r i a l O i l and i s proving s u c c e s s f u l . The Hydro-Electric Power Commission of O n t a r i o o f t e n e n c o u n t e r s muskeg i n m a i n t . s i n l n g t h e i r right-of-ways i n a l l p a r t s of O n t a r i o where C o m i s s i o n l i n o s a r e found, T h i s maintenance t a k e s t h e form of mechanical c u t t i n g o r c h o m i c ~ ls p r a y i n g of underbrush. P e r i o d i c p a t r o l s a r e a l s o made of t h e s e r i g h t - o f - m y s t o remove t r e e s t h a t may be dangerous t o t h e powsr l i n o s . Before t h e advent of chemicsl b r u s h c o n t r o l i n 1949 t h e s e right-of-ways were m a i n t a i n e d by mechanics1 c u t t i n g , t h e men proceeding on f o o t because s u i t a b l e v e h i c l e s were n o t a v a i l a b l e . Around 1949, when chemical b r u s h c o n t r o l came i n t o being t h e a v a i l a b l e v e h i c l e s s t i l l were unable t o n o g o t i a t e muskeg, malring I t n e c e s s a r y t o use l o n g l e n g t h s of hose from v e h i c l e s on h i g h ground a t e i t h e r end of t h e muskeg. Various v e h i c l e s were t r i e d out i n an e f f o r t t o f a o i 1 i t a i ; e t h i s o p e r a t i o n and i t was f i n a l l y found t h a t t h e Muskeg T r a c t o r was most s u i t a b l e f o r t h i s purpose i n t r e e d muskeg. The Cammission r e p o r t s g r e a t s a t ; s f a c t i o n w i t h t h e s o v e h i c l e s and r i g h t - o f -ways can now be t r a v e l l e d i n s t r a i g h t l i n e s w i t h a l l equipment and personnel, w i t h s e v e r a l p a s s e s o f t e n b e i n g made over one t r a i l w i t h t h e e x c e p t i o n of some a r e a s i n n o r t h e r n O n t a r i o where i t i s a d v i s a b l e t o use a new t r a i l e a c h time.

I n O n t a r i o , The A b 3 t i b i Power and Paper Company Limited, r e p o r t s problems common t o o p e r a t i o n s i n t h e c l a y b e l t of Ontario. They a r e s e e k i n g s o l u t i o n s t o q u e s t i o n s pertaining t o b e a r i n g s t r e n g t h of muskeg i n b o t h t h e f r o z e n and u n f r o z e n s t a t e s ; methods f o r f l o a t i n g g r a v e l l e d a c c e s s r o a d s t o s u s t a i n heavy l o a d i n g i n t h e open s e a s o n because complete removal of t h e muskeg i s t o o c o s t l y f o r a n a c c e s s road; a t r e a t m e n t f o r s t r a n g t h e n i n g muskeg p r i o r t o p u t t i n g a r o a d subgrade on it; methoda of coping w i t h f r o s t damage; d r a inage

The A b i t i b i Power and Paper Company Limited, have coo p e r a t e d w i t h the N a t i o n a l Research Council and MoMaster U n i v e r s i t y t h i s p a s t summer i n t e s t i n g an anchor d e v i c e developed a t NRC. T h i s anchor, used i n t h e sense t h e word i m p l i e s , h a s proved q u i t e s u c c e s s f u l and i s now s t a n d a r d equipment on t h e y a r d e r s l e d s u s e d I t s more fundamental use i n d e m o n s t r a t i n g d i f i n hauling logs. f e r e n c e i n l a t s r a l s h e a r value of muskeg mats i s s t i l l under consideration.

I t i s q u i t e p o s s i b l e t h a t our f u t u r e w i l l see the s p r e a d Tho problem of a g r i c u l t u r e i n t o t h e vast; a r e a s of n o r t h e r n Canada. h e r e w i l l f i r s t be t h a t of d r a i n a g e , whether the l a n d w i l 3 be u s e d The b e s t a d v i c e t o f o r c r o p s o r be r e h a b i l i t a t e d f o r o t h e r uses. g i v e f o r d r a i n a g e i n low a r e a s i s t o use t h e p a t t e r n t h a t conforms l t o the l o c a l topography and s t ~ * u c t u r ad i f f e r e n c e s i n t h e muskeg.

In t h i s c o n n e c t i o n i t can a l r e a d y be o s t a b l i s h o d t h a t ?;:ilea s u r p l u s tvator i s once removed frorn muskeg, t h e p e a t shrinlcs end c o n s o l i d o t u s . To e f f e c t i v e l y remove water, c o n t o u r d i t c h i n g i s e s s e n t % a l .
VEHICLES I n any c o n s i d e r a t i o n of a c c e s s i n muskeg c o u n t r y t h e q u e s t i o n i n e v i t a b l y a r i s e s a s t o t r a n s p o r t a t i o n of men and s u p p l i e s . P r o g r e s s i s b e i n g mado i n s o l v l n g a c c e s s problems t h r o u g h b e t t e r v e h i c l e design. Vehicles a r e now a v a i l a b l e which t a k e c a r e of most of t h e h a u l i n g problems a r i s i n g i n t h e e x p l o r a t i o n and d r i l l i n g phases of t h e petroleum i n d u s t r y . I m p e r i a l and S h e l l O i l Companies have b o t h shown c o n s i d e r a b l e i n t e r e s t i n t h e Nod\vell v e h i c l e s and have found t h e Scout Car Truck and T r a n s p o r t e r u s e f u l i n h a u l i n g . A g r e a t d e a l of knowledge h a s been o b t a i n e d r e g a r d i n g the b a s i o p r i n c i p l e s of v e h i c l e d e s i g n and of t h e bohaviow and stress c h a r a c t e r i s t i c s of the muskeg under v e h i c l e l o a d i n g . By r e d o s i g n i n g and f u r t h e r t e s t i n g i t i s hoped t h a t t h e s e v e h i c l e s w i l l be f u r t h e r improved

The Canadian Army i s f i n d i n g a p p l i c a t i o n i n t h e v e h i c l e i t c a l l s t h e at". While i t i s c o n s i d e r e d s m a l l by some o r g a n i z a t i o n s , i t s performance may w e l l j u s t i f y t h i s a p p a r e n t l i m i t a t i o n . Colonel R .Lo F r a n k l i n , Chief S u p e r i n t e n d e n t of t h e Amy De~relopmontEs tablishment i n Ottawa r e p o r t s : he ~ r t i c u l a t e d i g h t Snow T r a c t o r , L dubbed t h e "Rat", was developed t o meet a n Army requirement f o r a l i g h t prime mover c a p a b l e of c a r r y i n g a l o a d and towing i n f a n t r y s l e d s and toboggans over snow-covered ground. Performance and c a p a b i l i t y was t o be a p p r o x i m a t e l y conzparable t o t h a t of t h e average dog-team, While over-snow o p e r a t i o n via3 t h e primary r e q u i r e m e n t i t was a l s o d e s i r a b l e t h a t t h e v e h i c l e be capable of o p e r a t i o n over n o r t h e r n t e r r a i n d u r i n g t h e summer months, i n c l u d i n g muskeg, mud, sand and i n l a n d l a k e s o r r i v e r s . The Rat which i s t h e r e s u l t of approximately f i v e y e a r s of r e s e a r c h and development f u l f i l s a l l t h e above requirement sot' Tho Rat, consist-ing of t n o u n i t s permanently conneoted by a b a l l j o i n t h a s e x t r e m e l y wide t r a c k s e x t e n d i n g o v e r p r a c t i c a l l y t h e e n t i r e u n d e r c a r r i a g e . The ground p r e s s u r e i s one-half pound p e r square i n c h and i n water i t i s amphibious, b e i n g p r o p e l l e d by t h e t r a c k s and s t e e r e d by a r u d d e r mounted on t h e back of t h e r e a r It h a s a speed of 20 m.p.h. on l a n d and 3 k n o t s i n water. unit. The f r o n t u n i t c o n t a i n s t h e engino and t r a n s m i s s i o n ( f o u r forward speeds and one r e v e r s e ) , f u e l t a n k s , b a t t e r i e s , t o o l box and d r i v e r . The r e a r u n i t p r o v i d e s 22 square f e e t of c a r g o a r e a , The u n d e r c a r r i a g e of e a c h u n i t c o n s i s t s of a s e t of d u a l d r i v i n g s p r o c k e t s and f o u r f i x o d r u b b e r - t i r e d r o a d whoels f o r each t r a c k , Power i s t r a n s m i t t e d t o t h e d r f v e sproclrets of e a c h u n i t ,

t h e t r a c k s being p o s i t i v o l y driven a t t h e same spood, t h e r e being Stooring i s acco~nplishedby no d i f f o r e n t i a l botweon the t r a c k s , a systoin of cables 015ich pass from t h e l o f t and r i g h t f r o n t c o r n e r s of tho r o a r u n i t t o a s p i r a l drum nlounted on t h e s t e e r i n g colurnn, When t h e s t e e r i n g v~heeli s turned the c a b l e i s taken i n from one s i d e and paid o u t t o the other. This causes t h e r e a r u n i t t o a r t i c u l a t e o r move with r e s p e c t t o the f r o n t u n i t i n t h e h o r i z o n t a l plane and t h e r e f o r e a t u r n of the complete v e h i c l e i s effected. The Hydro-Electric Povrer Commission of Ontario u s e s Muskeg T r a c t o r s f o r l i n e maintenance and c o n s t r u c t i o n , surveying and f o r g e n e r a l t r a n s p o r t a t i o n of men and m a t e r i a l s . These have been found expensive t o maintain but d e s p i t e t h i s , they a r e more economical t h a n any o t h e r vehicle. Any company producing v e h i c l e s of t h i s s o r t must be prepared t o back i t s equipment with good s e r v i c e and r e a d i l y a v a i l a b l e replaoement p a r t s . So much f o r t r a n s p o r t f o r t r a n s p o r t ' s sake. With even g r e a t e r success here, muskeg can be expected t o have i t s v i c t o r i e s both i n the engineering and eoonomic realms, f o r adequacy i n t h e matter of doing a l l o t h e r a s p e c t s of work p e r t i n e n t t o development i s but a new-born hope. Here, the Water Buffalo, t h e f i r s t v e h i c l e t o c a r r y heavy tonnage over every kind of muskeg i n Canada, i s slnowing g r e a t promise. The Water Buffalo can load, excavate, d i t c h and l a y pipe l i n e , and has been used i n summer t o prepare r o u t e s f o r other vehicles.
It remains t o be emphasized t h a t no v e h i c l e w i l l adequately achieve t h e purpose f o r which i t i s intended o r designed, nor w i l l t h e economio environment surrounding off-the-road summer a o c e s s bo s o l i d l y met, u n t i l t h e f i r s t p r i n c i p l e of the now s t u d y of Terradynamics i s a p p l i e d and t h a t i s t o make i n t e l l i g e n t use of t h e q u a l i t i e s t h e organic t e r r a i n o f f e r s f o r given operations. Design f o r o p e r a t i o n must be subsidized by a p p l i c a t i o n of muskeg survey r e s u l t s . Without t h i s , success i s c a s u a l and b i g b u s i n e s s i s n o t interested i n this.

DISCUSSION AND CONCLUSIONS This s e c t i o n of the r e p o r t can be b r i e f f o r i n the l a t t e r p a r t of t h e foregoing s e c t i o n , the key t o success i n muskeg h a s a l r e a d y been i d e n t i f i e d . I n t e n s i v e prelimznary survey, incidenta1l.y t h e cheapest knorvn i n s o i l mechanics, a p p l i e s not only f o r s u c c e s s f u l v e h i c l e manoeuvrability and t r a f f i c a b i l i t y , but f o r a l l
development

The contributions which have o u t l i n e d the general e f f e c t of the impact of muskeg r e s e a r c h have been revealing. Once, a s s c i e n t i s t s and engineers, w dared t o say w e had no problems; e t h e y were mot a s they aroso. But t h i s was an i l l u s i o n sv~allowed up i n the muskeg w i t h a f i n a l i t y more impressive t h a n t h a t portrayed by a subsiding vehicle w i t h i n a p p r o p r i a t e ground pressure. To r e p l a c e the s p e c t a c l e i s the success s t o r y h e r o i n conveyed. W e kno~ what t o do about muskeg, evon i f perfectSon i s not y e t achieved. Also, these contr:lbutions have given d i r e c t i o n f o r f u t u r e muskeg r e s e a r c h , There a r e s i g n s t h a t fundaniontal r e s e a r c h should t u r n more t o the questions of how bulk donsity of muskeg mat oan be determjned, i n t e n s i f T e d or compensated f o r . I n s i g h t i n t o t h e water r e l a t i o n s of nruskog i n a l l seasons a l s o i d e n t i f l e s new goals. The foundation, already l a i d , f o r i n t e r p r e t i v e analyses of muskeg, i s h a p p i l y conducive t o t h i s new program. Indeed, a e r i a l i n t e r p r e t a t i o n g r e a t l y f a c i l i t a t e s attainment of the next o b j e c t i v e s .

The Associate Committee on S o i l and Snow Mechanics, National Research Council, s i n c e i t s f i r s t i n t e r e s t i n muskeg was shown i n 194-6 through the f o r e s i g h t of M r . R.F. Legget, has sponsored r e s e a r c h i n organic t e r r a i n and has supported t h e s e s t u d i e s w i t h i n t e r e s t and f i n a n c i a l assistants. The Defence Research Board, has, a t the same t h e , sponsored and supported t h e a e r f n l i n t e r p r e t a t i o n of organic t e r r a i n . Appreciation f o r continued f i n a n c i a l support f o r muskeg s t u d i e s must, t h e r e f o r e , be f i r s t expressed t o t h e s e two organizationso Acknowledgment must a l s o be given t o t h e r e p r e s e n t a t i v e s of i n d u s t r y , c o n s t r u c t i o n companies and m i l i t a r y e s t a b l i ~ ~ h m e n t s who have been i n t e r e s t e d enough t o provide information f o r t h i s r e p o r t , Without t h e i r encouraging co-operation i t vrould have been most d i f f i c u l t t o b r i n g t h e s e problems, and i n many c a s e s , t h e i r s o l u t i o n s , t o l i g h t . I n some i n s t a n c e s , it has been necessary t o e d i t c o n t r i b u t i o n s f o r the sake of b r e v i t y i n t h . i s r e p o r t , but should anyone d e s i r e f u r t h e r information on s p e c i f i c c a s e s , i t can be supplied on request. L i s t e d below a r e t h e names of c o n t r i b u t o r s t o this report.
J.J. Boulais, Road Design Engineer, Department of National Defence, Royal Canadian A i r Force, O t tana, Ontario.
W.G.E.

Brovm, Resources Engineering, Spartan A i r Services, Ltd., Ottawa, Ontario.

DOH. Campbell, Work Equipment Engineer, Hydro E l e c t r i c Power

Commfssion of Ontario, Toronto 2, Ontario. Colonel RL .. Franlrlin, Chiof Superin.tendont A r m y Development Establishment, Department of National. Defonco, ( ~ r m y ) t tana O

W.C.

Harrison, Woods Iblanager, Manitoba Paper Co. Ltd,, Manitoba Hemstock, Iniperfal O i l Limited, Calgary, Alberta,

Pine F a l l s ,

R.A.

HOEo Hughe a, Union O i l Company of C a l i f o r n i a , Edmonton, Alberta,

I .C. MacFarlane, D i v i s i o n of Building Research, Nat i o n a l Research Council, Ottawa,
C .. F

Ripley, Ripley and Associates, Vancouver, B.C

A . Rutka, Acting M a t e r i a l s and Research Engineer, Ontario Departnent of Highways, Toronto, Ontario.
C .R. S i l v e r a i d e s , Woodlands Development Engineor, A b i t i b i Power and Paper Company, Ltde, Toronto 2, Ontario,

J.F.M. S t u a r t , Area Automotive Superintendent, Canada, Calgary, Alberta.

Shell. O i l Company of

Captain S, Thomson, Northwest Highway Maintenanoe Establishment, Whitehorse, Yukon T e r r i t o r y . BIBLIOGRAPHY

1958, NRC, ACSSM Technical Memorandum 54, Ottawa

1 Proceedings of t h e Fourth Muskeg Research Conference, Maroh 1 , Published 1958.

Guide t o the F i e l d D e s c r i p t i o n of Muskeg (based on t h e Radforth MacFarlane, NRC A S M CS C l a s s i f i c a t i o n System). Compiled by I.C. Technical Memorandum & ( r e v l s e d e d i t i o n ) , Ottawa, June 1958.
A review of the Engineering C h a r a c t e r i s t i c s of Peat, tho Journal of S o i l Meohanios and Foundation Division of t h e Amerioan Sooiety

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Muskeg Researoh: A Canadian Approach, by I ,C. MacFarlane, presented a t the Highway Research Board Annual Meeting i n Washington, D.C., January 1959. Evaluation of Road Performance over Muskeg i n Ontario, by A. Rutka and I . C , MacFarlane ( i n p r e p a r a t i o n , For p r e s e n t a t i o n t o the Canadian Good Roads Assooia t i o n , September 1959)

Se -c t i o n 2 RECIUNICAL PROPERTIES; ROAD CONSTRUCTION

1 .

S M A Y O F "THE PRINCIPLE O PRF~CONSOLIDATION I N HIGHWAY U MR F

c-ON ~ b b c ~ r 6 , ~ - o ~ ~ E ~ ~ s S ~ - ~ ~ ~

C .O Brawner* B r i t i s h Colunibia Departm.ent of Highways

One of the many d i f f i c u l t problems t h a t a Highway Engineer may enoounter i s t h e c o n s t r u c t i o n of a highway over muskeg. Procedures normally recommended f o r t h e c o n s t r u c t i o n of primary highvrays over t h i s type of t e r r a i n a r e o f t e n e x a e s s i v e l y expensive. Sevepal proposed major highways i n B.C. must t r a v e r s e organic d e p o s i t s i n t h e F r a s e r Rivor d e l t a f o r d i s t a n c e s r a n g i n g from 1/2 mile t o 2 m i l e s i n l e n g t h , where t h e p e a t v a r i e s from 8 f t t o 15 f t i n depth. To provide a s a t i s f a c t o r y r i d i n g s u r f a c e f o r 60 mph t r a f f i c , t h e normal procedure would be t o r e p l a c e t h e p e a t w i t h a s u i t a b l e g r a n u l a r m a t e r i a l by e x c a v a t i o n and b a c k f i l l o r by some means of displacement a procedure which becomes i n c r e a s i n g l y expensive w i t h g r e a t e r depths of peat. A study by t h e B.C. Department a Highways of o t h e r p o s s i b l e c o n s t r u c t i o n methods t ' suggested t h a t p r e c o n s o l i d a t i o n by surcharging, o f t e n used t o s t a b i l i z e s o f t mineral s o i l s , might provide a s t a b l e grade w i t h o u t expensive e x c a v a t i o n o r displacement of t h e peat. This s t u d y showed t h a t t h e major problems of low s h e a r s t r e n g t h , h i g h d i f f e r e n t i a l s e t t l e m e n t , e x c e s s i v e quasi-def l e c t i o n and poor d r a i n a g e c h a r a c t e r i s t i c s can be overcome by u s i n g t h e p r e c o n s o l i d a t i o n teahnique, provided a few r e a s o n a b l y simple procedures a r e followed. Low s h e a r s t r e n g t h s can be i n c r e a s e d by a slovr r a t e of f i l l placement and s h o a r f a i l u r e s can be prevented by t h e i n s t a l l a t i o n of f i e l d i n s t r u m e n t a t i o n t h a t w i l l i n d i c a t e impending i n s t a b i l i t y . D i f f e r e n t i a l s e t t l e m e n t can be maintained w i t h i n t o l e r a b l e limits by o o n s o l i d e t i n g t h e p e a t d u r i n g the c o n s t r u c t i o n p e r i o d by a n amount e q u a l t o o r g r e a t e r t h a n t h a t which would occur i n 2 5 y e a r s i f no suroharge were u t i l i z e d ( F i g , l ) , Q u a s i - d e f l e c t i o n can be c o n t r o l l e d by employing a d e p t h of pavement (where "pavement" r e f e r s t o the combined t h i o k n e s s of a s p h a l t i c concrete and base g r a v e l ) n o t l e s s t h a n 3 1/2 f e e t t h i c k on t h e p r e c o n s o l i d a t e d peat. The drainage problem i s s i m p l i f i e d , s i n c e drainage of t h e peat i s n o t recommended. Where c r o s s drainage i s necessary, temporary c u l v e r t s can be u t i l i z e d u n t i l s e t t l e m e n t i s l a r g e l y complete, whenoe t h e permanent s t r u c t u r e can be i n s t a l l e d .

his paper has been submitted t o a t e c h n i c a l j o u r n a l f o r p u b l i c a t i o n ,

The a u t h o r p o i n t s o u t t h a t although t h e p r e c o n s o l i d a t i o n prooedure has d e f i n i t e m e r i t , i t may n o t necessarXly be t h e most economical procedure. It i s sug e a t e d t h a t t h e g r e a t e s t applioat i o n would be f o r d e p o s i t s over t o 1 0 f t I n d e p t h and where t h e grade i s r e q u i r e d only a few f e e t above t h e muskeg.

It appears probable t h a t p r e c o n s o l i d a t i o n can be a p p l i e d s u c c e s s f u l l y i n o t h e r a r e a s and o t h e r t y p e s of p e a t . However, s i n c e t h e t e s t i n g o u t l i n e d i n t h i s paper was confined t o the f i n e f i b r o u s p e a t of the Lower F r a s e r Valley a r e a , t h e a u t h o r recommends t h a t a d e t a i l e d study precede the use of p r e c o n s o l i d a t i o n i n other areas.

T I M E [DAYS)

----TIME-SETTLEMENT ------ -TIME-SETTLEMENT

CURVE FOR 6' FILL CURVE FOR 11' FILL TIME-SETTLEMENT CURVE FOR 11' FILL PLACED FOR 2 0 DAYS, THEN 5' SURCHARGE REMOVED.

