United States Department of Transportation
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Alternative Title:Cone penetrometer comparison testing : work plan
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Edition:Work plan.
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Abstract:The work plan and experimental design are developed around aiding engineers and geologists within the
Wisconsin Department of Transportation to understand the mechanisms controlling cone penetration test
results so that they can decide when the testing method is appropriate for use, know how to design an
appropriate exploration program, and rapidly interpret the results of the tests for more efficient and
reliable engineering. When initially gaining experience with the use and interpretation of the cone
penetration test, one will notice sharp contrasts in measured parameters with depth. These sharp contrasts
indicate changes in soil behavior due to insertion of a cone of a given diameter at a given rate. Figure 4
shows a vertical profile of measured CPT parameters at the Wakota Bridge site in Minneapolis, MN (data
from Mn/DOT). The left most plot is the corrected cone tip resistance [qt=qc+(1-an)u2, where an is the area
ratio of the penetrometer], and the friction ratio, or ratio of sleeve friction to cone tip resistance (Fr =
fs/qt·100), is plotted instead of fs as Fr is more indicative of changes in soil type. Dashed horizontal lines
are included in the profile to indicate major changes in CPT measurements, and thus materials that behave
differently due to insertion of a penetrometer. The differences in each layer will be discussed primarily in
relation to drainage conditions, with ‘undrained’ behavior associated with clayey soils, and ‘drained’
behavior associated with sandy soils.
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