rut-resistant composite · pavement, and the overall pavement performance. conclusions the...

Report No. COOT -DTD-R-91-4

RUT-RESISTANT COMPOSITE PAVEMENT DESIGN

Donna S. Harmelink

Colorado Department of Transportation

4201 East Arkansas Avenue Denver. Colorado 80222

Final Report

July 1991

Prepared in cooperation with the

U.S. Department of Transportation Federal Highway Administration

The contents of this report reflect the views of

the author who is responsible for the facts and

the accuracy of the data presented herein. The

contents do not necessarily reflect the official

views of the Colorado Department of Transportation

or the Federal Highway Administration. This report

does not constitute a standard, specification, or

regulation.

i

Technical Report Documentation Page

1. Report No. CDOT-DTD-R-91-4

2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle Rut-Resistant Composite Pavement Design

5. Report Date July, 1991

7. Author(s) Donna S. Harmelink

9.Performing Organization Name and Address Colorado Department of Transportation 4201 E. Arkansas Avenue Denver, Colorado 80222

12. Sponsoring Agency Name and Address Colorado Department of Transportation 4201 E. Arkansas Avenue Denver, Colorado 80222

15. Supplem~ntary Notes

6. Performing Organization Code HPR A/1465A/11.065

8.Performing Organization Rpt.No. CDOH-DTD-R-91-4

10. YOik Unit No.(TRA!S)

11. Contract or Grant No.

13.Type of Rpt.and Period Covered Final Report

14. sponsoring Agency Code

Prepared in cooperation with the U.S. Department of Transportation, Federal Highway Administration

16. Abstract

The main objective of this study was to evaluate the ability of a new asphalt composite pavement design to economically reduce rutting on asphalt pavements. In addition~ the longevity of the pavement was to be assessed by determining the durability and permeability of the seal, its resistance to moisture damage in the lower layers of the pavement, and the overall pavement performance.

Conclusions The performance data does not support the use of the rut-resistant

composite pavement design. Although there were only a few failures due to stripping, the extent of the failures were significant enough to warrant discontinuing the rut-resistant composite pavement design.

The failure mechanism in the RRCP was not due to rutting or ~racking, but appears to be directly associated with stripping caused by hydrostatic pressure immediately below the PMSC layer. The conditions which are present when stripping occurs are heavy traffic, high temperatures, and the presence of moisture.

17. Key Yords Plant mixed seal coat, PMSC, Composite pavement, permeability, rut-resistant

18. Distribution Statement No Restrictions: This report is is available to the public through the National Information Service, Springfield, Virginia 22161

19. Security Classif. (of this report) 20. Security Classif.(of this page) 21. No. of Pages 115

22. Price Unclassified Unclassified

i i

TABLE OF CONTENTS

Page

section Number

I. Introduction ................................... 1

II. Objective ...................................... 2

III. site Selection ................................. 2

IV. Pre-Construction Evaluation criteria ........... 4

V. Construction -- ~eneral ........................ 5

VI. Post-Construction Evaluation -- Summaries ..... l0

VII. Conclusions ................................... 22

VIII. Implementation ................................ 23

Figure

Number

1

2

3

4

LIST OF FIGURES

Title

Page

Number

site Location Map .................. . ........... 3

Project/Environmental Information For:

C470, Between Kipling and Wadsworth ........... 19

C470, U8285 to 1-70 ........................... 20

1-70, East of Agate ........................... 21

LIST OF TABLES

Table Page

Number Number

A Rut Resistant Pavement Construction Data . .... 8-9

iii

APPENDICES

Appendix A •.•••••••• Mix Design Specifications

Appendix B •••••••••• Permeability Tests

Construction Information For:

Appendix C •••....••• C470, Between Kipling and Wadsworth

Appendix D .•.•....•. I-76, Between Tennyson and Lowell

Appendix E ..•.••••.. C470, Between US 285 and I-70

Appendix F ...•..••.. US 6, West of Holyoke

Appendix G ....•••••• SH 125, willow Creek Pass

Appendix H .......••. I-70, East of Agate

Appendix I .••••••••• US 50, East of Rocky Ford

Appendix J •••••••••• I-70, East of Debeque

Appendix K •.••...... US 40, East of Hayden

Appendix L ••.•..•... SH 172, South of Durango

iv

I. INTRODUCTION

Historically, the design of asphalt pavements has

been a balance between the needs of pavement stability and

durability. Recently, many Colorado asphalt pavements

have experienced an increase in rutting early in the life

of the pavement. Rutting is caused by a number of

factors. However, with the increase in truck loads and

higher tire pressures rutting appears to be more

prevalent. The magnitude of rutting has contributed to

the premature loss of pavement service and has shifted

design priorities to a more rut-resistant pavement.