FIG. I.- T I M E S E T T L E M E N T CURVES ILLUSTRATING PRECONSOLIDATION PRINCIPLE.

2 .

RELATING THE ENGINEERING PROPERTIES O M S E F UK G TO S M PROBLEMS OF FILL CONSTRTJCTION O E

K.O.

R.A.

Anderson, U n i v e r s i t y of Alberta, Edmonton, and Hemstock, I m p e r i a l O i l Limited, Calgary

I t would indeed be unnecessary t o d i s c u s s i n d e t a i l the many problems encountered i n d e a l i n g w i t h muskeg which c o v e r s such It i s heartening a v a s t a r e a i n our Western and Northern Canada. t o c o n s i d e r the r a t h e r good p r o g r e s s t h a t has been made, p a r t i c u l a r l y i n the p a s t t e n y e a r s , t w r d s a b e t t e r understanding of t h e problems of working i n muskeg.

?18

The f o l l o w i n g i s a b r i e f r e p o r t , more i n the n a t u r e of a p r o g r e s s r e p o r t , of c u r r e n t r e s e a r c h underway through U n i v e r s i t y of Alberta and I m p e r i a l O i l Researah Department. Research c a r r i e d o u t a t t h e U n i v e r s i t y of Alberta i n t h e p a s t has been d i r e c t e d towards i n c r e a s i n g t h e knowledge of t h e engineering p r o p e r t i e s of muskeg and a s t o whether the b a s i c s o i l mechanics conoepts u s u a l l y a p p l i e d t o i n o r g a n i c s o i l s oould be a p p l i e d t o organic t e r r a i n , g e n e r a l l y termed muskeg. A vane s h e a r t e s t apparatus u s i n g a torque wrench h a s been used t o measure t h e in-place shear s t r e n g t h of d i f f e r e n t t y p e s of muskeg. R e s u l t s i n d i c a t e d t h a t t h e s h e a r i n g s t r e n g t h s i n c r e a s e d d i r e c t l y w i t h depth, a s h c o n t e n t , and n l a r deformation and v a r i e d inversely w i t h moisture oontent. ?2$ One of t h e main o b j e c t i v e s of the r e s e a r c h program conducted t h i a past; summer was t o d e t e ~ m i n ewhether t h e s h e a r i n g s t r e n g t h s a s measured by t h e vane s h e a r t e s t a p p a r a t u s could be used t o determine the maximum s a f e h e i g h t of f i l l on any p a r t i c u l a r muskeg. , Problems concerned w i t h two d i f f e r e n t c l a s s e s of f i l l s c o n s t r u c t e d on muskeg were i n v e s t i g a t e d and could be d e s a r i b e d as:
1.

minimum standard road f i l l higher s t a n d a r d fill.

2.

-- temporary a c c e s s type of -- h e a v i e r permanent type road

Ln t h e f i r s t type of road c o n s t r u c t i o n t h e concern i s mainly t o o b t a i n a roadway capable of c a r r y i n g a l i m i t e d amount of t r a f f i c f o r a r e l a t i v e l y s h o r t p e r i o d of time, u s u a l l y s e v e r a l y e a r s a t t h e most. I f t h e imported f i l l m a t e r i a l could be k e p t

from t a k i n g on moisture from t h e s u p p o r t i n g muskeg a much l i g h t e r f i l l t h a n normally r e q u i r e d could be used and would a d d i t i o n a l l y reduce t h e f r o s t breakup problem i n the s p r i n g season. E f f o r t s t o do t h i s w i l l be d e s c r i b e d l a t e r i n t h i s r e p o r t .

With t h e h e a v i e r type of f i l l t h e problem of s h e a r i n g f a i l u r e i n t h e supporting m a t e r i a l i s t h e main concern t o g e t h e r with t h e amount and r a t e of s e t t l e m e n t of the f i l l .
A s u i t a b l e t e s t s i t e t o i n v e s t i g a t e t h e s e problems was l o c a t e d i n a n a r e a approximately 70 miles southwest of Edmonton, Alberta. Topographic c o n d i t i o n s d e f i n e d t h e muskeg a r e a a s a ulosed pond form covering a n a r e a about one mile i n l e n g t h and one-half mile i n w i d t h (Fig. 1). Analyzing t h e cover p r e s e n t showed t h a t C l a s s e s F and I were most p r e v a l e n t with varying amount8 of B, D and E . The cover on t h e edges of t h e muskeg a r e a was l a r g e l y . AEI, which changed t o BEI, BDF and F I p r o g r e s s i v e l y towards t h e c e n t r e of the a r e a . The c e n t r a l a r e a was predominantly F I w i t h r i d g e s running a t i n t e r v a l s of 50 t o 80 f e e t whiah c o n s i s t e d of BE1 and patohes of l o c a l i z e d B D I . The d e p t h of muskeg i n t h e t e s t a r e a g e n e r a l l y ranged from 1 0 t o 12 f e e t w i t h the maximum d e p t h being 14 f e e t . The subsurface u o n s t i t u t i o n could be desoribed a s being f i n e f i b r o u s ranging t o amorphous. A program was l a i d out t o o o n a t r u o t

( a ) s e v e r a l s e c t i o n s of l i g h t fill i n o r d e r t o i n v e s t i g a t e the use of v a r i o u s membranes t o reduoe t h e l o s s of s t r e n g t h i n t h e f i l l r e s u l t i n g from a n i n c r e a s e i n m o i s t u r e content, and

( b ) a f i l l t o f a i l u r e i n o r d e r t o compare v a l u e s

of s h e a r i n g s t r e n g t h determined by t h e vane t e s t e r w i t h caluulated values a t f a i l u r e conditions.

I n i t i a l i n v e s t i g a t i o n c o n s i s t e d of vane s h e a r t e s t a t o g e t h e r with sampling f o r moisture and a s h c o n t e n t s . The vane t e s t e r c o n s i s t e d of a 4.5 in. x 10.1 i n , vane w i t h a 0-300 f t - l b . t o r q u e wrenuh. Using a vane of t h e s e dimensions t h e s h e a r s t r e n g t h ( i n pounds p e r square f o o t ) i s e q u a l t o f i v e i e s t h e torque i f advanced t o the d e p t h of t h e vane b l a d e s , 12T I n c a s e s where t h e vane could be advanced without hand a u g e r i n g t h e corresponding f a c t o r i s 4.7 due t o t h e l a r g e r s h e a r i n g s u r f a c e . Torque was a p p l i e d a t t h e r a t e of 30 degrees p e r minute a s low a r a t e a s could be s t e a d i l y applied.

--

Remoulded s t r e n g t h t e s t s were t a k e n i n a n a t t e m p t t o de terrnine t h e s e n s i t i v i t y ( r a t i o of undisturbed t o remoulded vane s t r e n g t h s ) of t h e muskeg. A f t e r t h e maximum r e a d i n g had been

obtained, the vane was q u i c k l y r o t a t e d fow? r e v o l u t i o n e . The r e moulded s t r e n g t h determination was s t a r t e d one minute a f t e r t h e f o u r t h revolution. This procedure i s s i m i l a r t o a method of u s i n g a f i e l d vane a p p a r a t s i n a s e n s i t i v e c l a y found i n t h e St. Lawrence lowlands. (3

Measured shearing s t r e n g t h of t h e F I muskeg followed t h e previous t r e n d of i n c r e a s i n g w i t h depth; however, the BE1 muskeg showed a l o s s i n s t r e n g t h down t o a depth of 5 t o 8 f e e t , t h e n i n c r e a s i n g with g r e a t e r depth. The moisture p r o f i l e s w i t h d e p t h followed an i n v e r s e r a t i o ; t h a t i s , i n t h e case of t h e F I muskeg t h e moisture content decreased going from t h e 1 f o o t t o 3 f o o t 1 The t r e n d depth, i n c r e a s e d t o 5 f e e t t h e n decreased t o 1 f e e t . i n t h e BE1 muskeg was t o i n c r e a s e i n moisture c o n t e n t from t h e s u r f a c e down t o t h e 5 t o 8 f o o t depths, t h e n a decrease w i t h g r e a t e r depth.
A p l o t of moisture content versus undisturbed s h e a r i n g s t r e n g t h (Fig. 3 ) showed a d i r e c t v a r i a t i o n from about 250 l b / f t 2 a t 700% moisture content down t o 100 l b / f t 2 a t 1400%. A band of p l u s o r minus 50 l b / f t 2 from a s t r a i g h t l i n e j o i n i n g t h e s e two p o i n t s would encompass n e a r l y 9% of t h e t e s t r e s u l t a .

A s i m i l a r p l o t of t h e remoulded s h e a r i n g s t r e n g t h s showed only very s l i g h t v a r i a i o n w i t h moisture c o n t e n t with a l l v a l u e s being below 100 l b / f t The s e n s i t i v i t y r a t i o ranged from a low of 1.5 t o a high of 3.7.

B.

The a s h content a s determined by t h e weight of r e s i d u e a f t e r drying a t 300 degrees C d i v i d e d by t h e dry weight of sample a f t e r 24 hours a t 110 degrees C, v a r i e d between a r a t h e r narrow range of 10 t o 25%. It could be noted t h a t the BE1 muskeg had c o n s i s t e n t l y h i g h e r s h e a r i n g s t r e n g t h s t h a n t h e FI down t o a d e p t h of about 8 f e e t . A t t h i s depth t h e r e was an i n s i g n i f i c a n t d i f f e r e n c e i n measured shear'ing s t r e n g t h s * It would appear from a review of t h e d a t a t h a t t h i s higher s t r e n g t h under t h e BE1 i s due t o t h e lower moisture content brought about by t h e t r a n s p i r a t i o n of moisture by t h e s u r f a c e growth, r a t h e r t h a n by a r e i n f o r c i n g e f f e c t of any root structure* C o n s t r u c t i o n of Test F i l l s ( a ) F i l l t o Failure

The f i l l t o f a i l u r e s e c t i o n was b u i l t on an a r e a of F I muskeg which was 12 f e e t i n depth with the water l e v e l a t t h e surface. Settlement platforms c o n s i s t i n g of 2 f t x 2 f t p i e c e s of plywood w i t h 1 in. diameter pipe rod, piezometers of t h e porous

t u b e t y p e ( 4 ) , s u r f a o e gu d l i n e s t a k e s , and p l a s t i c s l i d e s u r f a c e d e t e c t o r s were i n s t a l l e d 5 The f i l l had a base width of 40 f e e t w i t h t h e t o p being kept a t a minimum width of approxfma t e l y 24 f e e t . The h e i g h t reached a maximum of 7 f e e t above water l e v e l before a c r a c k appeared along t h e c e n t e r l i n e of t h e f i l l . A drop of 0.7 f e e t occurred o v e r n i g h t w i t h no f u r t h e r observable movement. S e t t l e m e n t of t h e f i l l b e f o r e f a i l u r e was c l o s e t o 6.0 f e e t . Maximum e x c e s s h y d r o s t a t i c p r e s s u r e a t t h e 1 0 t o 1 2 f o o t l e v e l was e q u i v a l e n t t o a head of 8 f e e t of water. Maximum l a t o r a l movement of the g i v e n s t a k e s was approximately 0.5 f e e t . N d e f i n i t e o plane of f a i l u r e was d e t e o t e d w i t h t h e p l a s t i c t u b e i n d i c a t o r s .

t'l

An a d d i t i o n a l l o a d of 3 f e e t i n d e p t h p l a c e d t h r e e days a f t e r t h e time of f a i l u r e d i d n o t succeed i n oausing a more pronounoed f a i l u r e i n o r d e r t o l o c a t e t h e tow of the expected f a i l u r e surface.
( b ) Light F i l l S e o t i o n s The muskeg over which t h e s e s e o t i o n s were t o be b u i l t ranged from a s h o r t a e o t i o n of AEI, BE1 t o FI. A l l growth l a r g e r t h a n E growth was out o f f a t t h e s u r f a c e , l e a v i n g only l i g h t growth up t o a maximum of 2 f t . It was planned t o have t h r e e 1 2 5 f t long s e o t i o n s , a c o n t r o l s e c t i o n w i t h two membrane s e o t i o n s . The f i r s t membrane s e a t i o n was a 4 m i l , t h i o k n e s s polyethylene p l a s t i c whioh was l a i d i n s t r i p s i n a t r a n s v e r s e d i r e c t i o n . The p l a s t i c was welded t o g e t h e r in t h e f i e l d i n 12 f o o t widths, and was l a i d d i r e o t l y on t h e muskeg surfaoe. The seoond membrane s e c t i o n was r o l l e d f i b r e g l a s s impregnated w i t h a s p h a l t , The fi b r e g l a s s was 36 i n c h e s i n width and was overlapped t o form a double t h i c k n e s s a l s o i n t h e t r a n s v e r s e d i r e c t i o n . The a s p h a l t used was a 140 degree F s o f t e n i n g p o i n t r o o f i n g a s p h a l t and a p p l i e d by hand a t a r a t e of approximately 0.4 g a l l o n s p e r square yard. Wtth experience gained i n o o n s t r u c t i n g t h e f i r s t two s e c t i o n s , two f u r t h e r s e o t i o n s of f i b r e g l a s s were l a i d . Beoause of t h e tendenoy f o r opening up of t h e j o i n t s , t h e f i b r e g l a s s was overlapped i n both l o n g i t u d i n a l and t r a n a v e r s e d i r e c t i o n s w i t h c a t a l y t i c a l l y blown a s p h a l t being used. The a p p l i c a t i o n r a t e f o r t h e f i r s t s e c t i o n was 0.58 g a l l o n s p e r square yard, t h e r a t e being reduoed t o 0.32 g a l l o n s p e r square y a r d f o r t h e seoond s e c t i o n which was oovered w i t h 2 m i l . p o l y e t h y l e n e p l a s t i c . Observations ( a ) Shearing S t r e n g t h s The s h e a r i n g s t r e n g t h of t h e FI muskeg from t h e vane s h e a r t e s t before c o n s t r u c t i o n a s determined from s e v e r a l t e s t s ranged from 100 pounds p e r square f o o t a t 3 f o o t d e p t h t o 200 pounds p e r square 1 f o o t a t t h e 1 f o o t depth.

1b/f t f i l l m a t e r i a l and t h e s u p p o r t i n g muskeg were s o widely different, no s t r e n g t h was assigned t o the p o r t i o n of the aro passing through the f i l l . This means t h a t a s t h e fill was p r o g r e s s i v e l y b u i l t , t h e r e s i s t i n g moment was d e r i v e d almost e n t i r e l y from t h e fill i t s e l f . A t f a i l u r e c o n d i t i o n s when t h e f i l l cracked t h e load was t r a n s f e r r e d over t o t h e supporting muskeg. This method of f a i l u r e has been observed not only i n t h i s case but a l s o i n s e v e r a l o t h e r oases of g r a n u l a r f i l l s on s o f t supporting bases. Another p o s s i b l e method of analyzing t h e f a i l u r e condit i o n s would be t o consider t h e fill t o be a t y p e of l o n g f o o t i n g o r bearing p l a t e and u t i l i z i n g t h e e q u a t i o n s f o r u l t i m a t e o a p a c i t y on a h i g h l y aohesive f o u n d a t i o n

Using a s t a b i l i t y computation on the b a a i s of a oiroular e s u r f a c e , t h e c a l c u l a t e d s h e a r i n g r e s i s t a n c e was 160

The load 'lqUH a t t h e time of f a i l u r e made up of 5.5 f e e t above t h e c a p i l l a r y wetted zone, 1.5 f e e t c a p i l l a r y wetted and 6 f e e t submerged was e s t i m a t d t o be 1220 l b / f t 2 . T h i s would give a "a1' value of 220 ib/ftB. From t h i s a n a l y s i s i t would appear t h a t t h e c a l o u l a t e d s h e a r i n g r e s i s t a n c e compares reasonably well' with t h e measured vane s h e a r i n g s t r e n g t h s . ( b ) Set tlernent~ Observed s e t t l e m e n t s under a l o a d of about 0.20 ~ / f on~ t t h e l i g h t fill s e c t i o n s i n d i c a t e t h a t the i n i t i a l o r primary aono o l i d a t i o n t a k e s p l a c e w i t h i n a m a t t e r of days. This i s f u r t h e r i n d i c a t e d by t h e observed excess p r e s s u r e s being d i s s i p a t e d a t an 8 f o o t d e p t h i n 3 t o 4 days. S e t t l e m e n t i n a d d i t i o n t o t h i s i n i t i a l amount a p p e a r s t o be c o n t i n u i n g a t a r a t e p r o p o r t i o n a l t o the l o g of time. This s e t t l e m e n t can be thought of t o be secondary o o n s o l i d a t i o n which i s observed t o be independent of drainage b i s influenced p r i m a r i l y by t h e s o i l type and s t a t e of s t r e s s

Yb,.

For t h i s p a r t i c u l a r c o n d i t i o n of l o a d i n g on t h e FI muskeg, t h e amount of s e t t l e m e n t over the f i r s t s e v e r a l weeks was 0.11 f e e t p e r f o o t of depth per cycle of time i n days. W i t h t h e depth b e i n g 10.5 f e e t t h e observed s e t t l e m e n t of t h e f i l l a f t e r 60 days was 5.0 f e e t o r 45% of t h e t o t a l depth.
A l i m i t e d number of l a b o r a t o r y c o n s o l i d a t i o n t e s t s r u n on samples of FI muskeg from t h e 1 f o o t depth and 1 f o o t depth a l a o 1 e x h i b i t t h i s c o n s o l i d a t i o n v e r s u s l o g time r e l a t i o n s h i p .

F i e l d o b s e r v a t i o n s of s e t t l e m e n t gauges i n s t a l l e d a t a t a n k f a r m i n t h e Pembina o i l f i e l d i n 1956 a l s o i n d i c a t e t h e s e t t l e m e n t v e r s u s l o g time r a t i o a l t h o u g h i n t h i s c a s e t h e r a t e i s much lower. I n i t i a l settlement The o r i g i n a l d e p t h of A B I muskeg was 5.8 f e e t . under t h e l o a d of 0.15 ~ / f t 2was 1.17 f e e t , w i t h t o t a l s e t t l e m e n t now b e i n g 1.35 f e e t o r 21% of t h e t o t a l depth. This g i v e s a r a t e of secondary c o n s o l i d a t i o n of 0.017 f e e t p e r f o o t of d e p t h p e r c y c l e of time.
( 0 ) Membranes

The membranes used i n a l l c a s e s f a i l e d t o p r e v e n t t h e m o i s t u r e from e n t e r i n g t h e f i l l . The p o l y e t h y l e n e p l a s t i c proved t o be e a s i l y punctured by s m a l l r o o t s and c u t - o f f brush. End dumping of t h e f i l 3 m a t e r i a l a l s o t e n d e d t o open t h e f i e l d - w e l d e d joints. The a s p h a l t impregnated g l a s s f i b r e members, a l t h o u g h b e i n g much s t r o n g e r , were a l s o punctured by r o o t s . The l a s t s e c t i o n s c o n s t r u c t e d were c o n s i d e r e d t o be about a s s t r o n g a s c o u l d be e x p e c t e d t o be o b t a i n e d under f i e l d c o n d i t i o n s . I n o r d e r t o p r o t e c t a membrane o f t h i s t y p e i t would be p o s s i b l e t o p l a c e a l i g h t b l a n k e t of f i l l m a t e r i a l , and t h e n t h e This p o r t i o n of t h e f i l l would p r o b a b l y s e t t l e below membrane. w a t e r l e v e l b u t t h e membrane would s t a n d a b e t t e r chance of s u r v i v a l . This method of c o n s t r u c t i o n would e l i n i i n a t e i t s p o s s i b i l i t i e s f o r a low-cost temporary a c c e s s r o a d but may have some p o s s i b i l i t y f o r h e a v i e r and more c o s t l y c o n s t r u c t i o n . Summary
A s a r e s u l t of our e x p e r i e n c e t o d a t e i t would a p p e a r t h a t t h e e n g i n e e r i n g p r o p e r t i e s of muskeg, a l t h o u g h b e i n g h i g h l y o r g a n i c i n composition, can be s t u d i e d by making use of some of t h e b a s i c The s o i l mechanics approaches w i t h a p p r o p r i a t e m o d i f i c a t i o n s . m o i s t u r e c o n t e n t seems t o be t h e b e s t i n d i c a t o r of t h e b e h a v i o u r of t h e m a t e r i a l a s i t h a s been n o t e d t h a t s h e a r i n g s t r e n g t h s and It i s s e t t l e m e n t s a r e c l o s e l y r e l a t e d t o the moisture content. s i g n i f i c a n t t h a t a knowledge of t h e s u r f a c e c o v e r c l a s s i f i c a t i o n s a c c o r d i n g t o D r . Radforthbsystem can be v e r y u s e f u l i n p r e d i c t i n g t h e e n g i n e e r i n g b e h a v i o u r of o r g a n i c t e r r a i n o
A r e l a t i v e l y c l o s e c o r r e l a t i o n between vane s h e a r s t r e n g t h s and computed s h e a r i n g r e s i s t a n c e h a s been shown t o e x i s t . While t h i s was on o n l y one c o n d i t i o n of l o a d , t h e r e seems t o be promise i n t r y i n g t o p r e d i c t t h e s a f e h e i g h t of embanlanent by u s i n g vane shear s t r e n g t h information.

While t h e membranes proved i n a d e q u a t e i n p r e v e n t i n g m o i s t u r e from coming i n t o t h e f i l l s when p l a c e d d i r e c t l y on t h e muskeg, t h e r e i s some p o s s i b i l i t y f o r b e n e f i c i a l e f f e c t s i n a h i g h e r t y p e r o a d construction.