In 1987, the Division of Highways revised its asphalt

pavement design to help reduce rutting on Colorado's

pavements. The essence of this design was a high

stability asphaltic mix in the lower layers and a durable

plant mixed seal coat (PMSC) for the top layer.

The stability in the lower layers was increased by

reducing the asphalt content of the design mix. However,

this reduction in the asphalt content was expected to

reduce the durability of the resulting pavement. A plant

mixed seal used for the top layer was expected to

compensate for the reduced durability by preventing the

intrusion of moisture and air into the lower layers.

Together these layers formed an asphalt composite pavement

that was intended to produce a high stability pavement

with a highly durable wearing surface.

1

II. OBJECTIVE

The main objective of the Rut-Resistant Composite

Pavement (RRCP) study was to evaluate the ability of the

new design to economically reduce rutting on asphalt

pavements. In addition, the longevity of the pavement was

to be assessed by determining the durability and

permeability of the seal coat, its resistance to moisture

damage in the lower layers of the pavement, and the

overall pavement performance.

III. SITE SELECTION

In 1987, the Colorado Division of Highways began

incorporating this new asphalt pavement design into all

new construction and rehabilitation projects when the item

quantity for hot bituminous pavement (HBP) was greater

than 1000 tons.

Of the 188 projects constructed with a PMSC between

July 1987 and July 1989 a total of ten sites were selected

for evaluation:

1. C470, between Kipling and Wadsworth, 2 . I-76, between Tennyson and Lowell, 3. C470, between US 285 and I-70, 4. US 6, west of Holyoke, 5. SH 125, willow Creek Pass, 6. I-70, east of Agate, 7. US 50, east of Rocky Ford, 8. I-70, east of Debeque, 9. US 40, east of Hayden, and

10. SH 172, south of Durango.

These sites were selected based on traffic volume and

the different climatic regions in Colorado. sites 1, 2

and 3 are located in Metro Denver. The location of the

sites selected for evaluation are shown in Figure 1.

2

I, I' d II i ~

il , " ; 1

Ii I

J I

M

I':LI ~ ..... ..... CJ

." H :z ~

HVJ.n

3

IE ,.. :z;

J 101 UI

>-. \01 ...,j

!!II c

! ~

~

~ ~ ai :c~ 1)". ....

i I I i i -,-.., ~

,'= i

, -'x 1101

;II

~ 101 :z;

IV. PRE-CONSTRUCTION EVALUATION CRITERIA

For all the sites, excluding new construction and the

site at Agate, pre-construction evaluations were performed

prior to paving. These evaluations included deflection

measurements (Dynaflect), rut depth measurements (six-foot

straight edge), crack mapping and visual observations.

The deflection measurements were taken every 50 feet in

the right wheel path of the driving lane. At most

locations, the rut depth measurements were taken every 50

feet in both the right and left wheel paths of the driving

and passing lanes. On most sites, crack maps were drawn

for the entire length of the test and control sections

except on severely cracked sites. At the severely cracked

sites crack maps were drawn only on the first 100 feet of

the evaluation section. The evaluation sections were 500

to 600 feet long.

The deflection measurements taken during the pre

construction evaluations were used as a baseline and

compared to subsequent evaluations.

During the pre-construction evaluation the location

of the test and control sections were established. The

test section contained the new high-stability design. The

control section contained the design mix used prior to the

incorporation of the new design with PMSC. Asphalt mix

specification for the control and test sections which were

used during the period from July 1987 through July 1989

are found in Appendix A.

Since paving with the RRCP design had begun prior to

approval of this study, two evaluation sites constructed

in the summer of 1987 did not contain control sections

(C470, between Kipling and Wadsworth and I-76, between

Tennyson and Lowell.)

4

v. CONSTRUCTION -- GENERAL

As part of the six-year study into the performance of

the department's asphalt composite pavement design, the

Research Branch developed two tests to evaluate the

permeability of the plant mixed seal coat (PMSC). The two

test methods are described in Appendix B.

During construction, permeability testing equipment

was installed at four of the ten evaluation locations.