B i b l i ogra-

10

Radf o r t h , N o w . and 1.C. MacFarlane, ' C o r r e l a t i o n of Palaeob o t a n i c a l and E n g i n e e r i n g S t u d i e s of Muskeg ( P e a t ) i n Canada'. Proceedings, F o u r t h I n t . Conf on S o i l Mechanics and Foundation Engineering, London, Vol. 1, Diva 1, 93-97, 1957. ( r e p r i n t s a v a i l a b l e from NRC, NRc NO. c3a1).

IPlyld, Roc., , A F u r t h e r I n v e s t i g a t i o n i n t o the Engineering U n i v e r s i t y of A l b e r t a School of P r o p e r t i e s of Muskeg!. Graduate S t u d i e s . 1956

Eden, W.J. and J,J. Harnilton, he Use of a F i e l d Vane A T S p e c i a l Technical SM Apparatus i n S e n s i t i v e clay: 41-53. ( r e p r i n t s a v a i l P u b l i c a t i o n No. 193, 19 7 a b l e from NRC, No. NRC L $ O P

Casagrande, A * , INon-Metallic Piezameter f o r Measuring Por.0 Presswres i n Clay1 R e p r i n t , Boston S o c i e t y of C i v i l 1941-53. 198 p a Engineers. Waters and B a r t l e t t . , ! A D i r e c t Method f o r t h e L o c a t i o n o f C i v i l E n g i n e e r i n g and P u b l i c Works S l i p Planes!. Review. London. S e p t 1956 Terzaghi and Peok, ' S o i l Mechanics i n E n g i n e e r i n g P r a c t i c e ' John Wiley and Sons, I n c 1948. 183 p. Taylor, D.W., !Fundamen-1;als of S o i l Mechanics' and Sons, I n c a 1948. 573 p.

John Wiley

Rutledge and Jobnson,, !Review of Uses of V e r t i c a l Sand Dra i n s f . H.R.B. B u l l e t i n 173, 1958.

FIGURE 1

Approximate S c a l e

4'

= 1 Mile

Reproduced by courtesy of the Teohnical D i v i s i o n o f the Ccpsrtment of Lands and F o r e s t s , EDMONTON, Alberta.

FIGURE 2

(Anderson and Hematock )

DEPTH

FT.

IN

FIGURE 4

COMPUTATION O F SHEARING RESISTANCE

(Anderson end

ern stock)

3.

AN EVATJJA7"ION O SORE R A S OVER MTJSKEG I N NORTHERN ONTARIO F OD

Ivan C. MacFarlane D i v i s i o n of B u i l d i n g Research, NRC (Summary of Report p r e s e n t e d t o t h e 5 t h Muskeg Rosearch Conference March 1959. T h i s r e p o r t w i l l form t h e i n Winnipeg, Manitoba, on b a s i s of a j o i n t paper w i t h A. Rutka of the Department of Highways of O n t a r i o , t o be r e s e n t e d a t the C a n a d l ~ nGood Roads A s s o c i a t i o n i n September 1959.

It has been obvious t o t h e Department of Highways of Ontario, from experienoe and o b s e r v a t i o n , t h a t some r o a d s cons t r u c t e d over muskeg have performed very s a t i s f a c t o r i l y over t h e y e a r s while o t h e r s have n o t . Because of t h e expanded highway c o n s t r u c t i o n program of D.H.0. i n t h e n o r t h c o u n t r y , where muskeg a r e a s a r e q u i t e e x t e n s i v e , s e r i o u s c o n s i d e r a t i o n h a s had t o be given t o b u i l d i n g a s a t l s f a o t o r y r o a d a s economically a s p o s s i b l e . I t was b e l i e v e d t h a t an i n v e s t i g a t i o n of e x i s t i n g s u c c e s s f u l r o a d s over organic t e r r a i n would be a u s e f u l and s i g n i f i c a n t s t u d y t o a s s i s t i n d e t e r m i n i n g some of t h e e n g i n e e r i n g p r o p e r t l e a of muskeg. During t h e summer of 1958, t h e r e f o r e , a j o i n t r e s e a r c h program was begun by t h e O n t a r i o Department of Highways and the N e t i o n a l Researoh Counoil, t h e main o b j e c t of which was t o study t h e performance o f e x i s t i n g r o a d s over muskeg, t o o b t a i n a l l p e r t i n e n t c o n s t r u c t i o n d e t a i l s , and t h e n a t t e m p t t o group muskegs according t o t h e i r b e a r i n g p r o p e r t i e s . A f u r t h e r o b j e c t i v e was t o a t t e m p t t o c o r r e l a t e road performance w i t h t h e R a d f o r t h C l a s s i f i c a t i o n System f o r muskeg.
A l a r g e a r e a was covered i n a g e n e r a l way, e x t e n d i n g from 1 North Bay a l o n g Highway 1 t o Nipigon, a l o n g No. 17 t o t h e Lakehead and t o Kenora, t h e n a l o n g Highway 70 t o Rainy River. Forty-f o u r d i f f e r e n t muskeg a r e a s were i n v e s t i g a t e d , and about 500 p e a t samples o b t a i n e d f o r l a b o r a t o r y a n a l y s f s . F i e l d t e s t i n g included t h e use of a vane. A s e r i e s of o b s e r v a t i o n s were made and t h e r o a d performance a s s e s s e d ( b a s e d on h i s t o r y and p r e s e n t c o n d i t i o n ) r e l a t i v e t o t h e performance of a d j a c e n t s o o t i o n s of r o a d over mineral s o i l .

Although a n a l y s i s of a l l t h e informat i o n o b t a i n e d ( p a r t i c u l a r l y from l a b o r a t o r y t e s t s ) i s not y e t completed, c e r t a i n Owing t o t h e l a r g e number p r e l i m i n a r y c o n c l u s i o n s can be d r a m . of v a r i a b l e s involved i n a s s e s s i n g r o a d performance a n d t o t h e

d i f f i c u l t y of e v a l u a t i n g them, i t was n o t p o s s i b l e t o o b t a i n any c l e a r - c u t c o r r e l a t i o n between muskeg t y p e and r o a d performance. It i s s u g g e s t e d t h a t f a c t o r s o t h e r t h a n muskeg typo ( i . e . d e p t h of f i l l , t r a f f i c l o a d s , e t c . ) may be t h o predom-inating i n f l u e n c e i n d e t e r m i n i n g t h e performance of a r o a d r i d i n g muskeg. All r o a d s h e a r f a i l u r e s observed o c c u r r e d i n a r e a s u n d e r l a i n by a l a y e r of f l u i d c l a y o r s i l t . Although t h e s o f t c l a y may n o t a c t u a l l y have caused the f a i l u r e , s i n c e b o t h t h e c l a y a n d t h e p e a t have v e r y low s h e a r s t r e n g t h s , i t i s e v i d e n t t h a t t h e e x i s t e n c e of t h i s e x t r a d e p t h of f l u i d m a t e r i a l s u b s t a n t i a l l y c o n t r i b u t e s t o failure. E x c a v a t i o n of t h e muskeg and b a c k f i l l i n g w i t h m i n e r a l s o i l may a c t u a l l y a g g r a v a t e t h e problem, In t h a t t h e s o f t c l a y l a y e r wou1.d t h e n be s u b j e c t e d t o a n overburden of a b o u t 100 pounds p e r c u b i c f o o t b u l k d e n s i t y r a t h e r t h a n t h e o r i g i n a l b u l k d e n s i t y of a b o u t 60 pounds p e r c u b i c f o o t , I n t h e c l a y b o l t (Cochrane~apuskasing- ear st ), r o a d s over muskeg a r e a s were g e n e r a l l y i n a s g o d condf t i o n a s r o a d s over m i n e r a l s o i l . Theso o b s e r v a t i o n s s u p p o r t t h e o l d concept t h a t a r o a d s t a n d s up b e t t e r i n muskeg t y p e s h a v i n g a l a r g e t r e e growth. T h i s r e s e a r c h program i s e x p e c t e d t o c o n t i n u e d u r i n g t h e summer of 1959.

1 Fig. 1 Highway No. 1 r i d i n g 91 deep muskeg 7 1/2 m i l e s n o r t h of North Bay. C o n d i t i o n a s s e s s e d a s v e r y good.

Fig. 2

Break-up of pavement on Highway No. Junction. Muskeg 6 i n , deep.

1 n e a r Porquis 1
(MacFarlane )

Fig. 3

Shear f a i l u r e o f Highway No. 11 a t Fauquier. u n d e r l a i n by l a y e r o f s o f t c l a y .

Muskeg

Fig.

Break-up of pavement due t o s i d e s l i p of f i l l on of muskeg; Highway No, 17 w e s t of Upsala

6 1/2

ft

(MacFarlane )

VEHICLES AND TRAFFICABILITY

..-

1,

VEHICLE - MOBILITY

PERFORMANCE I N MUSKEG: .

A SECOIID REPORT

J O G . Thomson Imperial O i l Limited Producing Department Western Region

ABSTRACT Development of t h e Canadian North, a s u b j e c t of growing n a t i o n a l i n t e r e s t , must i n p a r t a w a i t t h e development of b e t t e r forms of t r a n s p o r t . The e s t i m a t e d 500,000 s q u a r e m i l e s of muskeg t e r r a i n i n t h e n o r t h combined w i t h t h e s c a r c i t y of r o a d s make e s s e n t i a l t h e e a r l y development of s p e c i a l purpose muskeg v e h i c l e s . Good p r o g r e s s h a s been made i n t h e l a s t e l e v e n y e a r s i n c l a s s i f y i n g muskeg a n d some p r o g r e s s h a s b e e n made i n d e t e r m i n i n g i t s mechanical p r o p e r t i e s . L i m i t e d t r a v e l i s now p o s s i b l e t h r o u g h t h e u s e of s p e c i a l purpose t r a c k e d v e h i c l e s which have b e e n b u i l t without adequate design data.
A program t o p r o v i d e d a t a which c a n be u s e d t o o p t i m i s e muskeg v e h i c l e d e s i g n s began i n 1957, The r e s u l t s of t h e second It i s shown phase of t h i s program a r e p r e s e n t e d i n t h i s r e p o r t , t h a t v e h i c l e performance i n muskeg i s d i r e c t l y r e l a t e d t o t h e F u r t h e r , i t i s shown t h a t m e c h a n i c a l p r o p e r t i e s of t h e muskeg. good d e s i g n p r a c t i c e f o r t r a c k e d v e h i c l e s e x p e c t e d t o o p e r a t e i n snow, sand, s o f t c l a y s a n d loams i s a l s o good p r a c t i c e f o r muskeg v e h i c l e s , A l l i n d i c a t i o n s a r e t h a t muskeg mechanics i s p r o p e r l y a p a r t of c o n v e n t i o n a l s o i l mechanics.

It may t h e r e f o r e be s a i d t h a t a n e x t e n s i v e l i t e r a t u r e i s now a v a i l a b l e t o t h e muskeg v e h i c l e d e s i g n e r . The l i t e r a t u r e of t h e s c i e n c e of s o i l mechanics and of t h e a r t o f v e h i c l e d e s i g n a r e both applicable.

GLOSSARY

GROSS TRACTION The t o t a l t h r u s t developed by t h e v e h i c l e t r a c k s , the track b e l t tension,

Equivalent t o

NET TRACTION OR DRAWBAR PULL That p o r t i o n of t h e g r o s s t r a c t i o n which may be e x t r a c t e d through a drawbar. A l t e r n a t i v e l y t h e n e t t r a c t i o n may be used t o supply t h e e x t r a t h r u s t r e q u i r e d f o r h i l l climbing, The numerical v a l u e v a r i e s w i t h t r a c k slip
DRAWBAR COEFFICIENT Drawbar p u l l d i v i d e d by g r o s s v e h i c l e weight.

EXTERNAL MOTION RESISTANCE That p o r t i o n of t h e g r o s s t r a c t i o n which i s r e q u i r e d t o move t h e v e h i c l e under i t s own powerINTERNAL MOTION RESISTANCE That p a r t o f t h e engine power which i s used i n overcoming mechanical l o s s e s between t h e engine and t h e t r a c k . TOWED MOTION RESISTANCE OR ROLLING RESISTANCE These terms a r e l o o s e l y i n t e r c h a n g e a b l e . The towed motion r e s i s t a n c e i s drawbar p u l l which must be e x e r t e d t o move t h e unpowered v e h i c l e through t h e t e s t media. Although t h e engine i s disengaged a t t h e c l u t c h , mechanic a l l o s s e s a t t h e s p r o c k e t and i n t h e d i f f e r e n t i a l a x l e a r e i n c l u d e d . PULL- SLIP TEST A method of measuring n e t t r a c t i o n a s t h e t r a c k s l i p i s i n c r e a s e d i n increments by t h e e x t e r n a l a p p l i c a t i o n of drawbar r e s t r a i n t ,
TRACK PITCH O r i g i n a l l y t h e c e n t r e - t o - , c e n t r e d i s t a n c e between t r a c k shoe p i n s . On a continuously f l e x i b l e t r a c k t h i s i s t h e d i s t a n c e between g r o u s e r s .

GROUSER The p a r t of t h e t r a c k shoe which p r o j e c t s outward from t h e p l a t e and mechanically engages t h e s o i l . Grouser a g r e s s i v e n e s s r e f e r s t o t h e depth of engagement w i t h t h e s o i l . VERTICAL SNAKING The v e r t i c a l u n d u l a t i o n s o f t h e t r a c k on e l a s t i c ground caused by t h e wheels running over i t . H o r i z o n t a l snaking can occur d u r i n g t u r n s and s i d e h i l l o p e r a t i o n ,

INTRODUCTION With t h e e x c e p t i o n of t r u n k r o a d s and r a i l r o a d s a c c e s s i n t h e Canadian North w i l l remain r o a d l e s s f o r many y e a r s t o come. Thus t h e d i s t r i b u t i o n of s u p p l i e s , t h e e x p l o r a t i o n f o r m i n e r a l and o i l d e p o s i t s and t h e e x t r a c t i o n of n o r t h e r n r e s o u r c e s w i l l be dependent t o a l a r g e e x t e n t on r o a d l e s s t r a c t i o n . A t l e a s t i n t h e e x p l o r a t i o n s t a g e s even t r a i l s may n o t be a v a i l a b l e , V e h i c l e s which can t r a v e l a c r o s s c o u n t r y w i t h o u t t h e n e c e s s i t y of r o u t e p r e p a r a t i o n w i l l of c o u r s e p r o v i d e a n economic advantage. One of t h e most prominent and c o s t l y o b s . t a c l e s t o o v e r l a n d t r a v e l i n t h e n o r t h i s muskeg. R e c e n t l y t h e work o f R a d f o r t h (1) h a s made p o s s i b l e t h e s y s t e m a t i c c l a s s i f i c a t i o n o f muskeg, S i n c e t h i s c l a s s i f i c a t i o n i s p u r e l y o b j e c t i v e and a p p l i c a b l e t o any muskeg i t p r o v i d e s a b a s i s f o r s t u d i e s of t h e mechanical c h a r a c t e r i s t i c s of muskeg. Some work h a s been done r e l a t i v e t o f o o t i n g s i n muskeg and some t o road f o u n d a t i o n s . I t remained f o r a s t a r t t o b e made o n , q u a n t i t a t i v e l y d e t e r m i n i n g t h e a b i l i t y of muskeg t o w i t h s t a n d v e h i c u l a r t r a f f i c , The s t u d y of v e h i c l e m o b i l i t y i n muskeg p r e s e n t e d t h e dilemma of t h e c h i c k e n and t h e egg. T e s t s could n o t be r u n on v e h i c l e s which d i d n o t e x i s t ; v e h i c l e s could n o t b e b u i l t because r e l i a b l e d e s i g n d a t a was n o t a v a i l a b l e . T h i s impasse was broken through t h e u s e and q u a l i t a t i v e e v a l u a t i o n of t r a c k e d machines which had been d e s i g n e d f o r snow t r a v e l , From t h e e a r l y e v a l q a t i o n s of such machines c e r t a i n d e s i g n c r i t e r i a were deduced and a p p l i e d , Some o f t h e r e s t r i c t i o n s t h e s e c r i t e r i a posed a r e now impeding f u r t h e r p r o g r e s s i n v e h i c l e development. Any assumed c o n d i t i o n which i s n o t q u a n t i t a t i v e l y v a l i d must b e e l i m i n a t e d i f b e t t e r , more economical v e h i c l e s a r e t o be produced. I n g e n e r a l , t h e d e s i g n and c o n s t r u c t i o n of muskeg v e h i c l e s has n o t made u s e of t h e v a s t p r i o r a r t of v e h i c l e d e s i g n . Some d e v i a t i o n s from p r i o r p r a c t i c e were of c o u r s e n e c e s s a r y , U n f o r t u n a t e l y , however, t h e r e h a v e - a l s o been s e r i o u s d e v i a t i o n s from sound e n g i n e e r i n g p r a c t i c e , Perhaps even more s e r i o u s i s t h e e f f e c t on v e h i c l e d e s i g n of t h e awesomely e x t e n s i v e mythology which has grown up around t h e s u b j e c t of muskeg These s t o r i e s stem from and a r e n u r t u r e d by h a l f t r u t h s which i n t u r n d e v o l v e from i n a c c u r a t e o b s e r v a t i o n o r i n t e r p r e t a t i o n of o b s e r v a tions. To s t i m u l a t e f u r t h e r v e h i c l e development, more and b e t t e r i n f o r m a t i o n on t h e v e h i c l e muskeg i n t e r a c t i o n must be o b t a i n e d , A q u a n t i t a t i v e v e h i c l e t e s t program t o t h i s end was s t a r t e d i n 1 9 5 7 , Methods and p r a c t i c e s from s t a n d a r d v e h i c l e d e s i g n and t e s t p r o c e d u r e s were a p p l i e d . Two i m p o r t a n t b e n e f i t s & r i v e from t h e u s e o f s t a n d a r d methods:

1. There i s an economy of t i m e , m a t e r i a l and money i f i t is u n n e c e s s a r y t o develop a new procedure;

2 The d i r e c t r e l a t i o n s h i p of muskeg mechanics t o s o i l mechanics i n d i c a t e d by t h e d i r e c t a p p l i c a b i l i t y of t h e r e g u l a r p r o c e d u r e s s e r v e s t o d i s p e l some of t h e myths s u r r o u n d i n g muskeg.

The work h e r e i n r e p o r t e d r e p r e s e n t s a c o n t i n u a t i o n of t h e v e h i , c l e m o b i l i t y performance e v a l u a t i o n i n muskeg begun i n 1957. A p r e l i m i n a r y r e p o r t (2) of t e s t s performed w i t h t h e Tracked Scout Car ( F i g , l a ) was i s s u e d c o v e r i n g t h e f i r s t phase of t h e work, For convenience, t h e g r a p h i c a l r e s u l t s from t h e f i r s t r e p o r t a r e r e p e a t e d i n ~ ' p ~ e n d i x I n B. summary, t h o s e r e s u l t s show t h a t :

1. V e h i c l e performance i s s e n s i t i v e t o t h e c o n d i t i o n of t h e s u r f a c e l a y e r s o f t h e muskeg s t t h e time o f t h e t e s t , Performance v a r i a t i o n s from t h i s s o u r c e were found t o be a s g r e a t a s 12%.

2, The l o n g i t u d i n a l l o c a t i o n of t h e s t a t i c c e n t r e o f g r a v i t y s t r o n g l y i n f l u e n c e s v e h i c l e m o b i l i t y performance, Moving t h e c e n t r e o f g r a v i t y 27 i n c h e s forward r e s u l t e d i n a 54% improvement i n drawbar p u l l ,

3 , The n e t t r a c t i o n of a w e l l designed t r a c k e d v e h i c l e o p e r a t i n g i n t y p e FI muskeg can be g r e a t e r t h a n t h a t o f a r u b b e r t i r e d v e h i c l e o n d r y c o n c r e t e pavement,

4 , Track c o n t a c t p r e s s u r e s of up t o 5 p s i may b e s a t i s f a c t o r y f o r w e l l d e s i g n e d and c a r e f u l l y loaded v e h i c l e s o p e r a t i n g i n t y p e F I muskeg.

T h i s r e p o r t c o v e r s work done toward t h e e v a l u a t i o n of t h e changes i n n e t v e h i c l e performance:

1, A s t h e muskeg c l a s s i f i c a t i o n ( 1 ) changes; 2 , A s t h e muskeg s h e a r s t r e n g t h , a s determined by a s h e a r vane ( 3 ) , changes ; 3 , As t h e muskeg s h e a r s t r e n g t h d e t e r i o r a t e s w i t h u s e ; 4 , R e s u l t i n g from v e h i c l e d e s i g n changes,

The t e s t work was performed on t h e Tracked Scout Truck ( F i g . l b ) . TEST M T O EH D
A l l v e h i c l e t e s t s were of t h e " p u l l - s l i p " v a r i e t y a s d e s c r i b e d i n t h e p r e v i o u s r e p o r t ( 2 ) , These were r u n w i t h no payload on t h e v e h i c l e , Weight was k e p t c o n s t a n t whew t h e t r a c k d e s i g n was changed, The l o n g i t u d i n a l l o c a t i o n o f t h e s t a t i c c e n t r e of g r a v i t y was 13.9 i n c h e s ahead of t h e c e n t r e of t r a c k c o n t a c t , T h i s i s a p p r o x i m a t e l y a t t h e forward onet h i r d p o i n t of t h e t r a c k c o n t a c t a t z e r o s i n k a g e and t r i m ,

I n p r e p a r a t i o n f o r t h e v e h i c l e t e s t program t h r e e l i n e s , v i s u a l l y e s t i m a t e d t o be o f d i f f e r e n t s h e a r s t r e n g t h , were surveyed. On e a c h of t h e t h r e e l i n e s , s h e a r s t r e n g t h was measured a t 50 f o o t i n t e r v a l s u s i n g t h e I J n i v e r s i t y of A l b e r t a muskeg s h e a r vane ( 3 ) . Shear r e a d i n g s were t a k e n 6 arrid 12 i n c h e s from t h e s u r f a c e and a t 1 f o o t i n t e r v a l s t h e r e a f t e r t o t h e bottom of t h e muskeg, The t h r e e l i n e s t h u s determined and t h e p o s i t i o n s of t h e s i x t e s t l a n e s r e l a t i v e t o them a r e shown i n f i g , 2 . L i n e s B and C were f o ~ l n dt o be o f n e a r l y e q u a l s h e a r s t r e n g t h . L i n e C , however, was d e e p e r and w e t t e r than l i n e B .