Data acquisition equipment (Microloggers) was installed at

some of the locations to continuously record moisture

values. At the remaining locations permeability testing

was only done during the yearly evaluations.

Conventional construction techniques were used in

the placement of the rut-resistant composite pavement.

Photos 1 through 3 illustrates an asphalt paving

operation. A description of each project is found in

Appendices C through L at the back of this report. Also

included in each Appendix is a site map showing the

location of the test and control section at each location.

Table A contains the construction data for each individual

evaluation sites.

5

•

6

PHOTO 1

A paving operation

using windrow

placement.

PHOTO 2

steel-wheeled

roller used for

break down.

7

PHOTO 3

Pneumatic roller

was used prior to finish roller.

TABLE A

Rut Resistant Pavement Construction Data

TEST SECTION CONTROL SECTION

Site Construction Permeabli l ty HBP Design Actual Grade** HBP Design Actual ~ District Dates ~ Thickness %AC %AC ~ Thickness %AC roAC

6 SUllll1er 1987 No 3" 1ST 5.50 5.69 Gr E NO CONTROL SECTION FOR 3" 2nd 5.50 " THIS PROJECT 2" 3rd 5.10 5.34 " 1-1/4" 4th 5.40 5.36 " 3/4" PMSC 7.20 7.26 Type A*

2 6 SUllll1er 1987 No 3" 1st 5.20 4.63 Gr E NO CONTROL SECTION FOR 2" 2nd 5.20 4.51 " THIS PROJECT 2" 3rd 5.20 " 1-1/2" 4th 5.20 "

00 3/4" PMSC 6.60 Type B*

3 6 6/01/88 Yes 9/13/88 3-3/4" 1st 5.00 Gr E 3-3/4" 1st 5.00

3" 2nd 5.00 " 3" 2nd 5.00 2" 3rd 5.00 5.18 " 2" 3rd 5.20 4.98 1-1/4" 4th 5.00 " 1-3/4" 4th 5.20 4.75 3/4" PMSC 6.80 6.07 Type A*

4 4 7/13/88 No 1-1/4" 5.80 6.14 Gr F I 2" 5.70 6.07 3/4" PMSC 6.50 Type A*

5 3 7/25/88 Yes 1-3/4" 5.40 5.49 Gr E 2-1/4" 6.40 6.21 10/22/88 3/4" PMSC 6.30 Type B*

roAC values are unavailable * Rubberized ** Grading specifications are in Appendix A

Site

!!2..:.

6

7

8

9 I.D

10

TABLE A (Cont.)

Rut Resistant Pavement Construction Data

Construction Permeablilty District Dates Test

Summer 1989 No

2 8/15/88 Yes 10/15/88

3 Spring 1989 No

3 Summer 1989 Yes

5 Summer 1989 No

%AC values are unavailable * Rubberized

TEST SECTION

HBP Design Thickness %AC

1-1/2" 5.50 3/4" PMSC 6_20

1·1/2" 6.00 3/4" PMSC 6.00

1-3/4" 5.30 3/4" PMSC

1" 5.30 3/4" PMSC 6.00

1-1/4" 5.90 3/4" PMSC 6.10

** Gradation specifications are in Appendix A

Actual %AC

6.22

4.92

5.04 6.06

5.75 5. 49

Grade **

~

Gr C* Type B*

Gr EX Type B*

Gr E Type B*

Gr E Type B*

Gr E* Type B*

Gr E

CONTROL SECTION

HBP Thickness

2"

2-1/2"

1-3/4"

2-1/4" Northbound Lane 2-1/4" Southbound Lane

Design %AC

6.10

5.50

5.50

5.90

5.90

Actual %AC

6.32

5.51

5.06

5.85

VI. POST-CONSTRUCTION EVALUATION -- SUMMARIES

The first post-construction evaluation was made

immediately following construction. This evaluation

included deflection measurements, rut depth measurements,

core sampling, permeability tests (when applicable), and

visual observations.

After this initial evaluation, follow-up evaluations

were made each spring and fall. Deflections, rutting,

cracking, permeability tests and visual observations were

made in the spring and the cores and additional rutting

measurements were taken in the fall. Beginning in 1990,

the fall evaluations were limited to only rutting and

visual observations. The final evaluation was made in the

spring 1991.

Deflections

Based on the analysis of the deflection data, there

is no significant difference in the load carrying capacity

of the high stability design test section as compared to

the control section. Comparison of the deflection basin

graphs for the test and control sections indicate little

change in the maximum deflections or the load transfer

properties from year to year.