The f i r s t s e r i e s of v e h i c l e t e s t s were r u n w i t h t h e Scout Truck unmodified w i t h r e s p e c t t o running g e a r b i ~ t i t h a modified s t e e r i n g a x l e w and a Larger engine t h a n s t a n d a r d , Before t h e f u l l " p u l l - s l i p " c u r v e . which i s t r a c k l i m i t e d , colrmld be developed, a 337 c u . i n . e n g i n e had t o be s u b s t i t u t e d f o r t h e s t a n d a r d 2 2 3 c u , i n . e n g i n e , A s t e e r i n g a x l e change had beep n e c e s s i t a t e d e a r l i e r because of f a i l u r e s of t h e o r i g i n a l s t a n d a r d a x l e , The modified a x l e i s l i g h t e r t h a n t h e o r i g i n a l . A s a r e s u l t of t h e e n g i n e and ~ x l e changes t h e weight d i s t r i b u t i o n of t h e t e s t vehicLe i s n o t t h a t of a 2 t a n d a r d Scout Truck. From t h e p r e v i o u s work ( 2 ) i t f o l l o w s t h a t s i n c e t h e n e t change was t o move t h e s t a t i c p o s i t i o n of t h e c e n t r e of g r a v i t y forward t h e r e p o r t e d performance w i l l be g r e a t e r t h a n t h a t of t h e umlmodified v e h i c l e , The v e h i c l e was Later modified by removing e v e r y second g r o u s e r b a r from t h e t r a c k s and a second s e r i e s of t e s t s performed, V e h i c l e g r o s s weight and weight d i s t r i b u t i o n were i d e n t i c a l t o t h e f i r s t s e r i e s of t e s t s . The s t r i p p e d g r o u s e r b a r s were p i l e d on t h e deck o v e r t h e c e n t r e of g r a v i t y of t h e t r a c k , It i s t h e r e f o r e p e r m i s s i b l e t o compare t h e drawbar p u l l curves d i r e c t l y , RESULTS The r e s u l t s t o be presen.ted f a l l i n t o t h r e e g r o u p s , Those conc e r n e d w i t h measurement of v e h i c l e performance i n s e v e r a l c o n d i t i o n s , t h o s e w i t h measurement of mechanical p r o p e r t i e s of muskeg, and t h o s e w i t h t h e i n t e r a c t i o n of t h e v e h i c l e and muskeg, B r i e f l y , i t was found t h a t :

1, Drawbar c o e f f i c i e n t s a.s h i g h . a s l , 1 5 c a n b e produced i n t y p e FI mu* keg.

2 , The drawbar performance of t h e machine d e c r e a s e s a s t h e muskeg s h e a r s t r e n . g t h i s reduced by v e h i c l e o p e r a t i o n o v e r t h e m a t "

3 . The towed motion r e s i s t a n c e of t h e machine i s about o n e - f i f t h of t h e powered e x t e r n a l motion r e s i s t a n c e ,

4. I n c r e a s i n g t h e t r a c k p i t c h of t h i s p a r t i c u l a r v e h i c l e r e s u l t s i n a t e n p e r c e n t i n c r e a s e i n drawbar performance,
5 . The s h e a r vane produces a s h e a r s t r e n g t h p r o f i l e which i s c o m p a t i b l e wtLh t h e v e h i c l e t e s t r e s u l t s . Lanes o f h i g h s h e a r s t r e n g t h produce t h e b e s t v e h i c l e performance and v i c e v e r s a .
6 - The s h e a r s t r e n g t h d a t a c a n b e c o r r e l a t e d w i t h t h e e n t i r e v e h i c l e " p u l l . - s l i p " curve

7 , Muskeg of a s p e c i f i c c l a s s i f i c a t i o n does n o t have an e x c l u s i v e s h e a r s t r e n g t h . Moist31are c o n t e n t and f o r m a t i o n t h i c k n e s s appear t o i n f l u e n c e shear strength, Genera l ly , t h e r e s u l t s s u p p o r t t h e c o n t e n t i o n t h a t muskeg mechani-cs i s w i t h i n t h e realm of more c l a s s i c a l s o i l mechanics. For e x a m p l e , t h e v e h i c l e performance c u r v e s ;ire of t h e same shape o b t a i n e d

from t r a c k e d v e h i c l e s o p e r l t i n g ir s a n d , c l q y i n d snow
A more d e t a i l e d a p a l y s i s of t h e d a t a f o l l o w s , A .,

VEHICLE TESTS

The d a t a a r e p r e s e r t e d f o r p d i r s of lames i n f i g s 3 . 4 and 5 , Each l a n e of t h e p a i r s i s qssl,med t o have t h e same s h e a r s t r e n g t h a s t h e s d j a c e n t surveyed l i n e , Tn e s c h p i i r t h e lower mewber i s t h e r e s u l t o f t e s t p a s s e s w i t h t h e ~ t ~ r r a d a rtd - ~ c k . The llpper c u r v e r e f e r s t o t h e modir f i e d t r a c k . I t w i l l be ~ o t e dt h a t t h e removql a o ~ e - h a l f f t h e t r a c k o g r o u s e r b a r s ( i e. d o u b l i n g t h e trick p i t c h ) improved performance 8% on Improvements o f l 0 , 8 % ( l i n e B) t h e h i g h s h e a r s t r e n g t h Lanes ( l i n e A ) , and 11%( l i n e C ) r e s r l l t e d on t h e lo.;. s h e a r s t r e n g t h l a n e s , These r e s u l t s a r e p r e s e n t e d i n T a b l e 1 i v s l i g h t l y d i f f e r e n t form. Doubling t h e t r 3 c k p i t c h d i d n o t s p p e a r t o a c c e l e r a t e mat d e t e r i o r a t i o n , N e i t h e r was t h e r e a n y d i f f i c . . r l t y e x p e r i e n c e d w i t h t h e v e h i c l e s u c h a s s p r o c k e t jumping, t r ~ c k thro~~vi-ng wheel b i q d i n g , or I t may t h e r e f o r e be s t a t e d t h a t a method hds beern found t o i n c r e s s e p e r f o r m ~ n c ew i t h o u t i n t r o d u c i n g new problems F i g u r e s 6 and 7 compare t h e d a t a from t h e t h r e e l i n e s . Curves on f i g , 6 r e f e r t o t h e s t a n d a r d t r a c k and t h o s e on f i g . 7 t o t h e m o d i f i e d t r a c k , The r e s u l t s f o r t h e two c a s e s Hre c o m p a t i b l e . These r e s u l t s a r e a n a l y s e d i n t h e t a b l e below,

Standard Track Lane Peak DRP

1,
LOO
90-2 86 ,, 8

Modified T r a c k Lane Peak DBP

StandardiModified R e l a t i v e Performance Lanes Lanes

IL I 1:II

9520 Zb 8580 l b 8250 Ib

IQ
V VT.

LO280 9.500

LOQ
92,s

I1/lV
I/V

92,5 90.3 90

9 1.60

89 ,,5

Lanes I I I . / V I

From t h e abowe tabLe i t i s s e e n t h a t t h e g r e a t e r improvement i s o b t a i n e d i n t h e weaker l a n e s . That i s , t h i s d e s i g n m o d i f i c a t i o n h a s i t s g r e a t e s t e f f e c t i n t h o s e s i t u a t l o a s In which an improvement i n t r a c t i o n i s most needed, The b e s t drawbar prs1.L perforxnance shown o n t h e f i g u r e s , 10,,280 l b , i s eqn?iva.lernt t o P: drawbar c o e f f i c i e n t of P.,X.5,, T h i s v a l u e i s a l m o s t d o u b l e t h e coed i c i e n t o.f : f r i c t i o n of a s y n . t h e t i c r u b b e r t i r e o n a s p h s l t p a v i n g , The trcrxctiwe c o e f f i c i e n . t in.cludes t h e l o s s e s due t o m o t i o n r e s i s t a n c e and woi~l.d t h e r e f o r e be ca 1.cix'l:~te.dfrom the' deduced g r o s s t r a c t i o n o f 1.5,I 5 0 l b ( s e c t i o n C) ,, The t r a c t iwe coe:ff i c i e r i t i s them .l.7 , Th:is h i t t e r v a l u e might morP c o r r e c t l y be compared w i t h the! t i r e and pawemerat combination sirrce t h e g r o s s i4::l.d n e t t r a c t f o p f o r t h a t c a s e a r e a.'Lrnost i d e n t i c a l . , The t r d c k on rnr~skeg~ 0 1 i d . dh e v .prodrr.ct. two and o~se-ha1 t i m e s t h e t r a c t i v e t F coef f i c i e ~ t f t h e t i r e on p:i~,vcmexl,t P. good earth,smowing t r a c k e d t r a c t o r o ,,

o p e r a t i n g on f a v o r a b l e f i r m c l a y w i l l produce a drawbar c o e f f i c i e n t o f 1 . 2 , Comparison of Lhese examples w i t h t h e t e s t r e s u l t o b v i o u s l y show t h a t t h e muskeg mat was capable of producing e x c e l l e n t t r a c t i o n f o r t r a c k e d v e h i cles

B.

MULTIPLE PASSES

Double l i n e s a r e shown on f i g s 4 and 5 f o r l a n e s two, t h r e e and f o u r , I n each c a s e t h e lower of t h e p a i r r e f e r s t o performance a f t e r t h e muskeg has been d i s t u r b e d , T t was n o t slways p o s s i b l e t o be s u r e t h a t s u f f i c i e n t d a t a was g a t h e r e d i n one o r two p a s s e s through t h e l a n e . Duri n g subsequent a n a l y s i s i t was found p o s s i b l e t o s e q u e n t i a l l y s e p a r a t e t h e s e d a t a . T h i s , t h e n , i s t h e o r i g i n of t h e d u a l r e s u l t s . I n one c a s e , f o r example, t h e d a t a from t h e f i r s t t h r e e p a s s e s a r e c o h e r e n t , , The n e x t t h r e e p a s s e s form t h e second and lower r e s u l t . T h i s s e p a r a t i o n may be i n t e r p r e t e d i n two ways:

1. The muskeg may n o t l o s e much s h e a r s t r e n g t h d u r i n g t h e f i r s t t h r e e p a s s e s . A f t e r p r o g r e s s i v e s l i p p i n g of t.he f i b r e s r e l a t i v e t o each o t h e r t h e l i m i t o f t e x t u r a l c o h e s i a n i s r e a c h e d . Assume t h i s o c c u r s a s a t e r m i n a l e f f e c t o f t h e t h i r d p a s s , From t h i s p o i n t onward t h e f i b r e s would have o n l y i n t e r f a c i a l f r i c t i o n which would l i k e l y be lower t h a n t e x t u r a l c o h e s i o n . The f o u r t h and subseqrsent p a s s e s would t h e n be made i n a media of reduced s h e a r s t r e n g t h ,
2 , The f i r s t t h r e e p a s s e s a r e i n s u b s t a n t i a l l y u n d i s t u r b e d muskeg bec a u s e of d i r e c t i o n a l i n s t a b i l i t y o f t h e t e s t v e h i c l e , By t h e f o u r t h p a s s t h e d i s t u r b e d Pane i s s u f f i c i e n t l y wide t h a t t h e c o n t i n u a t i o n of t h e t e s t i s t h e n made i n d i s t u r b e d m~askeg.
Based on c r i t i c a l review o f t h e f i e l d performance of t h e v e h i c l e t h e l a t t e r seems t h e more l i k e l y , A l s o , a few d a t a p o i n t s from t h e second and t h i r d p a s s a r e w i t h i n t h e f o u r t h and f i f t h p a s s r a n g e and v i c e v e r s a . There does n o t a p p e a r t o h e a c o . n t i m i n g l o s s of s h e a r s t r e n g t h o r i n c r e a s e of motion r e s i s t a n c e . The d a t a g a t h e r e d t o d a t e seems t o f a l l i n t o two w e l l d e f i n e d g r o u p s ,
C,

TOWING RESISTANCE

E x t e r n a l , powered motion r e s i s t a w c e c a n be determined o n l y by measuring t h e power i n p u t t o t h e t r a c k s . T h i s t e s t r e q u i r e s wery e x t e n s i v e i n s t r u m e n t a t i o n and a p p a r a t u s and e x t r e m e l y c a r e f u l o p e r a t i o n and a n a l y s i s . The t e s t i s t h e r e f o r e seldom c a r r i e d o u t , Towed motion r e s i s t a n c e i s determined by simply towing t h e v e h i c l e through an i n s t r u m e n t e d drawbar. The towed motion r e s i s t a r n c e o f t h e v e h i c l e i s vaguely r e l a t e d t o t h e powered e x t e r n a l motion r e s i s t a n c e . The u s e f u l n e s s of towed motion r e s i s t a w c e d a t a f o r e s t i m a t i n g powered e x t e r n a l motion r e s i s t a n c e depends a l m o s t e n t i r e l y on t h e e x p e r i e n c e o f t h e t e s t p e r s o n n e l - The v a l u e of t h i s t e s t i s t h e r e f o r e v e r y l i m i t e d . E x t e r n a l motion r e s i s t a n c e i s produced p r i n c i p a l l y by t h e bow wave t o t h e f r o n t o f t h e t r a c k and t h e v e r t i c a l s n a k i n g of t h e t r a c k b e n e a t h t h e w h e e l s . The f r o n t a l p o r t i o n of t h e motion r e s i s t a n c e l i k e l y

remains f a i r l y cor.stsnt between t h e powered and ~npoweredc o n d i t i o n s , The motion r e s i s t a n c e r e s u l t i n g from t h e v e r t i c a l snaking of t h e t r a c k i s probably small i n t h e unpowered c o n d i t i o n b e i r ~ gp o s s i b l y l e s s than 10% of t h e t o t a l towing r e s i s t a n c e , Work i n o t h e r s o i l s has i n d i c a t e d t h a t i n t h e powered c o n d i t i o n t h i s p o r t i o n of t h e motion r e s i s t a n c e w i l l not be Less than t h e f r o n t a l motion r e s i s t a n c e and n l y be 3 to 5 times a s l a r g e . Towed r o l l i n g r e s i s t a n c e of t h e Scout Truck was follnd t o be 1000 t o 1200 l b on l i n e A . The powered motion r e s i s t a n c e of t h i s v e h i c l e i s t h e r e f o r e e s t i m a t e d a t 2000 t o 7800 pounds, Data from t h e t e s t s attempted b e f o r e t h e engine power was i n c r e a s e d provide another e s t i m a t e of motion r e s i s t a n c e , Drawbar p u l l s of about 10,000 l b were o b t a i n e d b e f o r e engine s t a l l , Allowing two p e r c e n t l o s s p e r p a i r of g e a r s and f i v e per c e n t sprocket l o s s t h e c a l c u l a t e d g r o s s t r a c t i o n a t engine s t a l l would be 15,150 l b , T o t a l e x t e r n a l motion r e s i s t a n c e would i n t h i s c a s e be 5,150 l b . This v a l u e i s w i t h i n t h e range p r e d i c t e d above from work i n o t h e r s o i l s ,

D.. SHEAR VANE

The s h e a r vane d a t a f o r l i n e s A , B and C a t 6 inch depth a r e shown g r a p h i c a l l y i n f i g , 8 , The muskeg c l a s s i f i c a t i o n has been noted a t 100 f t i n t e r v a l s a l o n g l i n e C , From t h e s e n o t a t i o n s i t i s seen t h a t a s p e c i f i c s h e a r s t r e n g t h cannot be a s s i g n e d t o owe type o f muskeg, For example, pure F muskeg can have a s h e a r s t r e n g t h of 295 psf a t one p o i n t and 470 psf a t a n o t h e r p o i n t o n l y 100 f t d i s t a n t , Type F I i n t h e t e s t l a n e s v a r i e s over t h e range 300 t o 500 p s f , I t should a l s o be noted t h a t t h e Bine of lowest average s h e a r s t r e n g t h has some s e c t i o n s of g r e a t e r s t r e n g t h than does t h e h i g h e s t average s h e a r s t r e n g t h l i n e , Obviously t h e n , t h e s e l a n e s cannot be r i g o r o u s l y compared Nor c a n t h e v e h i c l e r e s u l t s be so compared, The two s e t s of d a t a , v e h i c l e and s h e a r vane, have been handled on an average t o average b a s i s , Shear s t r e s s v a l u e s used i n c o r r e l a t i o n c a l c u l a t i o n s a r e a n a r i t h m e t i c average of t h e observed s h e a r vane d a t a , The v e h i c l e drakrbar performance shorn i n f i g s 3 t o 7 , however, was a r r i v e d a t by drawing a Bine through t h e most commonly o c c u r r i n g v a l u e s , Wild p o i n t s were t o t a l l y i g n o r e d " The spread i n t h e v e h i c l e d a t a d i d however r e f l e c t t h e spread i n t h e s h e a r vane d a t a . A few v e h i c l e d a t a p o i n t s from t h e l i n e C a r e a s h i g h a s t h e h i g h e s t from l i n e A and v i c e v e r s a , This i s taken a s a n i n d i c a t i o n t h a t i f a t r u l y homogeneous muskeg l a n e could be found t h e v e h i c l e d a t a spread would be n e g l i g i b l e , Also a n e x a c t c o r r e l a t i o n could probably thew be e s t a b l i s h e d between t h e s h e a r vdne and v e h i c l e d a t a . A t e n t a t i v e c o r r e l a t i o n i s p r e s e n t e d i n t h i s r e p o r t , For t h e p r e s e n t t h e s h e a r vane has proved t o be a t l e a s t a v a l u a b l e q u a l i t a t i v e sampling t o o l , It has shown a reason o t h e r t h a n random e r r o r f o r t h e v a r i a t i o n i n t h e v e h i c l e d a t a under supposedly i d e n t i c a l conditions.
E:

CORRELATION OF S E R VANE W I T H VEHICLE TESTS HA

S u f f i c i e n t d a t a were a v a i l a b l e from s h e a r vane t e s t s t o d e s c r i b e t h e s h e a r / s t r a i n clrrve from zero s t r a i n t o t h a t a t which peak s h e a r s t r e s s occurs However, t h e s h e a r vane t e s t s were n o t c a r r i e d t o t h e p o i n t where decreasing s t r e s s ~~7as contitnuously d e f i n e d a s t h e s t r a i n continued p a s t t h i s peak, Data were a v a i l a b l e f o r s h e a r s t r e s s a f t e r t h e muskeg had been

d i s t u r b e d by two complete revolaitioams o f t h e s h e a r v a n e . I t h a s been assumed t h a t t h i s l a t t e r v a l u e i s t h e s h e ~ r t r e n g t h of f u l l y d i s t u r b e d s muskeg It seems most p r o b a b l e t h a t t h e s h e a r l s t r a i n curve beyond t h e peak s t r e s s would be concave upward becoming a s y m p t o t i c t o a s t r a i g h t l i n e through t h e d i s t u r b e d s h e a r ~ r a l n ~ e
A n a t t e m p t was made t o c o r r e l a t e t h e d a t a from l i n e C and l a n e VI. S e v e r a l assumptioxms of t h e s t r a i n i 4 , t which t h e f u l l y d i s t u r b e d v a l u e i s approached were t r i e d . For e c h tsia.1, c n l c ~ l l a . t i o n s t r a i g h t l i n e r e l a t i o n a s h i p between peak and f u l l y d i s t ~ n r b e ds t ~ e ~ s t r e n g t h was a l s o assumed, ir Based on t h e s e assumptions a t h e o r e t i c a l c u r v e o f drawbar p t ~ l l vs t r a c k s l i p was c a l c u l a t e d . A c o r r e l a t i o n crnrve ( F i g , 5) i s produced by as sum^i n g t h a t t h e downhill s i d e o f t h e curve i s ,a s t r a i g h t l i n e of such s l o p e t h a t t h e f u l l y d i s t u r b e d val.ue wa.s approached a f t e r 3 7 . 6 i n c h e s of s t r a i n T h i s i s t h e s t r a , i n r e s u l t i n g from t ~ m cornpl.ete revolrltiows of t h e s h e a r v a n e , There i s some doubt t h a t the fully d i s t u r b e d v a l u e s r e p o r t e d were, i n f a c t , t h e lowest t h a t might be reached i n t h e s u r f a c e . mat. The s h e a r s t r e n g t h a t t h a t s t r a i n must f o r t h e p r e s e n t be c o n s i d e r e d t o be a n assumpt i o n , The d e t a i l s of t h i s c r e ' l c ~ ~ l a t l o n e shown i n Appendix A , ar

A s shown i n t h e f t g r ~ r c ? ,t h e c o r r e l , s t . i o n i s q u i t e good a s concerns t h e shape of t h e c u r v e - T h i s c u r v e can be made t o n e a r l y c o i n c i d e w i t h t h e v e h i c l e t e s t v a l u e s showah i f movement: r e s i s t a m e , amounting t o 4 , 2 0 0 pounds a t 2 0 t o 3 0 p e r c e n t s l . i p s ,and t o 1800 pounds a t 80X s l i p a r e s u b t r a c t e d from t h e t h e o r e t i c a l curwe" T h e s e chosen v a l u e s of e x t e r n a l motion r e s i s t a n c e a r e compatible w i t h t h o s e ci+%carl.a.tedfrom t h e d a t a d i s c u s s e d i n s e c L . tion. C .
Although t h e shape of t h e c u r v e i s c o r r e c t i t cannot b e s t a t e d t h a t a p o s i t i v e c o r r e l a t i o n h a s been e s t a b l . i s h e d . . There remqins t h e poss i b i l i t y t h a t n e t t r a c t i o n can b e f u r t h e r irnpraved. I f t h i s c a n i n f a c t b e accomplished by i n c r e a s i n g g r o s s t r a c t i o ~ a t h e r t h a n by r e d u c i n g exr t e r n a l motion r e s i s t a n c e t h e c o r r e l a t i o n wfll become i n v a l i d , C o r r e l a t i o n could be r e - e s t a b l i s h e d i n t h r e e ways: 1, a p p l y a c o n s t a n t of p r o p a r t i o n a l i t y , l e s s t h a n 1; o r 2 , show t h a t t h e shape o f t h e s h e a r s t r e n g t h v s s t r a i n c u r v e i s s i g n i f i c s n t 1 . y di5fc::rev.t t o ti;lat assumed i n t h e a n a l y s i s o f App. A ; o r 3 , show t h a t t h e p r e s e n t s h e a r vane does n o t develop t h e f u l l s h e a r s t r e n g t h of t h e mat. Extern3.k motion r e s i s t a n c e can o n l y be reduced by changes i n t h e tmjor dimensions of t h e t r a c k . For p r a c t i c a l d e s i g n r e a s o n s t h e r e q u l r e d changes a r e n o t an a c c e p t a b l e approach., Gross t r a c t i o n , however, can be increased h y a chagge i n g r o u s e r h e i g h t o r shape i f t h e r e g ~ n l s rg r o u s e r i s n o t p r o v i d i n g optimram g r i p i n t h e muskeg mat
L t h a s been shown f o r o t h e r s o i l s t l ~ a tt h e optimum g r o u s e r d e p t h i s t h r e e t o f o u r i n c h e s . Optimwn g r o u s e r sps.ci~agi s about t h r e e t i m e s t h e g r o u s e r d e p t h . The modified t x a c k had ; pit.& of 8 i n c h e s b u t t h e g r o u s e r i d e p t h i s o n l y one inch,. A f u r t h e r improvement i n performiorce might t h e n b e t,.xpected by t h e a d d i t i o n of m o r e a g g r e s s i v e g r o u s e r , For example, i f t h e 8 in,ch p i t c h i s t o be contir?i~.ied 2 4 inches deep g r o u s e r should be a : f i t t e d , Excessive t e l i r i n g o F t h e m a t n i g h t of c o u r s e be caused by t h e deeper grorrser ., From o h s e r v a t i n - ? of t h e f i e l d t e s t s t h i s i s n o t e x p e c t e d to be t h e c : ! * s e . . A b r i e f t e s t prrPgr.=rm could qsiick'ly p r o v i d e d a t a t o o p t i m i . z e pt:>rform;;lnce and m 9 t d e t e r i o r c n ti.nrn..