Deflection basin graphs for each evaluation site can

be ' found in the Appendix for each location.

10

Rutting

To date , there is no appreciable rutting in any of

the original rut-resistant pavement design evaluation

sections. There does not appear to be any difference in

the rut measurements between the control and test section.

All the rutting measurements have been in the low severity

range (less than 0.25 of an inch).l

Individual rutting data is located in the Appendix

for each site.

The Agate site is not one of the original evaluation

sections. This site was unique from all the other sites

being evaluated under this study. This site was added

prior to the reconstruction of a RRCP paving project which

failed nine months after construction. It failed due to

severe stripping in the layer immediately below the PMSC.

Since this site was not added to this study until after

the RRCP showed signs of failure , rutting information

found at this location was not included in the rutting

evaluation. The reconstruction project was not a RRCP

design and only a 1000 foot section of the reconstructed

project contained a PMSC. The PMSC section was added for

PMSC performance evaluation purposes only. In the fall of

1990, several months after resurfacing this project for a

second time, the pavement began to show signs of stripping

immediately below the PMSC and it was milled off. The

evaluation at this location was discontinued when the PMSC

was milled off.

11

Cracking

Cracking does not appear to be a significant problem

at any of the evaluation sections. Al l of the projects

containing both a test and control section indicated that

the PMSC reduced surface cracking to some degree.

Individual cracking data summaries are located in the

Appendix for each evaluation site.

Cores

Cores were taken yearly in each evaluation section

and visually inspected for stripping.

At most of the evaluation sites the cores showed

signs of stripping progressing from year to year in the

layer immediately below the PMSC, some sites more severe

than others. A comparison of a core taken in 1990 at the

Debeque location to a core taken in 1991 at the same

location is shown in Photo 4. The core in Photo 5 was

taken from C470 in 1990.

It should be noted that all RRCP projects which have

failed due to stripping had Tensile strength Ratios (TSR)

values meeting or exceeding specifications. Lottman test

values (TSR) as determined by the Department ' s procedures

is not always a good predictor of stripping for lifts

placed immediately below a PMSC. See Appendix A for

Colorado's Lottman procedure.

Permeability Testing

During construction, wires and probes for

permeability testing were placed in both the test and

control sections on a number of selected projects. The

wires were placed between each lift to record the

difference in the moisture readings at each lift. It was

hoped the readings would help determine if moisture was

12

present and if so where it was coming from. Cores taken

at these permeability locations revealed that the PMSC was

permeable and the pavement showed early signs of stripping

in the lift immediately below the PMSC. The presence of

moisture in the cores was in agreement with the data

collected from the permeability equipment installed at the

evaluation locations. Since it had been determined PMSCs

were permeable, permeability testing was discontinued

following a study panel meeting in January 1990.

Visual Observations

Post-construction evaluations also consisted of a

visual observation of the entire project. The type of

stripping failure which this design experienced was

usually noticeable during this evaluation. Typically, the

first visual sign of failure was the appearance of rich

spots on the surface. This failure did not always show up

on the surface of the study evaluation sections. When

cores were drilled in or around these areas, stripping was

found between the PMSC layer and the layer immediately

below the PMSC. As the rich spots spread the magnitude of

stripping increased resulting in severe distress on the

roadway. If failures appeared anywhere within the

project, it was a good indication that cores taken in the

study areas would show the beginning of stripping.

Photos 6 through 10 show examples of the failures on

the C470, between US 285 and I-70 and on the I-70, east of

Agate locations. Photo 9 taken on I-70, east of Agate was

taken before this site was added to this study. Photo 10

was taken after the rehabilitation of the RRCP. This

pavement was not a high-stability (RRCP) design.

13

The final evaluation at the Debeque site showed no

signs of failure on the surface, rutting was low and

cracking was minimal. However, the cores showed signs of

stripping in the layer immediately below the PMSC as shown

in Photo 4.

Three variables which are common to the projects

which failed during this study (and other projects which

have failed around the state) are: the presence of

moisture, high temperature and heavy traffic. All the

failed projects have high rainfall (greater that 3 inches

in a month). All the projects were in high temperature

areas (above 850 F average highs). The high temperature

times usually corresponded with the high moisture times.

It appeared that the volume of traffic controls the

magnitude of stripping. As the traffic volume increases

the time to failure decreases.