S i n c e t h e r e a p p e a r s t o be a p o s s i b i l i t y of f u r t h e r i n c r e a s i n g g r o s s t r a c t i o n i t i s obvious t h a t f u t u r e s h e a r vane work w i l l have t o be done v e r y c a r e f u l l y The s h e a r s t r e n g t h v s s t r a i n c u r v e must be f u l l y and a c c u r a t e l y e s t a b l i s h e d . Also i t must be r i g o r o u s l y demonstrated t h a t t h e s h e a r s t r e n g t h o b t a i n e d by t h e s h e a r vane i s t h e maximum a v a i l a b l e from t h e muskeg s u r f a c e m a t . CONCLUSIONS

It i s concluded from t h e d a t a p r e s e n t e d t h a t :

1. The p r e s e n t work and t h a t p r e s e n t e d p r e v i o u s l y i n d i c a t e s t h a t t h e performance of a v e h i c l e on o r i n muskeg i s q u a l i t a t i v e l y t h e same a s t h a t of a v e h i c l e i n any o t h e r s o f t o r l o o s e media, be i t c l a y , s a n d , o r snow, I t must t h e r e f o r e b e concluded t h a t t h e g e n e r a l p r i n c i p l e s of v e h i c l e d e s i g n a l r e a d y e s t a b l i s h e d f o r o t h e r media and of t h e s c i e n c e of s o i l mechanics a r e d i r e c t l y a p p l i c a b l e t o muskeg;
2 . A t l e a s t a p r e l i m i n a r y c o r r e l a t i o n between s h e a r s t r e n g t h a s measured w i t h t h e s h e a r vane and n e t v e h i c l e t r a c t i o n h a s been e s t a b l i s h e d . The c o r r e l a t i o n depends on two a s s u m p t i o n s ;
3 . As long a s s u f f i c i e n t b e a r i n g c a p a c i t y i s a v a i l a b l e t o p r e v e n t u l t i m a t e s i n k a g e of t h e v e h i c l e t h e n e t t r a c t i o n of t h e v e h i c l e can p r o b a b l y b e p r e d i c t e d from t h e s h e a r s t r e n g t h s f t h e muskeg s u r f a c e mat;

4 . A second c o r r e l a t i o n between t h e s h e a r vane and v e h i c l e performance h a s been e s t a b l i s h e d through t h e u s e of t h r e e l a n e s of v a r y i n g s h e a r s t r e n g t h which produced c o n s i s t e n t n e t t r a c t i o n v a r i a t i o n s w i t h i n t h e a c c u r a c y of t h e t e s t method;
5 . The s h e a r vane a s used i s n o t c a p a b l e of d e v e l o p i n g s u f f i c i e n t informat i o n on s h e a r s t r e n g t h of muskegs t o p e r m i t a b s o l u t e c o r r e l a t i o n w i t h v e h i c l e t e s t r e s u l t s . Continuous r e a d i n g of t h e s t r e s s s t r a i n c u r v e i s r e q u i r e d from z e r o s t r a i n q n t i l a s t r a i n i s reached beyond which t h e r e i s no f u r t h e r d e c r e a s e of s t r e s s ;
6 . The s h e a r s t r e s s v a l u e s r e p o r t e d a r e p r o b a b l y s t r a i n r a t e dependent. I t h a s been shown i n p r e v i o u s work (4) t h a t t h e n e t t r a c t i v e performance o f a v e h i c l e i s a l s o s t r a i n r a t e dependent. To o b t a i n t h e b e s t p o s s i b l e c o r r e l a t i o n i t may b e n e c e s s a r y t o make r e p e t i t i v e r e a d i n g s of t h e s h e a r s t r e n g t h a t v a r i o u s s t r a i n r a t e s . These v a l u e s would t h e n b e a p p l i e d t o t h e s t r a i n r a t e beneath t h e v e h i c l e t r a c k s a t v a r i o u s a b s o l u t e t r a c k s p e e d s , each t o each:
7 . The removal of o n e - h a l f of t h e t r a c k g r o u s e r s s i g n i f i c a n t l y improves t h e m o b i l i t y of t h e Scout Truck;
8 . Reducing t h e number of g r o u s e r s must r e s u l t i n b e t t e r u t i l i z a t i o n of t h e a v a i l a b l e s h e a r s t r e n g t h of t h e muskeg through a b e t t e r i n t e r l o c k between t h e g r o u s e r b a r s and t h e muskeg mat f i b r e s ; 9 . Types F I , F and I muskegs do n o t p r e s e n t a n insurmountable b a r r i e r t o v e h i c l e t r a v e l . T h i s c o n c l u s i o n i s f u r t h e r s t r e n g t h e n e d by o p e r a t i o n of t h e same v e h i c l e i n a n o t h e r FL muskeg which was much d e e p e r , had a

l e s s w e l l developed s u r f a c e mat and had much lower s h e a r s t r e n g t h a t d e p t h t h a n t h a t used f o r t h e instrumented v e h i c l e t e s t s ; 10. S u f f i c i e n t i n f o r m a t i o n has been developed t o show t h a t t h e p e r f o r mance of f u t u r e v e h i c l e s can be compared w i t h t h a t from o t h e r v e h i c l e s measured a t a n o t h e r time and p l a c e . The s h e a r vane d a t a w i l l provide the link; 11. T h i s machine i n t h e o r i g i n a l form i s underpowered f o r o p e r a t i o n i n t y p e s F I , F & I muskeg. RECOMMENDATIONS
I t i s recommended:

1. That a power-driven r e c o r d i n g s h e a r vane be b u i l t and used i n muskeg f o r t h e purpose o f determining t h e f u l l s t r e s s / s t r a i n c u r v e ; 2 . That a few f u r t h e r v e h i c l e t e a t s be run i n c o n j u n c t i o n w i t h t h e :tbove d e s c r i b e d s h e a r vane t o improve t h e c o r r e l a t i o n between t h e o r e t i c a l and a c t u a l v e h i c l e performance;
3. That a more r a t i o n a l approach be t a k e n t o t h e d e s i g n and development o f v e h i c l e s b a s e d on t h e a l r e a d y e x i s t i n g knowledge and a r t a s determined f o r v e h i c l e s f o r u s e i n o t h e r media,

4 2

REFERENCES

1. RADFORTH, N, W, A Suggested Classification Of Muskeg For The Engineer Technical Memorandum No,24 National Research Council Associate Committee on Soil & Snow Mechanics Cttawa May 1952

THOMSON, J. G,, Vehicle Mobility Performance In Muskeg - A Preliminary Report Proceedings Of The Fourth Muskeg Research Conference Technical Memorandum No.54 National Research Council Associate Committee on Soil & Snow Mechanics Ottawa August 1958 (Republished: Oil in Canada, Aug. 4 , 1958)

3. WYLD, R. C. A Further Investigation Into The Engineering Properties Of Muskeg University of Alberta, School of Graduate Studies Edmonton October 1956

4. THOMSON, J , G,,
A Study Of Some Factors Influencing Vehicle Mobility In Snow D. Eng. R. Report 1 Defence Research Board Directorate of Engineering Research Ottawa December 1957

BIBLIOGRAPHY (1) BEKKER, M. G . A Practical Outline Of The Mechanics Of Automotive Land Locomotion Land Locomotion Research Laboratory Detroit Arsenal Detroit June 1955 BEKKER, M. G , Theory Of Land Locomotion The University of Michigan Press Ann Arbor

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BEKKER, M, G., NUTTALL, C. J., AND FINELLI, J. P. Wheels Vs Tracks For Military Vehicles Reports 483, 484 and 485 Experimental Towing Tank Stevens Institute of Technology Hoboken March 1953 Traction As Influenced By Soils And Their Condition SAE National Tractor Meeting Mi lwaukee September 1946

( ) GROSS, W. A, , AND ELLIOTT, A. D 4

(5)

KAMM, W.~I. E. Vehicles In Snow And Bog Technical Report F-TR-2132 ND Headquarters Air Materiel Command Wright Field Day ton February 1947

(6)

MICKLETHWAIT, E. W. E, Tracks For Fighting Vehicles School of Tank Technology Military Collegk of Science Chobam Lane Chertsey TERZAGHI, K, Theoretical Soil Mechanics New York

July 1944

(7)

1944

e* ;

FIG. l a - SCOUT CAR

FIG. I b - SCOUT TRUCK

( Thomacan)

TABLE OF SHEAR STRENGTH -p.s.f.

FIG. 2 - T E S T L A N E LAYOUT OCT. 1958 V E H I C L E T R I A L S

( Thornson)

(Thomson)

TRACK S L I P - %
(Thornson)

- - -

E F F E C T ON DRAWBAR PULL OF DOUBLING TRACK PITCH

I

, 4 1 1

COMPARISON OF THEORETICAL AND TEST RESULTS I

TRACK

SLIP

-%
FIGURE 5
(~homson)

L2:

4000

3000

EFFECT OF MUSKEG SHEAR STRENGTH ON DRAWBAR PULL OF VEHICLE WITH DOUBLE PITCH TRACK

2000

1000

Speed - 3 2 incheshec. Date -October 1958

- TEST SPECIFICATIONS Vehicle - Scout truck Weight -8936 Ibs. Media - Type FI Muskeg (Lines A , 8 E\C)

I II
1 0

Oo

20

30

40

50

60

70

80

90

100

TRACK

SLIP - %

APPENDIX A
CALCULATION OF THEORETICAL PERFORMANCE

The c a l c u l a t i o n of t h e o r e t i c a l performance o f t h e Scout r r u c k i s based on t h e s h e a r s t r e n g t h v s s t r a i n diagram shown below The d o t t e d p o r t i o n of t h e c u r v e i s assumed Some p a r t s o f t h e curve have been modified t o s t r a i g h t l i n e s f o r convenience of c a l c u h a t i o n . To make t h e c a l c u l a t i o n , o n l y t h e t r a c k c o n t a c t l e n g t h of 90 i n c h e s . t h e a b s o l u t e t r a c k speed of 32 5 i n / s e c and t h e p e r c e n t t r a c k s l i p a r e r e q u i r e d Track s l i p i s chosen a t convenient i n t e r v a l s .

A 1 1 c a l c u l a t i o n s a r e summarized i n t h e t a b l e below The r e s u l t s of t h e s e c a l c u l a t i o n s a r e shown on f i g u r e 5 o f t h e report.

% -.-- Slip

Item* Zone - -

A*

I3

T -o t a l -

Calculated Tract ion

*Zones: *Item 1: Item 2 :

Item 3: Item 4:

Refer t o diagram of s h e a r s t r e n g t h v s s t r a i n . The number o f i n c h e s of t r a c k o p e r a t i n g a t t h e a v e r a g e s t r a i n f o r t h e p a r t i c u l a r zone. The average s h e a r s t r e s s i n a p a r t i c u l a r zone. T h i s v a l u e i s modified f o r zone C a t t h e lower s l i p s because t h e r e i s n o t s u f f i c i e n t t r a c k t o extend t o t h e end of t h e zone. The product of Item 1 and 2 i n pound i n c h e s Item 3 d i v i d e d by t r a c k c o n t a c t l e n g t h i n pounds.

S h e l l O i l Company Limited (Commentary by

DOG. Stoneman)

INTRODUCTORY IiEMARKS

During t h e summer of 1958 t h e S h e l l O i l Company of Canada u s e d t h r e e Nodwell T r a n s p o r t e r s t o move a n 8 0 0 0 - f o o t c a p a c i t y d r i l l i n g r i g and a l l n e c e s s a r y s u p p l i e s f o r two e x p l o r a t o r y d r i l l i n g o p e r a t i o n s i n t h e muskeg t e r r a i n of n o r t h e r n Canada. The movie " O p e r a t i o n Muskeg'' shows t h e Nodwells i n u s e on t h e i r f i r s t o p e r a t i o n , S h e l l S t e e n R i v e r 14-29. The S t e e n R i v e r d r i l l i n g l o c a t i o n was l o c a t e d 13 m i l e s west of Mile 273 on t h e Mackenzie Highway a p p r o x i m a t e l y 625 m i l e s n o r t h w e s t of Edmonton. A l l equipment was t r u c k e d t o t h e Mackenzie Highway b a s e camp and t h e n moved i n l a n d by t h e Nodwell T r a n s p o r t e r s . I n l a y i n g o u t t h e Nodwell r o u t e o r i g i n a l p l a n s were t o u s e t h e e x i s t i n g w i n t e r s e i s m i c t r a i l s making d e t o u r s where n e c e s s a r y . However, e a r l y ground r e c o n n a i s s a n c e i n d i c a t e d t h a t t h e e x i s t i n g c u t l i n e s would n o t s u p p o r t t h e r e p e t i t i v e t r a f f i c . The Nodwell r o u t e was t h e n s e l e c t e d from a e r i a l p h o t o g r a p h s . The r o u t e was s e l e c t e d t o f o l l o w t h e more d u r a b l e t y p e s of muskeg and t o a v o i d s e v e r e muskeg, m a j o r s t r e a m c r o s s i n g s , and l o n g s t r e t c h e s of heavy t i m b e r . Two I n t e r n a t i o n a l T 142 c r a w l e r t r a c t o r s w i t h 34 i n c h D t r a c k p a d s , o i l f i e l d winches and h y d r a u l i c d o z e r s were u s e d t o p r e p a r e t r a i l f o r t h e Nodwell T r a n s p o r t e r s . I n t h e muskeg, t r a i l p r e p a r a t i o n p r o c e d u r e was t o ' h i g h - b l a d e " t h e b r u s h and t i m b e r and t h e n compact t h e f a l l e n m a t e r i a l i n t o t h e muskeg s u r f a c e m a t . In t h i s manner two one-way t r a f f i c l a n e s were p r e p a r e d i n each d i r e c t i o n p e r m i t t i n g t r a v e l e a c h way w i t h t h e l a y of t h e f a l l e n t~ material. I n t h e muskeg o n l y t r e e s g r e a t e ~ h a n 6 i n c h e s i n d i a m e t e r were removed from t h e muskeg whil-e on f i r m ground a l l b r u s h and t i m b e r was b u l l d o z e d from t h e t r a i l . The c r a w l e r t r a c t o r s performed v e r y w e l l i n t h i s a p p l i c a t i o n . T h e r e were no m e c h a n i c a l f a i l u r e s and t h e T 1 4 2 ' s were a b l e t o t r a v e r s e a l l D t y p e s of muskeg s u i t a b l e f o r Nodwell t r a v e l . The C u t h b e r t s o n Water B u f f a l o was a l s o u s e d t o p r e p a r e t r a i l . T h i s B u f f a l o was a s c a l e d up v e r s i o n of t h e p r o d u c t i o n model and was powered by a 160 H . P . Leyland d i e s e l . The u n i t was S l t t e d w i t h a c a b l e o p e r a t e d b u l l d o z e r and g i n p o l e s . You w i l l c c e t h e B u f f a l o i n a c t i o n a t t h e b e g i n n i n g of t h e f i l m t o f o l l o w .

The Nodwell 1 0 t o n T r a n s p o r t e r was d e v e l o p e d f o r S h e l l by Bruce Nodwell L t d . of C a l g a r y . The o p e r a t i n g performance of t h e T r a n s p o r t e r was v e r y e n c o u r a g i n g . The 3 u n i t s moved 284 t o n s of r i g , camp, and s u p p l i e s i n 4 5 l o a d s . The a v e r a g e s p e e d o v e r The u n i t s were c a p a b l e of t h e r u n v a r i e d from 5 t o 7 m.p.h. t r a v e r s i n g a l l b u t t h e most s e v e r e t y p e s of muskeg w i t h o u t d i f f i c u l t y and a t what i s c o n s i d e r e d a r e a s o n a b l e speed f o r t h i s t y p e of o p e r a t i o n . However, t h e Nodwell o p e r a t i o n was s e r i o u s l y r e s t r i c t e d due t o m e c h a n i c a l f a i l u r e s . Under c o n t i n u o u s u s e s e v e r a l weaknesses became a p p a r e n t and numerous f a i l u r e s of t h e t r a c k g r o u s e r b a r s , s p r i n g s and a x l e s s u s p e n s i o n system o c c u r r e d . Currently a t e s t program i s underway t o d e v e l o p and t e s t m o d i f i c a t i o n s t o t h e t r a c k a n d s u s p e n s i o n system. T h i s program h a s met w i t h c o n s i d e r a b l e s u c c e s s and i n d i c a t i o n s a r e t h a t t h e m e c h a n i c a l performance i n f u t u r e o p e r a t i o n s w i l l be c o n s i d e r a b l y improved.

Nodwell Transporter on Section o f T r a i l P a r a l l e l i n g Winter Seismic Line ( P h o t o s h e l l o i l Company of C a n a d a L t d . 1

Nodwell 10-Ton Transporter Moving D r i l l i n g Rig Over Muskeg T r a i l ( P h o t o Shell O i l Company o f Cana.da Ltd.. )

AFTERNOON SESSION Section

FORESTRY DRAINAGE
1 0

ASPECTS O MUSKEG AS I T AFFECTS T E F H3

FORESTRY INDUSTRY

W.S. Carlson, Kimberly-Clark Pulp and Paper Co. Ltd., Longlaa, Ont
INTRODUCTION

I would l i k e t o thank t h i s committee f o r t h e o p p o r t u n i t y of being p r e s e n t a t t h i s Conference. C e r t a i n l y m Company and a l l y t h e o t h e r companies i n t h e pulp and paper i n d u s t r y a r e i n t e r e s t e d i n any d i s c u s s i o n s concerning muskeg.

It must be r e a l i z e d t h a t muskeg, a l t h o u g h i t r e s e n t s many is t r a n s p o r t a t i o n problems and may be termed unpleasant 'stuff", s t i l l t h e type of s o i l t h a t grows one of O n t a r i o ' s most valuable pulp s p e c i e s , namely black spruce, This s p e c i e s commands a p r e f e r r e d p r i c e a t any paper m i l l and i s now t h e baokbone of our economy i n t h e p u l p and paper i ~ d u s t r yi n E a s t e r n Canada. C e n t r a l and Northwestern Ontario now produce w e l l over It i s 3,000,000 cords of pulpwood and by-products every year. c o n s e r v a t i v e l y e s t i m a t e d t h a t 40 p e r c e n t of t h i s wood i s obtained from swamp and muskeg a r e a s . Black spruae w i t h i t s h i g h pulping q u a l i t i e s i s a n a t i v e of r e l a t i v e l y low, wet s i t e s , TO h a r v e s t t h i s s p e c i e s then, it i s n e c e s s a r y t o overoome many swamp problems.
U p t o a few y e a r s ago t h e s t a n d a r d p r a c t i c e of o p e r a t i n g t h e s e swamp a r e a s was t o c u t and p i l e t h i s wood on s t r i p r o a d s i n e i t h e r 4-ft o r 8 - f t l e n g t h s s t a r t i n g i n t h e l a t e summer and around t h e end of January. f i n i s h i n g before t h e snow g o t t o o deep Since snow s u b j e c t e d t o c o l d temperatures can be changed from a g r a n u l a r t o a p l a s t i c mass by packing o r r o l l i n g , t h i s pulpwood could t h e n be moved by h o r s e s a n d s l e i g h s t o i t s f i r s t l a n d i n g o r t r a n s f e r point.