Moisture, temperature, traffic and pavement

information for the projects showing failures included in

this study are shown in Figures 2 through 4.

14

15

PHOTO 4

This photo shows

how stripping

progresses. The

core on the left

taken in 1990. The

core on the right

• taken in 1991 at the Debeque

evaluation site.

Note that the top

lift of PMSC is

undisturbed.

PHOTO 5

This photo shows an

extreme case of

stripping below the PMSC. Both __ cor~e~s=-______ __

were taken out of

C470 in 1990.

16

PHOTO 6

C470, US 285 to I-70

The first sign of

the stripping

failure is the

appearance of rich

spots on the

surface. These

rich areas are

randomly spaced and

typically found in

the wheel paths.

PHOTO 7

C470, US 285 to I-70

This photo shows

areas which have

stripped under the

PMSC. Evidence of

raveling in the

right wheel path is

a result of

extensive stripping

in the RRCP layer

below the PMSC.

17

PHOTO 8

C470, US 285 to 1-70

This type of

distress was found

throughout the

project.

PHOTO 9

This photo was

taken on 1-70, east

of Agate eight

months after

construction using

the RRCP design.

This type of

distress was

typical throughout

the project .

18

PHOTO 10

This is not the

high-stability

(RRCP) design. This photo shows

stripping occurring

below the PMSC

however. The

portion stripping

is a Grading C.

This photo was

taken at the test

site on 170, east

of Agate. The

pavement had been down one year.

FIGURE 2

Project/Environmental · Information C470, Between Kipling and Wadsworth

District: 6 project: IXFU 470-1(54) Loca tion: C.4 70, Between Kipling and Wadsworth

HBP Inforr.tation P:'!SC Infor.7lation Grading: E Type: A % AC: 5. 1

* Lottmans: 104, 90, 102, 126, 108, l13~ lOOf 114. 126, 127, 117

Design Traffic ~o year ESAL IS: 1,565,000 * See Appendix A

Environmental Information

Precipitation .~lnC~h~e,~ ______ ~ ____________________ ,

~~------------~---=~------~=-~

2~----------~~--__ ~------~~~

• ~ nUl z ~ • I I r I I ~ U U t 2 ~ • I I I II 1 I. I 10 I

TIme

Temperature f.h,.." .. ~1t

ICO;":. :.;;;..:,.;~------------------------.\ .o~-------------4~-----------~~ ~~I ~ ____ ~ .. ~~~ ____ ~.

0'10 n: 1 z ~. 5 S T S' 10 11".% 1 % :s" s ~ I 18 I 8:1 I 10 I

Time

Pro;ect Status High.·~oisture, Low moisture susceptibility , moderate traffic

19

FIGURE 3

Project/Environmental Information C470, US285 tOI-70

District: 6 Prcj ect: 1XFU 470-1 (32) Location: C470, US285 to 1-70

RBP Information Grading: E

P!-!SC In fO!T.Ia ticn Type: A

% AC: 5.2% * Lottmans: 111, 101, SS, 77, 56, 61, 68, 77, 98, 96, 88, 42, 74, 56

Design Traffic 10 year ESAL IS: 1 565 000 , , Environmental Information

Precipitation Inch .. . ~----------~------------------~ 3~------------~--~~------~~~

2~----------__ ~--~~------~~~

• ~ n U 1 234 • • '7 • • ~ " ~ 1 2 ~ 4 • •

I " I " I ~ I Time

Temperature , ..... "".11

100 I 'Ol~------------~~------------~~

~~ __ ------~~~~~~~----__ ~w.

project status

O~~UL.u~ua~~~~~~~----~

'~n:' z ~ ... 5 S '7 S llOtll:1 234 $ ~ I .. I u I 110 I

Time

* See Appendix A

High .. ~oisture, high moisture susceptibility, mocerate traffic

strip~inq noticed in mid 1989 and increased in 1990.

20

District: 1

FIGURE 4

Project/Environmental Information 1-70, East of Agate

Project: IR 70-4(118) Location: 1-70, East of Agate

HBP Information Grading: C % AC: 5.3%

PMSC Information Type : B

* Lottmans: 102, 80, 92, 78, 64

Design Traffic * See Appendix A 10 year ESAL's: 3,500,000


Precipitation 3~ln=Ch~e.~ __________________________ --.