From here i n d i v i d u a l s l e i g h s were hooked t o g e t h e r i n t o s l e i g h - t r a i n s and moved by t r a c t o r s or t r u c k s a f u r t h e r d i s t a n c e depending on the l e n g t h of haul. Here a g a i n t h e e l a s t i c q u a l i t i e s of snow were f u r t h e r developed, and from a p l a s t i c mass i t was changed i n t o a s o l i d , f r i c t i o n l e s s mass by t h e s p r i n k l i n g of water over the snow packed surface of t h e main haul roads.

Today t h i s b a s i c method of o p e r a t i n g i n swamp and muskeg has g r e a t l y changed, This o p e r a t i o n a l change has been t h e combined r e s u l t of four main developments:
1 .
A 100 p e r c e n t i n c r e a s e i n man-day

o o s t s over t h e l a s t

10 years 2, Rapid s t r i d e s i n t r u c k and t r a i l e r improvements Increased e f f ioienoy of road b u i l d i n g equipment and wood handling techniques The p e r f e c t ion and u n i v e r s a l use of the one man power saw f o r f e l l i n g and bucking.

3,

4,

O t h e s e f o u r f a c t o r s t h e one t h a t h a s done t h e most towards f mechanization of skidding and inoreased man-day production has been t h e advent of the one man power saw, The c u t t e r now has a t o o l w i t h which he can f e l l 15 cords of wood a day, F u r t h e r he can cut a l l h i s stumps f l u s h with t h e ground and t h i s f a c t h a s opened up t h e p o s s i b i l i t y of u s i n g small t r a c t o r 8 and rubber-wheeled s k i d d e r s i n s t e a d of horses a s prime movers, This was e s p e c i a l l y t r u e of summer highland operations, I n t h e l a s t t h r e e years g r e a t s t r i d e s have been made by a l l t h e companies i n ground skidding techniques, However, t h e sad p a r t of t h i s whole development has been t h a t w s t i l l do not have e a machine t h a t w i l l work econoniioally i n swamps except i n w i n t e r v711en the ground i s blanketed with snow, A t t h a t time c u t t i n g cond1tion.s a r e a t t h e i r worst and man-day production drops m a t e r i a l l y * Nevertheless, i n considering woods operations, there a r e s e v e r a l p o i n t s t o be remembered

1.

The change from s l e i g h t r a i n s t o t r u c k s and t r a i l e r s . The r e l a t i v e l y new p r a o t i c e of bulldozing swamp roads. The e l i m i n a t i o n of hand loading of s l e i g h s by t h e use of new hydraul-lc l o a d e r a , The increased use of small t r a c t o r s i n s t e a d of horses a s prime movers,

2.

3.

4.

5.

The technique of s k i d d i n g t h e wood from t h e stump i n l o n g l e n g t h s t o predetermined t r u c k r o a d s and t h e n c u t t i n g and p i l i n g t h e wood i n t h e r e q u i r e d l e n g t h r e a d y f o r t r u c k haul. This v a r i e s from t h e p r e v i o u s method of c u t t i n g and p i l i n g by hand on s t r i p roads. The a p p l i c a t i o n of ground s k i d d i n g i n t h e swamps i n t h e s m n e r b r i n g s o u t t h e need of t h e swamp skidder. Figures 1 t o 7 i l l u s t r a t e the concepts expressed i n t h i s

paper-. F HISTORY AND IPJPORTANCE O SWAMPS Going back some 10,000 y e a r s t o t h e time of t h e r e c e s s i o n of t h e l a s t g l a c i e r t o i t s p o l a r i c e cap, t h e r e i s no q u e s t i o n but t h a t t h e whole of t h e Northern Hemisphere was completely denuded and c o n s i s t e d of exposed m i n e r a l s o i l s w i t h l a r g e g l a o i a l l a k e s and s u r g i n g mud-swollen r i v e r a. Nature stepped i n and s t a r t e d t o balance and s t a b i l i z e t h e s e a r e a s b a r r e n of p r a c t i c a l l y a l l v e g e t a t i o n . It can be assumed t h a t thousands of y e a r s were f i r s t s p e n t i n b u i l d i n g up t h e p l a n t l i f e on t h e exposed m i n e r a l s o i l s u n t i l f i n a l l y t r e e s were growing on t h e more f a v o u r a b l e s i t e s .
A s time progreesed and t h e l a k e s and r i v e r s found t h e i r boundaries t h e r e were s t i l l many p o o r l y d r a i n e d l a k e s l e f t w i t h no o u t l e t s except d u r i n g h i g h w a t e r p e r i o d s . These l a k e s o r p o t h o l e s v a r i e d i n s i z e from a few hundred square feeti t o many square m i l e s and v a r i e d i n d e p t h from a few i n a h e s t o a s much. a s 30 f e e t .

Nature a t t a c k e d t h i s tough problem from two d i r e c t i o n s . From t h e s i d e s t h e l e a v e s from t h e deciduous and c o n i f e r o u s t r e e s dropped i n t o t h e water and s e t t l e d t o t h e bottom. Decomposition by f u n g i and b a c t e r i a s t a r t e d and organio s o i l s were l a i d down around t h e edges of t h e s e shallow l a k e s . From. t h e s e s o i l s mosses s t a r t e d t o grow o u t towards t h e c e n t r e .

A t t h e same time deep water p l a n t s s t a r t e d t o grow and t h e i r deoompositi.on y e a r by y e a r s t a r t e d o f f t h e l i l y pada, t h e r e e d s and t h e rushes.
Gradually working out from t h e s i d e s t h e mosses were followed by s h r u b s and f i n a l l y b l a c k spruce e n t e r e d t h e p i c t u r e . Black spruce by v i r t u e of i t s a b i l i t y t o expand outward by t h e l a y e r i n g of i t s lower branches g r a d u a l l y c r o s s e d t h e a r e a a s t h e organic s o i l w a s b u i l t up ahead of it. The f i n a l r e s u l t i n t h e more advanced swamps today a r e some of t h e f i n e s t b l a c k spruce s t a n d s i n t h e world. I n t h i s way n a t u r e completely covered over t h e s e o r i g i n a l shallow, p o o r l y d r a i n e d a r e a s of water. T h i s was d.one n o t by dra5.nlng t h e a r e a , b u t by b u i l d i n g a huge sponge up t o and above t h e w a t e r t a b l e .

The q u e s t i o n t o ask i s t h i s the e c onorny of C anada ?

how do t h e s e swamps a f f e c t

Three answers can be r e a d i l y seen

1 .
2.

Swamps, depending on t h e i r s t a g e s of development, a r e c u r r e n t l y producing a t o p q u a l i t y pulpwood. Swamps by t h e i r a b s o r p t i v e powers maintain a balanced run-off of water throughout t h e year. Swamps a r e b u i l d i n g up l a y e r s of organic s o i l yearly. These a r e a s could have g r e a t a g r i c u l t u r a l values i n the future.

3.

CONCLUSIONS
1 .

Since t h i s oonference d e f i n e s muskeg a s those a o i l s which a r e predominantly organio, t h e r e i s no q u e s t i o n but t h a t t h e and w i l l continue t o logging i n d u s t r y has a l r e a d y played p l a y an important p a r t i n overcoming many of t h e swamp problems.

It i s t r u e , up t o t h i s time, t h a t we have remained content t o h a r v e s t t h e s e f o r e st r e sources only i n t h e winter, however, very soon t h e s e swamps w i l l p r e s e n t no g r e a t e r problems than t h o s e t h a t a r e now encountered on any highland s m n e r logging operation. 2 .

It i s hoped, and o f . course only time w i l l t e l l , t h a t one of t h e swamp v e h i c l e s w a r e c u r r e n t l y working with, by v i r t u e e of i t s v e r s a t i l i t y , w i l l not only have an a p p l i c a t i o n i n muskeg but w i l l a l s o prove i t s e l f on mineral s o i l s and rocky t e r r a i n .
F i n a l l y , a l l t h e a s p e c t s of muskeg a r e very important t o a f o r e s $ e r ; t h e y p r e s e n t a challenge t o h i s i n g e n u i t y a s an o p e r a t o r and they a l s o challenge h i s a b i l i t y t o continue t o grow a second crop a f t e r a c u t t i n g operation.

3.

ASPECTS O D I T C H I N G AND DRAINAGE TECHNIQUES F I N M S E AREAS UK G

J . A . Cuthbertson, James A. Cuthbertson Ltd., Biggar, Soot l a n d

The s u b j e c t of d i t c h i n g and d r a i n a g e t e c h n i q u e s i n muskeg a r e a s c o v e r s such a wide f i e l d t h a t i t i s almost i m p o s s i b l e t o d w e l l a t l e n g t h on any p a r t i c u l a r a s p e c t . Muskeg i s not o n l y common t o Canada, b u t t o many o t h e r t e r r i t o r i e s , i n c l u d i n g Great and t h e problem of d r a i n i n g B r i t a i n , Soandinavla and t h e U.S.S.R., t h e s e a r e a s , t o b r i n g them i n t o u s e i n some p r o d u c t i v e c a p a c i t y cannot be e a s i l y answered. F u r t h e r c o m p l i c a t i o n s a r e added, i n t h a t , w h i l e t h i s l a n d i s c l a s s e d under one heading of 'muskeg' t h e r e a r e many t y p e s of muskeg, and e a c h one r e q u i r e s a s p e c i a l t e c h n i q u e i n t a c k l i n g t h e problem of d r a i n a g e . There i s no doubt t h a t an answer can be found f o r eaoh problem, a l t h o u g h t h e s e vary i n r e l a t i o n t o t h e c l i m a t i c c o n d i t i o n s of t h e country, t h e l a n d s t r u o t u r e , and t h e c r o p s which a r e t o be produced. One f e a t u r e emerges from any r e s e a r c h i n t o t h i s problem, and t h a t i s , d r a i n a g e i s a n e s s e n t i a l f e a t u r e of a n y l a n d improvement i n muskeg, whether t h e l a n d improvement i s d i r e c t e d towards a g r i c u l t u r e , I n c r e a s e d y i e l d i n f o r e s t r y produotion, the e x p l o i t a t i o n of m i n e r a l w e a l t h , o r simply t o e n a b l e t r a n s p o r t t o be undertaken over t h e muskeg a r e a s . S t e r l i n g work h a s a l r e a d y been c a r r i e d o u t i n many c o u n t r i e s towards t h e r e o l a m a t i o n of a r e a s covered by muskeg, and t h e a u t h o r h a s been p r i v i l e g e d t o d e a l w i t h a number of a u t h o r i t i e s i n d i f f e r e n t c o u n t r i e s towards t h i s end, p r i n c i p a l l y i n producing maohinery which w i l l u n d e r t a k e t h e requ'lred opera t i o n and a t the same time be a b l e t o s t a y up on t h e t o p of t h e muskeg surfaoe. This l a t t e r f e a t u r e i s q u i t e a f e a t i n i t s e l f . A l l of t h i s work h a s g i v e n t h e a u t h o r a n i n c r e a s i n g enthusiasm towards t h e u l t i m a t e g o a l of b r i n g i n g much of t h i s l a n d i n t o p r o d u c t i v i t y . It i s hoped t h a t some of t h i s enthusiasm can be passed on t o t h o s e a t t h i s meeting. Before d e a l i n g w i t h t h e s p e c i a l problems t o be e n c o u n t e r e d i n Canada, and especially i n t h e n o r t h l a n d a v e r y b r i e f summary w i l l be g i v e n of the two main t y p e s of d r a i n a g e p r a c t i c e d i n B r i t a i n and a number of o t h e r European c o u n t r i e s .

F i r s t l y , t h e r e i s underground d r a i n a g e , normally c a l l e d t i l e d r a i n a g e , because t i l e s l a i d underground a r e t h e u s u a l means of c a r r y i n g the excess water off t h e land. T i l e s are not, hoviever, t h e only means of a c h i e v i n g t h i s t:/pe of d r a i n a g e , a s timber box s e c t i o n s , mole d r a i n s , o r p e r f o r a t e d p l a s t i c pipe can a l l a c h i e v e t h e sarne o b j e c t . This underground d r a i n a g e i s normally used i n land where a g r i c u l t u r a l c u l t i v a t i o n i s under~taken, and provides a m o s t e f f e c t 9 v e means of d r a i n i n g l a n d on w11ich c r o p s have t o be grown. The o t h e r marin system i s open d r a i n a g e , w l ~ i c h , b r i e f l y , means t h a t a n open d r a i n a g e channel i s c u t t o f o l l o w t h e n a t u r a l drainage c o u r s e of the l a n d , and t h e s e open d r a i n s c a r r y o f f t h e s u r p l u s water from t h e land. I n both systems, t h e minor channels a r e l e d i n t o t h e main channels, which, i n t u r n , have a n o u t l e t i n t o s t r e a m s o r r i v e r s .
Next, t h e equiptr~entwhich h a s been designed, and i s now i n u s e , f o r t h e work a l r e a d y mentioned s h a l l be outlined. For t i l e These d r a i n a g e , plough-type ma c h i n e s havo been brought i n t o use. can c u t t h e d r a i n s t o t h e r e q u l r e d depth, l e a v i n g a p r o p e r l y graded t r e n c h , and l a y t h e t i l e s , a s t h e machine t r a v e l s . The tlse of tihis plough has g r e a t l y i n c r e a s e d t h e speed a t which t h i s work can be undertaken, but a c e r t a i n amount o f hand work i s s t i l l r e q u i r e d , and t h e c o s t of the complete o p e r a t i o n 3.s high. SimilarLy, mole d r a i n a g e can now be c a r r i e d out by mechanic81 means, and i n c e r t a i n t y p e s of l a n d proves most e f f e c t i v e , a l t h o u g h t h i s t y p e of draj-nag0 does n o t have t h e l o n g l a s t i n g e f f e c t s of a t i l e systom, b u t i t h a s t h e b e n e f i t of belng l e s s c o s t l y i n t h e i n f t i a l s t a g e s .

I n r e c e n t y e a r s , a most i n t e r e s t i n g development h a s t a k e n p l a c e w i t h t h e p o s s i b i l i t y of u s i n g p e r f o r a t e d p l a s t i c p i p s , i n p l a c e of t i l e s , and experiments havo t a k e n p l a c e a t a number of s i t e s which have proved most s u c c e s s f u l . Again, c o s t has t o be considered, and i t i s hoped t h a t a s t h e c o s t of producing p l a s t i c s can be reduced very considerably, t h e c o s t of l a y i n g p l a s t i c p i p e s underground f o r d r a i n a g e purposes w i l l a l s o be roduced, t o make t h i s s y sten1 more g e n e r a l l y a c c e p t a b l e t o farmers.
On the q u e s t i o n of open d r a i n a g e , machines a r e now i n g e n e r a l use which can c u t t h e l a t e r a l o r minor d r a i n a t a very f a s t r a t e (1 t o 3 m i l e s p e r hour 3 f t d e e p ) , and w i t h most effective results. A s i m i l a r type of plough c a n prepare l a n d f o r a f f o r e s t a t i o n by c u t t i n g d r a i n s (maximum 1 0 f t wide) and p l a c i n g t h e t u r f i n a p o s i t l o n s u i t a b l e f o r r e c e i v i n g t h e young p l a n t s , i n one, two, o r f o u r l i n e s t o each d r a i n , depending on t h e s o i l c o n d i t i o n s , and the need f o r i n t e n s i v e o r l i g h t d r a i n a g e i n t h e area i n question.

For t h e m e c h a n i c a l p r e p a r a . t i o n of main d i t c h e s , p r o b a b l y t h e most e f f e c t i v e machinery f o r t h i s p u r p o s e i s t h e d r a g l i n e which, a l t h o u g h r a t h e r slow i n o p e r a t i o n and c o s t l y t o o p e r a t e , can s t i l l hand13 a g r e a t e r v a r i e t y of c o n d i t i o n s t h a n any o t h e r t y p e of machinsrg i n u s e a t t h e p r e s e n t t i m o , Now, d e a l i n g w i t h t h e problem g e n a r a l l y , a s i t i s a p p l i c a b l e t o Canada, t h e r e i s v e r y l i t t l e e v i d e n c e of t i l e d r a i n a g e work b e i n g undertalcen i n Canada duo, n o doubt,, t o t h e f a c t t h a t t h e r e a r e v a s t a r e a s of r e l . o t Lvel y d r y a p ; r j o ~ ~ l l ~ u r a l land., on which most of t h e c u l t i v a t i o n i s u n d e r t a k e n . The c l i m a t i c c o n d i t i o n s of t h e country- a l s o have a b e a r i n g on t h e f a c t t h a t t i l e d r a f n n g e i s n o t so e s n e n t S - e l a s i t i s i n Europe. Therefore, t h e open d r a i n a g o 1net2iod w i l l be etfiphasTzecJ., which, i n t h e a u t h o r ! s o p j n i o n , i s a p p l i c a b l e t o Canada on a major s c a l e , and which c o u l d be used t o g r e a t a d v a n t a g e i n many a p p l i c a t i o n s .
I t h a s been said t h a t i n Canada a l o n e t h e r e a r e f i v e It i s hundred thousand s q u a r e m i l e s of l a n d c o v e r e d w l t h muskeg. obvious t h a t t h i s problem must be f a c e d i f t h e l a n d i s t o be u s e d t o any a d v a n t a g e .

I t i s a l s o f a i r l y obvious t h a t b e f o r e d r a i n a g e c a n be e f f e c t i v e , i t i s n e c e s s a r y t o have a p r o p e r o u t f a l l t o e n a b l e t h e w a t e r t o be d r a i n e d away, I n many of t h e l a r g o f l a t a r e a s , I t w i l l a p p e a r t h a t t h e r e i s l i t t l e o r no n a t u r a l . f a l l i n t h e l a n d , b u t i t i s obvious t h a t t h e r e must be some f a l l , o r t h e r e would be w a t e r s p r e a d over t h e vrhole a r e a of muskeg, and it m i g h t be c a l l e d t h e Canadian Ocean. The f a c t t h a t t h e r e i s o n l y s l i g h t f a l l i n many a r e a s means t h a t t h e main d r a i n may have t o be t a k e n f o r a number 02 m i l e s O b e f o r e i t , i n t,urn, c a n be d i s c h a r g e d into a suitah1.e r i v e r , b u t i f d r a i n a g e i s t o be u n d e r t a k e n on any scale, t h e f i r s t e s s e n t i a l i s t o a s c e r t a i n what f a l l c a n be o b t e i n e d ,
I n t h i s c o n n e c t i o n , i t i s n e c e s s a r y t o have a s u r v e y of t h e l a n d t c sklow the n a t u r a l r u n of t h e w a t e r , Canada i s f o r t u n a t e i n t h a t much ,of t h i s s u r v e y c a n be u n d e r t a k e n by a e r i a l photography, and muskeg c l a s s i f i e d by t h i s method. There i s no doubt t h a t , i n t h i s con~n.ectilon, D r . R a d f o r t h t s work on t h e a n a l y s i s of s u r f a c e v e g e t a t i o n w i l l add v e r y c o n s i d e r a b l y t o t h e b e n e f i t s t h a t c a n be o b t a j n e d from s u c h a s u r v e y , i n view of t h e f a c t t h a t t h e r e a r e def i n l ~ t ep e c u l i a r i t i e s of p l a n t l i f e a d J o i n i n g a l l . n a t u r a l d r a i n ege channels. The t y p e s o f r e c l a m a t i o n a p p l i c a b l e t o Canada c a n be c ' i - s a s i f i e d i n t o two c a t e g o r i e s , t h e f i r s t b e i n g t h e reel-amation of a r e a s f o r c e r t a i n u s e s , ( f o r example h a r v e s t i n g , p l a n t i n g , t a n k f a r m s , accommodation o f h y d r o - s u b s t a t i o n s , e t c . ) and t h e second t y p e b e i n g l i n e a l - d r a i n a g e f o r t r a n s p o r t , ( p u b l i c h i g h vrays, f o r e s t r y r o a d s , a c c e s s r o u t e s f o r t h e pctroleunz i n d u s t r y , mining e t c . )

D e a l j n g w i t h t h e r e c l a m a t i o n o f d r a i n v g e of an a r e a , i t i s n e c e s s a r y t o s u r v e y t h e a r c a and t o choose t h e e x t e n t and t y p e of muskeg t o be r e c l a i m e d , When c l a s s i f y i r l ~ ;muskeg, i t w i l l be found t h a t t h e most s u i t a b l e t y p e f o r d r a i n a g e i s c o a r s e muskeg, on which r e s u l t s a r e more e a s i l y o b t a i n e d , and a t g r e z t o r speed. F i n e g r a n u l a r t y p e s of muskeg a r e more d i f f i c u l t t o d r a i n , and r e t a i n t h e w a t e r f o r a l o n g e r per:lod, w i t h t h e r e s u l t t h a t r u n o f f and s u b s e q u e n t s k ~ r i n k a g eof t h e l a n d i s a v e r y much s l o w e r process, The f i r s t s t e p i n r e c l a i m i n g t h e a r e a i s t o c u t a main d r a i n t o t a k e away t h e s u r p l i l s water; b r a n c h i n g o u t from t h i s These s u b s i d i a r y main d r a i n , t h e mPnor d r a i n a g e c h a n n e l s a r e c u t . o r minor d r a i n a g e c h a n n e l s may have t o v a r y i n d i r e c t i o n , i n o r d e r The minor c h a n n e l s w i l l t o g a i n t h e n a t u r a l f a l l of t h e l a n d . have t h e a b i l i t y t o t r a p t h e s t r e a m s which a r e $ e n o r a l l - y h i d d e n i n t h i s t y p e o f l a n d , b u t which a r e slowly' p e r c o l a t i r l g t h r o u g h t h e l a n d , By t r a p p i n g t h e s e s t r e a m s , and t a k i n g them t o t h e main o u t f a l l , t h e c o n t i n u a l s p r e a d of' w a t e r on t h e muskeg i s e l i m i n a t e d , and a f t e r a r e a s o n a b l e t i m e , t h e major r e a s o n f o r t h e a r e a b e i n g muskeg w i l l . be r e t a r d e d , The q u a n t i t y o f l a t e r a l d r a i n s i s d a t e r m l n e d e n t i r e l y by t h e n a t u r e of t h e muskeg, and i t w i l l be found t h a t , i n t h e c o a r s e t y p e of muskeg, f e w e r d r a i n s w i l l have t o be c u t , I n f i n e g r a n u l a r muskeg, v e r y i n t e n s e d r a i n a g e w i l l be r e q u i r e d , e s p e c i a l l y i f t h e l a n d i s t o be b r o u g h t i n t o a g r i c u l t u r a l u s e , b u t i t w i l l be found t h a t , a f t e r d r a i n a g e , t h i s g r a n u l a r t y p e of muskeg i s t h e most f e r t i l e l a n d which can be o b t a i n e d , The Holland marsh a r e a d e s e r v e s m e n t i o n a s a n e x c e l l e n t example of t h e t y p e o f l a n d which can be o b t a i n e d a f t e r muslteg i s properly drained. I n r e f e r r i n g t o t h i s reclamation p r o j e c t the a u t h o r pays t r i b u t e t o t h e Dutch inunigrants who undertoolr t h i s work, Another f e a t u r e of a r e a l d r a i n a g e which c a n p r o b a b l y be of t h e g r e a t e s t u s e t o Canada a t p r e s e n t i s t h e dra.inage of huge t r a c t s oP f o r e s t l a n d , where s t r e a m s which have been o b s t r u c t e d have s p r e a d o v e r v a s t a r e a s , and have, i n f a c t , c r e a t e d t h e s e muskegs. I f p r e l i m i n a r y d r a i n a g e c h a n n e l s were r u n t h r o u g h many of t h e s e a r e a s , t h e muskeg would g r a d u a l l y d i s a p p e a r and t r e e growth would improve t o a v e r y g r e a t e x t e n t . A s well. a s t h e a d v a n t a g e s t h a t c o u l d be o b t a i n e d from i n c r e a s e d and improved f o r e s t products, t h e r e i s the o t h e r important advantage i n t h a t t h e t r e e growth g i v e s n a t u r a l c o v e r t o t h e l a n d , and t h e f a c t t h a t a t r e e c a n t r a n s p i r e a c o n s i d e r a b l e tonnage of w a t e r , t h r o u g h i t s l e a v e s (400 t i m e s i t s own d r y w e i g h t ) and would a s s i s t t o a v e r y g r e a t e x t e n t i n the t r a n s p i r a t i o n of excess moisture, Now, t o t u r n t o t h e e q u a l l y i m p o r t a n t problem of l j n e a r d r a i n a g e , i n r e l a t i o n t o t r a n s p o r t r o u t e s e t c . Again t h e f i r s t preliminary of t h i s work i s a n a e r l a l s u r v e y , and from i n f o r m a t i o n

gained from t h i s survey, r o u t e s can be planned t o o b t a i n t h e most s a t i s f a c t o r y means of t r a v e l between two p o i n t s . I n t h j s survey, d r a i n a g e l a y o u t should be borne c l o s e l y I n mind, a s i t h a s been n o t i c e d t h a t i n many a r e a s of Canada, where s t r a i g h t r o a d s have been c o n s t r u c t e d f o r f a s t t r a f f i c , t h e problems of d r a i n a g e have I t i s agreed t h a t i t i s n o t been given s u f f i c i e n t c o n s i d e r a t i o n . most convenient t o d r i v e on a s t r a i g h t r o a d , b u t it has o f t e n been observed t h a t a t v a r i o u s p o i n t s n a t u r a l d r a i n a g e c h a n n e l s have been o b s t r u c t e d by t h e s e r o a d s , and one would wonder i f s l i g h t d e v i a t i o n would n o t have been worth while. Such deviat i o n would e v e n t u a l l y save tremendous c o s t where t h e proposed r o a d s t r i k e s a n a r e a of muskeg. While t h e r e would be some a d d i t i o n a l c o s t i n l e n g t h of c o n s t r u c t i o n , t h i s would be j u s t i f i e d when i t i s c o n s i d e r e d how much could be saved on maintenance c o s t s of such r o a d s , Many examples of r o a d s r u n n i n g s t r a i g h t t h r o u g h muskeg p o c k e t s have been observed w i t h no runway channels cu% a t r i g h t a n g l e s t o the road. Invariably the practice i s t o c u t p a r a l l e l d r a i n s a l o n g s i d e t h e r o a d , w i t h o u t adequate o u t f a l l b e i n g provided f o r t h e s e d r a i n s . I n some c a s e s , i t would be n e c e s s a r y t o c u t t h e s e r i g h t - a n g l e d d r a i n s f o r some c o n s i d e r a b l e d i s t a n c e , b u t t h i s i s n e c e s s a r y i f c o n t i n u a l maintenance on the r o a d s i s t o be reduced.
I t s h o u l d a l s o be borne i n mind, tha't i f t h e m o i s t u r e cont e n t i n t h e muskeg can be reduced by 10, 15 o r 2 0 p e r c e n t by d r a i n a g e , t h e b e a r i n g s t r e n g t h of t h e muskeg w i l l be i n c r e a s e d enormously.

A example must be noted h e r e of a r o a d produced i n t o a n n It o i l w e l l s i t e i n t h e Hay River a r e a , f o r summer o p e r a t i o n . was found t h a t 75 p e r c e n t of t h i s r o a d was q u i t e r e a s o n a b l e , and b u i l t on f i r m l a n d without dralinage, b u t t h e remainder had t o be taken over small muskeg p o c k e t s and l a n d where n a t u r e 1 d r a i n a g e channels were a l r e a d y i n e x i s t e n c e . The r o a d was c u t s t r a i g h t through and consequently many of t h e s m a l l d r a i n a g e c h a n n e l s were blocked when t r a n s p o r t s t a r t e d u s i n g t h i s r o a d , Since t h e r o a d s u r f a c e sank a f t e r i t had been brought i n t o use, due t o t h e t r a f f i c r u n n i n g over t h i s a r e a , i n s e c t i o n s t h e r o a d became a p a r t i a l canid1 and t h e blockage of the d r a i n a g e a h a n n e l s allowed Unf'ortunately, t h e t h e water t o s p r e a d a l o n g t h e r o a d s u r f a c e . g r e a t e r t h e amount of t r a f f i c on t h i s r o a d , t h e worse t h e condit i o n s became. T h e r e f o r e , i t i s s u g g e s t e d t h a t d r a i n a g e should be a prime c o n s i d e r a t i o n when a new road i s being formed, o r when d i f f i c u l t y i s being e x p e r i e n c e d w i t h a n e x i s t i n g road. With t h e advent of

s p e c i a l i z e d machinery t o o p e r a t e on v e r y s o f t c o n d i t i o n s , a l l i e d t o the f a c t t h a t d r a i n a g e equipment can now undertake t h i s work a t a v e r y f a s t r a t e , t h e c o s t and speed of u n d e r t a k i n g t h e s e d r a i n a g e o p e r a t i o n s i s n o t n e a r l y s o s e r i o u s a s i t would f i r s t appear. These remarks i n r e g a r d t o m a i n t a i n i n g no t u r a l d r a i n a g e on r o a d s does n o t o n l y r e f e r t o p u b l i c highways b u t a r e e q u a l l y a s i m p o r t a n t f o r mining, h y d r o - e l e c t r i c , and p i p e l i n e r e q u i r e m e n t s . F i n a l l y , i t must be r e p e a t e d t h a t t h e r e i s no e a s y answer t o t h e problem of d r a i n a g e , b u t the a u t h o r has y e t t o e n c o u n t e r a d r a i n a g e problem which i s unanswerable, and t h e advantages which can be o b t a i n e d from overcoming t h e s e problenls must be v e r y obvious t o a l l Canadians.
A s i n d i c a t e d a t t h e beginning of t h i s paper t h e main ob j e a t i v e has been t o g i v e a g l o s s a r y of t h e work involved i n d r a i n a g e schemes, and the b e n e f i t s which w i l l be a c c r u e d from t h i s work. I t i s emphasized t h a t t h e r e i s no u n i v e r s a l method a p p l i c a b l e t o a l l . problems, b u t i n d i v i d u a l problems have t h e i r respective solutions.

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Section

GZNEHAL DISCUSSION
M r . H a r r i s o n (Manitoba Paper company) c a l l e d upon D r . N.W. Radf o r t h t o d i r e c t t h e g e n e r a l d j . s c u s s i o n on t h e p a p e r s and other pertinent topics. M r . MacFarlane ( N a t i o n a l Research C o u n c i l ) asked M r . Bra~vnert o s n l a r g e upon h i s comments r e l a t i n g t o a f i l l of muskeg p r o v i d i n g i t s own d r a i n a g e c h a n n e l around t h e p e r i p h e r y of t h e M. Brawner (B.C. Department of Highways) r e p l i e d t h a t when r fill. t h e l o a d i s a p p l i e d t o the muskeg, d e f l e c t i o n i n t h e s u r f a c e mat p r o v i d e s a n a t u r a l d r a i n a g e channel a l o n g t h e edge of t h e f i l l . He a l s o r e i t e r a t e d h i s o p i n i o n t h a t when a dynamic l o a d i s a p p l i e d t o p e a t i t w i l l d e f l e c t more when i t i s d r a i n e d t h a n when it i s s a t u r a t e d . I t i s f o r t h i s r e a s o n , t h e r e f o r e , t h a t t h e B.C. Department of Highways recornmends a g a i n s t d r a i n a g e . S e v e r a l q u e s t i o n s were t h e n d i r e c t e d t o M r . Brawner a b o u t the m a t t e r of d r a i n a g e , i n c l u d i n g a q u e s t i o n r e g a r d i n g t h e h i g h water l e v e l i n M r . Bra~vnerreplied t h e f i l l m a t e r i a l a s a r e s u l t of no d r a i n a g o . t h a t there i s n a t u r a l l y a c e r t a i n reduction i n the shear s t r e n g t h T h i s i s an of t h e g r a n u l a r base c o u r s e a s i t becomes s a t u r a t e d , i m p o r t a n t f a c t o r c e r t a i n l y , b u t no s u r f a c e f a i l u r e h a s e v e r been a t t r i b u t e d t o t h e g r a v e l base c o u r s e . Dr. Radforth r e f e r r e d t o t h e d e s i g n a t i o n f o r t y p e s of f a i l u r e s of r o a d s over muskeg by M r . McEwen (Department of Highways, O n t a r i o ) , namely: "slider", "folder" and " s i n k e r v . M r . C u t h b e r t s o n (J.A. Cuthbertson ~ i m i t e d ) ointed p o u t t h a t any s o i l can be made t o flow i f t h e w a t e r c o n t e n t i s increased sufficiently. I n h i s opinion, i t i s b a s i c t h a t the n a t u r a l s o i l should be d r a i n e d . V i b r a t o r y f o r c e s t r a n s m i t t e d t o a waterA reduction f i l l e d base w i l l l e a d t o d e t e r i o r a t i o n of t h a t base. i n w a t e r c o n t e n t w l l l r e s u l t i n h i g h e r s h e a r s t r e n g t h . He s a i d he knew of no c o u n t r y where d r a i n a g e i s n o t c a r r i e d o u t i n muskeg a r e a s , wi,th t h e p o s s i b l e e x c e p t i o n of n o r t h e r n Canada. M r . Brawner r e p l i e d t h a t i t i s d e s i r a b l e t h a t t h e s u r f a c e l a y e r be not broken. I n addition, considerable care i s taken t h a t the f i l l material i s good g r a n u l a r m a t e r i a l which i s h i g h l y permeable and a f f e c t e d v e r y Dr. Radforth r e f e r r e d t o M r . l i t t l e by i n c r e a s e d w a t e r c o n t e n t . Brawnerls remarks r e g a r d i n g t h e l i m i t e d v a l u e of c o n s o l i d a t i o n t e s t s i n e v a l u a t i n g t o t a l s e t t l e m e n t , comparing i t t o M r . Anderson1 s s t a t e m e n t about t h e a p p l i c a t i o n of b a s i c s o i l mechanics t e c h n i q u e s Mr. f o r d e t e r m i n i n g t h e e n g i n e e r i n g c h a r a c t e r i s t i c s of p e a t . Brawner r e p l i e d t h a t i t was n o t h i s i n t e n t i o n t o imply t h a t t h e c o n s o l i d a t i o n method i s i n e f f e c t i v e i n p e a t . However, i t i s s l i g h t l y d i f f e r e n t i n t h a t t h e primary and secondary phases of c o n s o l i d a t i o n r d i f f e r from t h o s e of m i n e r a l s o i l s , M. Anderson ( U n i v e r s i t y of ~ l b e r t a )s a i d t h a t t h e d i f f i c u l t y was r e a l i z e d of i n t e r p r e t i n g

l a b o r a t o r y r e s u l t s w i t h r e g a r d t o what a c t u a l l y happons i n t h e f i e l d . H b e l i e v e d t h a t socondsry c o n s o l i d a t i o n p l a y s a major e p a r t i n t h e s e t t l e m e n t of a f i l l on muskeg; s e c o n d a r y c o n s o l i d a t i o n b e i n g d e f i n e d a s t h a t c o n s o l i d a t i o n o c c u r r i n g a f t e r d i s s i p a t i o n of pore p r e s s u r e . I n h i s t e s t s , consolidation continued a f t e r the d i s s i p a t i o n of pore p r e s s u r e (which r e q u i r e d o n l y two d a y s ) i n a s t r a i g h t l i n e on a log-tima curve. I n t h e c a s e of s e t t l e m e n t p l a t e s which were i n s t a l l e d under a t a n k farm i n muskeg i n t h e Pembina o i l f i e l d of A l b e r t a , t h e i n i t i a l s e t t l e m e n t toolr p l a c e i n a m a t t e r of d a y s and h a s s i n c e o c c u r r e d i n a s t r a i g h t l i n e r e l a t i o n s h i p on a s e t t l e m e n t vs. log-time curve. L a b o r a t o r y t e s t s i n d i c a t e t h a t s e c o n d a r y c o n s o l i d a t i o n i s dependent upon t h e t y p e of o r g a n i c material. However, i n F I muskeg w i t h a h i g h w a t e r t a b l e and v e r y decomposed p e a t , c o n s o l i d a t i o n i s c h i e f l y primary. D r . R a d f o r t h t h e n c a l l e d upon M r . Brako (Manitoba Department of ~ i g h w a y s )t o comment on r o a d c o n s t r u c t i o n over muskeg i n Manitoba. M r . Brako p o i n t e d o u t t h a t most of t h e r o a d s b u i l t over muskeg i n Manitoba have been c o n s t r u c t e d by t r i a l and e r r o r methods. It has been found t h a t where r o a d s were b u i l t t o r i d e muskeg i t t a k e s t h r e e t o f i v e y e a r s t o c o n s o l i d a t e t o t h e p o i n t where t h e t r a v e l l i n g p u b l i c a p p r e c i a t e s i t . With r e f e r e n c e t o economic f a c t o r s , he t h o u g h t t h a t i t i s v e r y d i f f i c u l t t o e s t i m a t e t h e economic a d v i s a b i l i t y of b u i l d i n g a r o a d over muskeg, p a r t i c u l a r l y f o r a c c e s s r o a d s , many of which a r e b u i l t a s a r e s u l t of p u b l i c p r e s s u r e and economics a r e n o t a b a s i c c o n s i d e r a t i o n . Mr.. S i l v e r s i d e s ( ~ b i t i b i Power and P a p e r ) q u e r i e d M r . McEwen a b o u t t h e r o a d c o n s t r u c t i o n p r a c t i c e i n t h e a r e a west of Cochrane, O n t a r i o , where Highway 1 i s 1 b e i n g r e c o n s t r u c t e d . He had t h e i m p r e s s i o n t h a t c c u n t e r w e i g h t f i l l s a r e b e i n g p l a c e d a t t h e t o e s of t h e main roadway f i l l . h . McEwen k s a i d t h a t t h i s was n o t so. Mr. P a n t e r ( D e p a r t x e n t of Highways, O n t a r i o ) i n e n l a r g i n g upon M r . McEwenls answer, r e f e r r e d t o t h e T h i s involves c o n s t r u c t i o n method i n use i n n o r t h ~ r nO n t a r i o . excavating a trench, then b a c k f i l l i n g w i t h granular material. The p e a t which had been c a s t t o one s i d e d u r i n g t h e e x c a v a t i o n p r o c e s s i s t h e n p u l l e d back t o a 1:l s l o p e from t h e roadway s h o u l d e r . T h i s e l i m i n a t e s u n s i g h t l y p i l e s of p e a t a l o n g t h e roadway,
D r o R a d f o r t h wondered i f , due t o t h e d i f f e r e n c e i n t r a f f i c l o a d s , it i s n o t u n f a i r t o compare one highway t o a n o t h e r i n a s s e s s i n g r o a d performance. M r . Brawner r e p l i e d t h a t t h e r e a r e s o many v a r i a b l e s i n v o l v e d t h a t i n t h e i r e v a l u a t i o n program i t w a s d e c i d e d t o s t a r t from t h e g e n e r a l and work toward t h e p a r t i c u l a r . IFr. MacFarlane a g r e e d t h a t t r a f f i c l o a d i s a v e r y i m p o r t a n t v a r i a b l e b u t p o i n t e d o u t t h a t i t was n e c e s s a r y t o s t a r t by assuming t h e same t r a f f i c l o a d f o r a l l r o a d s under i n v e s t i g a t i o n , M r . MacFarlano was a s k e d i f any of t h e r o a d f a i l u r e s n o t e d i n h i s r e p o r t had been where t h e muskeg was e x c a v a t e d . Ivlr. MacYarlane r e p l i e d i n t h e n e g a t i v e e x p l a i n i n g t h a t i n v e s t i g a t i o n s were made o n l y of t h o s e s e c t i o n s of r o a d " f l o a t i n g " on t o p of t h e muskeg.

M r . Hamilton ( N a t i o n a l Research C o u n c i l ) a s k e d M r . Anderson what i s a r e a s o n a b l e s a f e t y f a c t o r i n d e t e r m i n i n g t h e h e i g h t of a n embankment on muskeg u s i n g t h e s h e a r s t r e n g t h o b t a i n e d by a vane tcster. M r . Anderson r e p l i e d t h a t he had o n l y one i n s t a n c e t o draw from ( i . 8 . one embankment, one muskeg, e t c . ) s o i t i s premature t o make any d e f i n i t e c o n c l u s i o n s . However, he recommended a s a f e t y He s a i d he hoped t o f a c t o r of 1.5, below which i t i s dangerous. b u i l d more t e s t f i l l s and t o o b s e r v e more f a i l u r e s t h e r e b y b u i l d i n g M r . Hamilton t h e n a s k e d up a d d i t i o n a l i n f o r m a t i o n on t h i s a s p e c t . i f t h e vane i s a s a t i s f a c t o r y i n s t r u m e n t f o r measuring s t r e n g t h of M r . Anderson r e p l i e d t h a t i t i s peat f o r slope s t a b i l i t y analysis. d i f f i c u l t t o g e t reasonable laboratory r e s u l t s since the s e n s i t i v i t y o f t h e p e a t s t u d i e d v a r i e d from 1.5 t o 1.3, which seems t o be a workable v a l u e i n t h i s c a s e , N e v e r t h e l e s s , he b e l i e v e d t h a t t h e vane i s a u s e f u l t o o l f o r g e t t i n g t h e c r i t i c a l h e i g h t of embankments. M r . Hunt ( c o n s u l t i n g E n g i n e e r ) d e c l a r e d t h a t i n view of t h i r t y y e a r s ' e x p e r i e n c e of b u i l d i n g r o a d s i n n o r t h e r n Manitoba, he b e l i e v e s t h a t M r . C u t h b e r t s o n i s r i g h t w i t h r e g a r d t o h i s o p i n i o n s on d r a i n a g e . He t h o u g h t t h a t i t i s n e c e s s a r y t o g e t t h e d i t c h e s dug, d r a i n t h e s u r f a c e w a t e r away t h e n come i n w i t h machinos and complete t h e r o a d . d e e p muskeg a r e a n e a r Kenora which was d r a i n e d He r e f e r r e d t o a w i t h l o n g i t u d i n a l and w i t h o f f - t a k e d i t c h e s . The tamarack c o v e r was A &!-inoh c l a y embankment was t h e n p u t on a n d used f o r corduroying. t h e r o a d h a s s e t t l e d o n l y 8 i n c h e s i n n i n e y e a r s w i t h no d i f f e r e n t i a l H e r e i t e r a t e d t h a t t h 4 governing f a c t o r i s water; t h e r e settlement. M r . htcEwen p o i n t e d o u t f o r e one should f i r s t g e t r i d of t h e w a t e r . t h a t i t i s t h e m a t e r i a l under t h e p e a t whlch c a u s e s much of t h e T h i s i s u s u a l l y v e r y poor m a t e r i a l a n d c a n n o t be d r a i n e d . difficulty. M r . P a n t e r m a i n t a i n e d t h a t when muskeg i s d r a i n e d i t s t a r t s a d e c o m p o s i t i o n p r o c e s s i n t h e f i b r e s and t h i s d o e s more damage t h a n n o t d r a i n i n g . M r . Hunt r e p l i e d t h a t he s t i l l b e l i e v e d t h a t d r a i n a g e i s v i t a l and primary. M r . McEwen s u g g e s t e d t h a t i f muskeg i s d r a i n e d a f o r e s t f i r e c o u l d come a l o n g , b u r n t h e p e a t , c a u s i n g c o l l a p s e of t h e r o a d . D r . R a d f o r t h c o m e n t e d b r i e f l y on t h e m e c h a n i c a l a s p e c t of changes due t o d r a i n a g e of muskeg a n d t h e drawdown of t h e w a t e r Mr. t a b l e t o a p o i n t a t which o x i d a t i o n of t h e p e a t i s p o s s i b l e . C u t h b e r t s o n remarked t h a t he had n o t meant t h a t d r a i n a g e c o u l d be c a r r i e d o u t i n t h e s u b m a t e r i a l t o a d s p t h e x c e e d i n g 18 i n c h e s t o 2 f e e t f o r t h e water a t the g r e a t e r d e p t h s i s c o l l o i d a l water. Mr. H a r r i s o n c o n s i d e r e d t h a t t h e r e a p p e a r s t o be f o u r a s p e c t s t o t h e problem of r o a d c o n s t r u c t i o n o v e r muskeg:

16-ft

(1)p u b l i c highways i n v o l v i n g a demand f o r permanent h i g h q u a l i t y r o a d s ; ( 2 ) t h e o i l i n d u s t r y r e q u i r i n g a c c e s s r o a d s of a s h o r t tenure;

( 3 ) t h e lumber and f o r e s t r y i n d u s t r y r e q u i r i n g
r o a d s of a much l o n g e r t e r m o f t e n u r e ;

(4) r a i l r o a d s .