~&~------------------------~~--

• I ~ n ~ 1 2 a 4 I • 7 •

.. " TIme

Temperatur-e 'OOF~.~hN~n~he~it __________________________ ~

80

Project status

811On121 88

TIme

High moisture, moderate moisture susceptibility, high traffic

Failed in 7-89

21

VII. CONCLUSIONS

The rut-resistant design, in general, has performed

well; however, because of several catastrophic failures

the use of this design was suspended. Out of the 188

projects constructed with a plant mixed seal coat, four

projects have completely failed within one year of

construction. In addition, two projects are showing signs

of failure.

Evaluations from data collected indicates the failure

mechanism is not due to rutting or cracking, but appears

to be directly associated with stripping caused by

hydrostatic pressure immediately below the PMSC layer.

Once the stripping process becomes visible on the surface

the pavement fails rapidly. The pavement fails early in

its design life before signs of rutting or cracking

appear. As the stripping becomes more severe the pavement

begins to rut and shove.

Since the rut-resistant composite pavement design was

initiated in July 1987, approximately 824 center-line

miles were paved with a plant mixed seal coat. However,

not all of these projects contained the high-stability

design in the lower lifts. Of the ten evaluation sites

selected to evaluate the rut-resistant composite pavement

design three have shown signs of stripping .

. The remaining sites have not shown signs of distress

and are performing as expected. These sites may never

fail because the condition that triggers the stripping

includes the combination of heavy traffic, high

temperatures and the presence o f moisture.

22

VIII. IMPLEMENTATION

Although there were only a few failures due to

stripping, the extent of the failures were significant

enough to warrant discontinuing the rut-resistant

composite pavement design.

In those projects without premature failures

performance data does not support the RRCP (rut-resistant

composite pavement) design as being significantly supe~ior

to the design used in the control sections.

After continued performance evaluation of the

existing PMSC projects the use of plant mixed seal coats

on new pavements was suspended entirely during the 1990

paving season.

Numerous changes to the flexible pavement design

criteria have been made since suspending the use of the

rut-resistant composite pavement design which include:

1. designs are based on optimum AC content 2. VMA requirements for the various grades 3. minimum film thickness 4. minimum 1% hydrated lime added to aggregates 5. limited natural fines in mix to 20%

Even though the design used by Colorado did not

produce the results hoped for, the use of Open Graded

Friction Courses (OGFC) have been successful in other

states. 3 The major difference between OGFCs and PMSCs is

that the PMSCs have a higher percent fines which has a

tendency to retain moisture in the pavement thus promoting

strippin.g. The concept of OGFC has merit and several

benefits such as a smoother ride, less tire noise, higher

skid resistance and better appearance can be achieved.

23

This report finalizes the formal evaluation of the

RRCP study. However, RRCP locations will be monitored

informally on individual basis to determine if future

research is needed with respect to rehabilitation,

corrective action, etc.

24

REFERENCES

1. Roadway Design Manual, Colorado Department of Highways, 1990.

2. Acceptance of Materials, FHWA Technical Advisory T 5080.11, April 6, 1989.

3. Chip Seals. Friction Courses. and Asnhalt Pavement Rutting 1990, No. 1259 Materials and Construction, Transportation Research board, National Research Council, Washington, D.C., 1990.

25

APPENDIX A

Mix Design Specifications

A-I

MIX DESIGN SPECIFICATIONS

Minimum Asphalt Content

With without Seal Coat Seal Coat

1" maximum size (Grading "F") 3/4" maximum size (Grading "E" and 1/2" maximum size (Grading "EX")

"C")

Air Void criteria

5.5% 6.0% 5.2% 5.5% 5.4% 5.8%

The air void criteria for all lower layers and all gradings will be 4-8%. The air void criteria for the top layer, if a seal coat is not used, is 3-4%. For Grading "F" it should be 4-8%.

Moisture Damage criteria When aspahlt film thickness is reduced, durability is also reduced. This will affect the Lottman test results, so we are lowering the Lottman criteria from 70 to 60. Use the following table for moisture damage criteria.

TABLE I

1" maximum size (Grading "F" IRS = 70

3/4" and 1/2" maximum size (Grading "E", "EX" & "C") Lottman = 60

If a seal coat is not used, the Lottman value for top layer of Grading "E", "EX" & "c" must be 70.

Type of Seal Coat

The top layer of pavement used with this design will normally be Plant Mixed Seal Coat. On low volume roads, a chip seal surface can be substituted for the PMSC. The thickness of the seal coat will normally be 3/4". Use the following table to select the proper type of PMSC.

Table II

20 Year 18K ESAL < 5,000,000 > 5,000,000

A-2

PMSC Type "A" "B"

Sieve Size of Designation

1/2" 3/8" #4 #8 #50 #200

Sieve Size of Designation

1" 3/4" 1/2 " 3/8" #4 #8 #50 #200

Gradation criteria - PMSC

Percentage by Weight Passing Square Mesh Sieves

Type A 100

90-100 32-48 8-20

3-7

Type B 100

90-100 46-62 27-39

5-17 3-7

Gradation criteria - HBP

Gr C

100 70-95 60-88 44-72 30-58

7-27 3-12

Percentage by Weight Passing Square Mesh Sieves

Gr E Gr EX Gr F 100

100 100

44-72 50-78 30-58 34-60 45-85

3-12 3-12 5-15

All mix design criteria for RRCP and standard HBP are

the same except for % asphalt content. Gr F pavements did

not utilize the low % AC mix design.

A-3

Colorado Procedure L-5109

Method of Test for

EFFECT OF WATER-RELATED CONDITIONING ON INDIRECT TENSILE PROPERTIES OF

COMPACTED BITUMINOUS MIXTURES (TSR) (Lottman)

SCOPE

1.1 This method covers measurement of the change of diametral tensile strength resulting from the effects of saturation and accelerated water conditioning of compacted bituminous mixtures. Internal water pressures in the mixtures are produced by vacuum saturation followed by a freeze and warm water soaking cycle. Numerical indices of retained indirect tensile properties are obtained by comparing the retained indirect tensile properties of saturated and accelerated water conditioned laboratory specimens wi th the similar properties of dry (unconditioned) specimens.

APPARATUS

2.1 Water baths of sufficient size to permit total immersion of the specimens, automatically controlled, and capable of accurate and uniform control of immersion temperatures of 770±1. 8 F and 1400

±1 .8 F. Baths shall be lined with non-reactive material. Water used in baths may be tap water or potable water.

2.2 Freezer, automatically controlled, capable of maintaining

A-4

temperature of 00±3. 6 F, and of sufficient size to permit total containment of specimens.

2.3 Vacuum pump with capacity to pull at least 26 inches of mercury, with accessories including vacuum jars at least 6 inches in diameter and 8 inches high; rubber gaskets, stiff metal plates greater than 6 inches by 6 inches in size, with hose fitting and suitable vacuum hose.

2.4 Testing machine capable of steady head speed of 0.2 inch per minute.

2.5 Balance having sufficient capacity, accurate to 0.1 gram, with suspension apparatus and container overflow device, similar to that specified in AASHTO T 166 for bulk specific gravity.

2.6 Plastic sheeting and heavy duty leak-proof plastic bags.

2.7 Cabinet, thermostatically controlled, capable of maintaining a temperature of 77 0±1.8 F.

COMPACTION OF TEST SPECIMENS

3.1 Make at least four specimens for each test using the same

aggregate, the same asphal t source and grade (plus additive, if specified) at optimum AC Content that are anticip,ated to be used on a specific project in the field. Specimen size is 4 inches in diameter by 2.5 inches high. Mold the specimens according to CP L-5105.

PROCEDURE

4.1 Determine bulk specific gravity of specimens according to AASHTO T 166.

4.2 Select one pair of specimens to vacuum saturate, placing the other pair in the cabinet at 77° F.

4.3 Vacuum saturate the remaining specimens as follows: Place each specimen in a vacuum jar with flat surfaces vertical. Add 77 0 F water to the jar to approximately 1 inch above the upper surface of the specimen. Dampen gasket on vacuum cover and place on top of the jar. Attach hose to vacuum pump and fitting on vacuum cover. Apply a vacuum of 26 inches of mercury to the jar for a period of 30 minutes while occasionally agi tating the jar gently. Remove vacuum and leave the specimen submerged in the jar for an additional 30 minutes.

4.4 Remove specimen from vacuum jar, and weigh submerged in room temperature water. After weighing, immediately wrap in plastic sheeting for freez ing or resubmerge the specimen for later wrapping.

4.5 Calculate the bulk density and the permeable voids as follows:

Bulk density = A/B-C Percent Permeable voids = 100 (BA)/B-C

Where: A = weight of dry specimen in air B = Weight of surface-dry (blot

ted) vacuum saturated specl men in air

C = Weight of vacuum saturated specimen in water

All weights are accurate to 0.1 grams.