D r . Rad.f o r t h t h o u g h t t!ha ;t t h e j.mpor>tance of t h e whole q u e s t i o n of acces:: and c o m ~ u r l i c a t i o n sover l a r g e a r e a s must be f u l l y i * e a l l z e d . M r . Thomscjli ( I m p e l a r I 8 1 O i l L i r n i t e d ) montj.onsd t h a t f o r t , h e l a r g e vehlicle shown i n . t;he S h e l l O i l f i l m I t i s pol.nLless t o b u i l d a r o a d on w h i c h t o d r i v e t h e v e h l . c l e , T h l s would l-nvolve spencling a l a r g e sum of money t w i c o . The proc.!edur.e now i s t o a c t u a l l y a v o i d r o a d s which con.tri.bu.te t o the d e t e r b o l a a t i o n of t h e machine. On o c c a s i o n , i t h a s been n e c e s s a r y t o go sav-e1.81 m i l e s o u t of t h o way tn a v o i d tlaavellj.ng on r o a d s , D r . Hadfor'l;h observed t h a t muskeg shou.ld be r e g a r d e d a s a n a s s e t s i n c e t h e u.so of o r g a n i c t e r r a i n from a n engineering p o i n t of view i s now d e f i n i t e l y a possibility, Elo wondcrod about t h e sol.ution of t h e problem of t h e ready. a v a i l a b i l i t y of muskeg v e h i c l o s and s u g g e s t e d t h a t one of t h e d i f f i c u l t i e s a t p r e s e n t i s - t h a t t h e r e may n o t be enough v e h i c l e s t o f i l l t h e d.emand a 3 t h e pace of n o r t h e r n duvelopment i s a c c e l e r a t e d . Those p r e s e n t r e p r e s e n t i n g companies mnnuf a c t u r i n g muskeg a c c e s s v e h l c l e s a s s u l B e d D r . Radf o r t h t h a t v e l ~ i c l e s c a n be produced w i t h i n a r e a s o n a b l e t i m e a s t h e deniancl warran'tn. Pr. Powell ( I n p e r i a l O i l Lirnlted) a s k e d Ki. Cut1-~bertson f any of i t h e d r a i n a g e machines m.entl.oned i n h i s p a p e r were a v a i l a b l e i n Canada. M r . C u t h b e r t s o n r e p l f e d t h a t t h e r e Vie1.e no machines of t h i s t y p e now a v a i l a b l e i n Canada b u t p o i n t e d o u t t h a t I~ewfoundland h a s been v e r y a c t i v e i n t h e d r a i n a g e of muskeg and h a s a l a r g e number of machines f o r t h i s purpose. M r . StonenIan ( S h e l l . O i l company) conrnented on t h e ti.me e l e m e n t i n v o l v e d i n moving i n t o t h e area i l l - u s t r a t e d i n the film. H s a i d t h a t t h i s o p e r a t i o n was s u c h e a s h o r t - t e r m c o n s i d e r a t i o n t h a t t h e p o s s i b i l i t y of abandoning t h e s i t e c o m p l e t e l y i n a s h o r t t i m e made i t unnecessary t o t h i n k of more t h a n a n a b s o l u t e min-lnlwn of r o a d c o n s t r u c t i o n . M r . Hsrnstock ( I m p e r i a l O i l L i m i t e d ) a g r e e d t h a t t h e pe.tr*ol-eurn i n d u s t r y c a n n o t He a f f o r d t o spend more t h a n a n a b s o l u t e minfmuun on a c c o o s r o a d s . p o l n t e d o u t t h a t t h e a v e r a g e of s u c c o s s i n w i l d c a t d r i l l l n g i s one T h J . s means t h a t on1.y one r o a d must well i n t e n t o fourteen t r i e s . Vehicles f o r be b u i l t i n f o u r t e e n t r i o s f o r a p r o d u c i n g w e l l . year-round u s e a r e , t h e r e f o r e , a b e t t e r investrnant t h a n a n a c c e s s r o a d t o a d r y h o l e , M r . Elemstock f u r t h e r o b s e r v e d t h a t he h a s been t o a l l t h e Muskeg C o n f e r e n c e s t o d a t e and remarked on t h e change i n t o n e of t h e p r e s e n t Conference, A t e a r l i s r Conferences, t h e tone was v e r y p e s s i m i s t i c . He c o n s i d e r e d t h a t a netlr p h a s s h a s now- been e n t e r e d and r e s u l t s a r e b e i n g o b t a i n e d l e a d i n g t o a good sound e n g i n e e r i n g a p p r o a c h t o muskeg problems. H l o o k e d forvgard t o e s i m i l a r l y h e l p f u l conferences i n f u t u r e years

M r . Harrnison moved a v o t e of t h a n k s t o Doan A.E. hlacdonald f o r making t h e facilities a v a i l a b l e f o r t h e IJusltag Conference.

The s e s s i o n was a d j o u r n e d a t 5:00 p a .

LIST O THOSE PRESETU'T AT TFE FIFTH MUSKEG RESEARCH COKFERENCE F W D E D Y 4 MARCH 1959 E NS A ,

A t tendance by Area

Scot l a n d

United S t a t e s

3
Yukon

S t . Paul, Minn. Minneapoli a, Mnn. Los Angeles, C a l i f .

Whitehorse Northwe s t T e r r i t o r i e s

2 Ontario

Montreal

Ottawa Tor o i ~ t o Hamilt on Longla c F o r t William Manitoba

54

Winnipeg F o r t Garry Pine F a l l s S t , Boniface S t , James Transcona

Saskatchewan

Reginn Sa skatoon

Alberta
24

Calgary Edmont on Banff Turner V l l e y a

B r i t i s h Columbia

North Vancouver Viot o r i a Vedder Crossing P0 ..

109 T o t a l a t t e n dance from outside the N.R e C

M r . Fo Aimone, Cyanarnid of Canada Ltd., Toronto, Ontario

M r . K.O. Anderson, Department of C i v i l Engineering, U n i v e r s i t y of Alberta, Edmonton, Alberta. M r . FM .. Angebrandt, S h e l l O i l Coo Canada, Ltdo, Calgary, Alberta.

M r . E.Ho Balchen, Dept, of Health and Public Welfare, 320 Sherbrook S t r e e t , Winnipeg 2 , Manitoba

Prof. A , Baracos, Dapt. of C i v i l Engineering, U n i v e r s i t y of Manitoba, Winnipeg, Manitoba

IMP. J.A. Dept. of Province V5Iinni peg,

Nv.

Barr, Clines and N a t i o n a l Resources, of Manitoba Manitoba l

-y ,8 t Beatson, West, h Avenue Calgar Alberta

GR ..

1134

Prof. Q.P.

Beley,

I ? r r ~ o r t . r t i o n t of C i v i l Engineering,

',: i r>n!ps : , Manitoba ;

ITniv,.,--zil;y of Manitoba,

Lt-Col. H.D. Berry, Command Engineer, Headquarters P r a i r i e Comrnand, F o r t Osborne Barracks, Winnipeg 9, Manitoba.
Fb C.R. v. Bickel, S h e l l O i l Co. Canada, Ltd.,

M r . 1V.S. Carlson, Kimberly-Clark P u l p and Paper Co. L t d . , Longla c Ont a r 10.

Calgary, A l b e r t a

N . A.B. Connelly, r Dept of Northern A f f a i r s and N a t i o n a l Resouroes, Ottawa, O n t a r i o .

M r . P.L. Blackwell, Phoenix Assurance Co. Ltd., Toronto, Ontario.

I'k. S o Block, c/o Drainage Branch, Dept. of P u b l i c Works, L e g i s l a t i v e Bldg., Winnipeg, Manitoba

M r . J.A. Cuthbertson, James A. C u t h b e r t s o n Ltd., Biggar, L a n a r k s h i r e , Scotland. M r . C.L. Davies, Department of P u b l i c Works, 705 Commercial Bldgo, Winn.ipeg 1, Manitoba.

M r . J.J. B o u l a i s , Department of N a t i o n a l Def enoe, R O C.A.F., Ottawa, Ontario.

M r . A.W. Braine, Manitoba Fore s t S e r v i c e , 469 Broadway Avenue, Wirmipeg, Manitoba

M r . HE .. Dishaw, 2804 2 5 t h Avenue, Regina, Saskatchewan.

M r . A. Douglas, 281 E n n i s k i l l e n Avenue, Winnipeg 4, Manitoba.

M J.W. r . Brako, D i s t r i c t Engineer, Highways Branch, Rm 311, L e g i s l a t i v e Bldg., Winnipeg, Manitoba

M r . G.C. Drake, c/o Canada C r e o s o t i n g Co. Ltd., Box 39, Wanscona, Manitoba.
Mr. P. Dufort, Department of P u b l i c Works, Room 303, L e g i s l a t i v e Bldge, Winnipeg, Manitoba.
M r q W.Be Ehrlich, Department of S o i l s , U n i v e r s i t y of Iflani toba, Winnipeg, Manitoba.

M r . C O O . Brawner, Department of Highways of B r i t i s h Columbia, V i c t o r i a , B.C

M W.C. r . Bridcut, . , 1603 c e n t r e st. N Calgary, A l b e r t a .

M r . C. J. Broughton, Highways Branch, Province of Manitoba, Winnipeg, Manitoba

M r . E.J. Evancoe, 3050 1st S t . SoWo, Calgary, A l b e r t a .

M r . F.C. Brownridge, S p e c i a l Assignments Engineer, Q.ueens Park, Room 2631, Parliament Buildings, Toronto, O n t a r i o .

Miss J e a n Evel, Department of Biology, McMaster University, Hamilton, O n t a r i o .

D r . R.S. Farnham, Department of S o i l s , U n i v e r s i t y of Minnesota, S t . Paul, Minnesota. M r . T o C . Fenton, S u p ~ ) ? > t rig ~ n g i n s e r , 9 ~i. E n g i n e e r i n g S e r v i c e s DLvision, Department of Northern A f f a i r s and N a t i o n a l Resources, Box 729, Banff, A l b e r t a ,
- I -

M r . GoH. H o l l i d a y , S h e l l O i l Coo, 1008 Wost S i x t h S t r e e t , Los Angeles, C a l i f . M r . D,T. Terminal Canadian Winnipeg, Holloway, Const., N a t i o n a l Railways, Manitoba

Mr.

G m J o Foley, Defence C o n s t r u c t i o n 266 Graham Rvenu.e, Winnipeg 1 Manitoba. ,

Nio

(1951)

Ltdo*

M r . SnC. Hoae, Woods Depto, Manitoba Paper Coo Ltd., Pine F a l l s , Manitoba, M r . HIE. Hughes, Petroleum Engineer, Union O i l Co. o f C a l i f o r n i a , 112 Crown Bldg., Edmonton, A l b e r t a ,

C.L. F r a s e r , Home O i l Co. Ltdo, Turner Valley, A l b e r t a

M r . A n Grant, 712 Adamdell Crescent, E a s t Kildonan, Winnipeg 5, hlanitoba , M r . E. Grimwood, D i e s e l and E n g i n e e r i n g D i v i s i o n , Canadian Car Coo Ltd., Box 160, Montreal, Po&. Mr. M o Gysi* 1 Orchid Rpts., 1 11.8 S c o t t S t r e e t , Winnipeg, Manitoba.
Ni. R.A.

M o r WoHe Hunt, a 33 Maplewood Avenue, Winnipeg, Manitoba ,

MI?; J S . , Janieson, Dominion Fore s t r y Branch, 813 Dominion P u b l i c Bldg., Winnipeg, Manitoba.

M r . W.E. Janke, S o i l s Department, LTniversity of I'lanitoba, Winnipeg 9, Manitoba

813 Dominion P u b l i c B u i l d i n g ,

Haig,

M r . KM .. J a r d i n e , h'lgl~way Branch, s P r o v i n c e of Manitoba, Winnipeg, iliani toba

Winnipeg 1, Manitoba,
Mr.
J.M.

.
.

Dean R.M. Hardy, U n i v e r s i t y of A l b e r t a , Edmonton, A l b e r t a

M r . W.C. Harrison, Pine F a l l s , Manitoba

813 Dominion P u b l i c Bldg.,

Jarvis,

Viinnipog, Manitoba
h1r.

JOE. K e l l e t t , Department of P u b l i c Works, 10225 1 0 0 t h Avenue, Edmonton, A l b e r t a ,

I a n B o Henderson, 82 Crowson Bay, Winnipeg, Manitoba

Mr.

M. W.G. Kostsn, r 737 8th Avenue West, Cnignry, A l b e r t a .

M r . H , A . Krentz, c/o JIJ,L. Wardrop and Assoc., 456 ~ q o t r e~ a m o~ v s n u e , Winnipeg, Manitoba,

Mr.

L. M i l l i d g e , Elm P w k Road, VJinnipsg 8, 1:Iani toba

56

lllr;. TH .. Lackie, Department of H e a l t h and P u b l i c Welfare, 320 Sherbrook S t r e e t , lriinnipog 2, 1.lanitoba.

M r . A.G. M o f f a t t , Hadd.%nDavis a n d Brovrn (Man.) Ltd,, 503 Avenue Bldg., 265 P o r t a g e Avenue, Winnipeg, Manitoba.

M r . J.D. Lindsay, Researcll Council of A l b e r t a , U n i v e r s i t y of A l b e r t a , Edmonton, A l b e r t a .

lip. J.D. Mollurd, J.D. Mollard and A s s o c i a t e s , 616 h?cCaI.lum H i l l Bldg., Regina, Saskatchewan.

M r . J.S. Moore, Pan American Petroleum Corp,, 5007 10l+th S t r e e t , Edmonton, A l b e r t a .

Macdonald, Dean of Engine o r i n g and Architecture, University of Manitoba, Winnipeg, W n i t o b a . M r . P. McDougall, Powell Equipment Co. Ltd., F o r t Garry, Manitoba

Dp. A.E.

M r . K.L. Morton, Dept. of T r a n s p o r t , No. 3 Hangar, Stevenson F i e l d , Winnipeg, Manitoba.

M r . J. Neeser, Horrie O i l Co. Ltd., 304-6 Avenue West, Calgary, A l b e r t a .

M r . M, McEwen, Departmsnt of Highways, Room 2602, 3 a s . t Block, P a r l i a m e n t Buildj-ngs, Toronto, O n t a r i o ,

M r . B. Xodnell, North King Equipment (Canada ) Ltd., 3715 Ed.monton T r a i l , Calgary, A l b s r t a ,

M r , T.K. No:t*bury, Midv,re s t Diamond D r i l l i n g , 866 King Edward S t r e e t , S t . James, Manitoba.

Mr. JH .. Province Highways Winnipeg,

McGuirk, of Manitoba, Sranch, Manitoba,

M r . J.A. McLean, A i r Torce Headquarters, Bldg. 16, V i c t o r i a I s l a n d , Ottawa, Ontario. Maduke, 269 E. Rockland Road, North Vancouver, B.C.
hIr,

M B.C. Nowlan, r . B e l l Telephone Co. Canada, Montreal 1, P.Q.

M, Y . . Ohrnor, r JE 306 Lindsay Building, Wj.nnipeg 2, Manitoba.
Mr.

B.1.

M r . T.C, Main, Canadian-British Engineering Consultants, 46 E l g i n S t r e e t , Ottawa, O n t a r i o .

R...4. P a n t e r , O n t a r i o Dept of Highways, 1825 Arthur S t r e e t , F o r t Will-iam, O n t a r i o .

A r A.M. q.

Pepper, 467 u n i o n s t a t i o n , Winnipeg, Yanitoba.

I\'ir. 1:V. P o r c l ~ a l u k , M i d w e s t D-iaulond DrPI-ling Co., 866 King Fci-uard S t * , Winnipeg 12, Marlltoba.

R e N a Slmrpc, b 3 t e r i n l a and R e s e a r c h Znginoor, Dopar tment of P u b l i c Works, 303 L e g i s l a t i v e Bldg,, 1Winnipt3g 1, I ~ I a i l l t o b a ~

Fk !.

?,lr. L.E. P r a t t , S o i l s Departrnent, U n i v e r s i t y of Manitobn, Winnipeg, Rlanitoba.

D r . N.W. Radf o r t h , Department of Biology, MM s t e p U n l v o r s l t y , c a Hamilt on, 0nt;ario.
~,b. . \ V ~ M . Reeve, R Honolulu O i l Corp., 320 7 t h Avenue West, Calgary, A l b e r t a

EIW S h e a r e r p Sa s k a t c h o n a n Department o f Hi ghvra y n Rog i n a Sa ska t c h a ~ ~ a n *

Mrn

M r . C .R. S i l v c j r s i d e s , A b i t i b i Powor and P a p e r Co. I,tde, 408 U n i v c r s l t y Avonuo, Toronto, O n t a r l o r Mr.

!!Im i n a l , S T r i a d 051 Co. Ltd., Triad. B u i l d i n g , 535 7 t h Avonus SOW., Calgary, Alberta.

M r . GJ .. Sladek, Underwood McLellan, Sa ska t o o n , Sa sic. M r . J.A. Smith, Brooks Equipment Ltd., rdinnipeg, Manitoba
I@. R.E. Smith, S o i l s Depnrt~nent, University of Manitoba, Winnipeg, Manitobo

hqr.

455

J.C. Roblnson, Ainslie Streot, Winnipeg, Man1t o b a

Mr. 1JJ.G. Robinson, Asst. S u p e r v i s i n g Enginesr, En&-noering S e r v l c e s D l v i s i o n , Departrnent of N o r t h e r n A f f a i r s and N a t i o n a l Resources, Box 729, B a n f f , AlborLeo
L.O. Rowland, Editor, O i l i n Canada, 365 Bannatyne Avenue, !;'innipcg 2, Manitoba.

Mr.

I & .

A.B. Sparling, Department o f Health and P u b l l c Wolfare, 320 Shorbrook S t r e e t , Winnipeg 2, Manitoba.

hTr.

M r . A. Rutka, A c t i n g M t o r i a l s and Researoh a Engineer, D e p a r t r n ~ n t of Highways, D o n n s v ~ e aB u i l d i n g , ToronCo, O n t a r i o .

DOG. Stonernan, S h e l l O i l Company,

BOX

186,

Edmonton,

Alberta.

M r . 0.J. S t o r s a t e r , Department o f N a t i o n a l H e a l t h and Wolfaro, 208 Provencher Avsnuo, S t . Boniface, M a n i t ~ b a ~

2-3-2, P o r t GRPPY Court, ::!fnnipeg 1, Manitoba

I:?.

FOR. S c r a s e ,

hro J.G.

Th~l~nson~ I m p e r l a l 0 1 1 Limi.ted, 300 9 t h Avenuo West, Calgary, Alborta

A , R , Ygilson, Departtnonh of P u b l i c W o ~ k s , Room 303, T,cgLslative Bldgs., Ydinnipag , Mani t oba

blr,

Mr. J.P. \VaLsl~, Do~a.,?tmont of P u b l i c Works, B O ~ 787, Yellowknife, N.W.T.

M r . J.N. Warrener, Department of H e a l t h a n d P u b l i c Welfare, 320 Shorbrook S t r e e t , k i n n i p o g 2, Manitoba.

Ivk. W,E. Winnltog, T o r , Smith S t , a n d 7 t h Avenue, Regina, Saskatcheli?un.

I&, C o H o Wren, Detsnce C o n s t r u c t i o n Ncm P o s t O f f i c e , Vf i n n i p e g M n i t oba a

(1951) Ltd.8

M r . B. West, S t a n d a r d Asro Engine Ltd., Wimlipog, Manitoba.

M r . A.A. WrTght, Department of P u b l t c Works, Highways D i v i s i o n , BOX 1084, Whitehorse, Y.T.

Capt. R b C . Wyld, RCSFe'B O f f i c e r s Mess, Carnp C h i l l i w a c k , Vedder C r o s s i n g P.O.,

M r . G o C . Wheeler, Hudson's Bay O i l and Gas Co. Ltd., Edmonton, A l b e r t a .

Whltte, Department of Chemical E n g i n e e r i n g , University of Minnesota, I n s t i t u t e of Technology, M i n n e a p o l i s 1 4 Minn. 1,

B.C.

Yi. R.G.

Mr. Yeom~ns~ Underwood McLollan and Assoc., Box 539, Saslcat oon, Saskatchetvan. M r . F e D o Young, De a r t m e n t of Highways, 1 7 0 Pombina Highway, Winnipeg, Manitoba

M r . M.B. Whitehead, Highways Branch, Department of P u b l i c Works, 20111 Henderson Highlvay* R.R.3, Winnipeg, Manitoba.

J.F. Willock, Horne O i l Co. Ltd., Turner Valley, Alberta.

IW.

M r . F. Z immsrhl, R i c h f i e l d O i l Corp., 320 7 t h Avenue, Calgary, Alberta.

From N a t i o n a l Hesearoh C o u n c i l , D i v i s i o n of Building Research

J.J.

Hamilton

Mr.
Mr.

IC ..
J.A.

MacFarlane Pihlainon