ACCELERATED CONDITIONING PROCEDURE

5.1 Maintaining surface dampness and internal saturation, wrap the specimen tightly with two layers of plastic sheeting, using masking tape to secure the wrapping if necessary. Place wrapped specimen into a leak-proof plastic bag and seal the bag with a tie wire.

5.2 Place each individually wrapped and bagged specimen in a freezer for a period of 16 hours at 00±3.6 F.

5.3 Remove specimen from freezer. Carefully remove bag and wrapping and immediately immerse the specimen in the water bath at 1400±3.6 F for 24 hours.

5.4 carefully remove specimen from 1400 F bath and immerse in water bath at 77 0 +F for two hours, minimum.

A-5

DIAMETRAL TENSILE STRENGTH PROCE

DURE

6. 1 Remove a specimen from the water bath, surface dry by blotting with a towel. Place the specimen, with the flat surfaces vertical (on edge without support blocks or loading strip) under the flat head of the compression testing machine. Test one specimen at a time. Proceed with testing as rapidly as possible because the test procedure will expose the specimen to ambient air temperature which may be different than the test temperature.

6.2 Load the specimen at a steady vertical deformation rate of 0.2 inch per minute. Record the maximum compressive load. Immediately decrease the load to zero, remove specimen, and measure specimen edge on a flattened side to the nearest 0.1 inch. Accomplish this by stroking the top flattened edge (side) with a piece of chalk held lengthwise and horizontally to delineate the flattened width. Measure and average the width of both flattened edges. Record this measurement.

6.3 Repeat the procedure using the dry (unconditioned) specimens.

CALCULATIONS

7.1 Calculate specimen diametral strength as follows:

Where: St = Diametral tensile strength,

psi S10 = Maximum tensile stress, psi,

determined by calculating: S10 = 1658 - [(a + 0.7)a X 150]

Where: a = flattened width, in inches, based on a 4 inch diameter specimen loaded at 10,000 lb. per inch of thickness. P = Maximum compressive load on specimen, lbs. 10,000 = Load constant: 10,000 lb. per inch of thickness. L = Thickness of specimen, inches.

7.2 Calculate the numerical indices of the effects of vacuum saturation and accelerated conditioning as the ratios of the mechanical properties of the conditioned specimen to the mechanical properties of the unconditioned specimen as follows:

Where: TSR = Retained diametral tensile strength expressed as a percentage. StC = Diametral tensile strength of specimen conditioned by freezing. StD = Diametral tensile strength of unconditioned specimen.

7.3 Tensile Strength Rations may be interpreted as being related to long-term pavement performance (approximately eight years). Low ratios are associated with the inability of the compacted mixture to resist the effects of moisture.

A-6

APPENDIX B

Permeability Tests

B-1

As part of the six-year study into the performance of

the department's asphalt composite pavement design, the

Research Branch developed two methods of evaluating the

permeability of the plant mixed seal coats (PMSC).

The first method consisted of a two-conductor 16

gauge wire. Approximately 1/2 inch of insulation was

stripped off each conductor and the wire ends were spread

to about 1/4 inch spacing. A sponge measuring 1/2" x 3/4"

x 3/8" thick was placed on the bare wire ends. The

purpose of the sponge was twofold: it prevented the two

wire ends from touching each other and it distributed

moisture evenly around the probe ends.

During construction a groove was cut into the lower

lifts to facilitate the placement of the lead wires, as

well as the probe's end. The sponge end was placed in the

right wheel path of the driving lane under each lift. The

wire was then extended to the edge of the pavement to be

used later to measure resistance. The wire was tacked

down to prevent it from being pulled up during paving.

The procedure for measuring permeability was to

connect the probe wire to a volt-ohm-meter (VOM) which

would measure the change of resistance due to presence of

water. Water was placed on the pavement at the location

of the sensor. Traffic was allowed to travel over the

pavement to determine if water was forced into the

pavement under traffic during periods when the pavement is

wet.

Data acquisition equipment (Microloggers) was used at

some locations to record data over a period of time to

determine if the pavement was permeable and, if so, how

long the water stayed in the pavement.

B-2

The second method was a modification of a test that

has previously been used to test for water proofing of

bridge decks with membranes in Colorado.

In this' method, individual 16-gauge galvanized bare

wires were placed across the lanes beneath each lift. The

wires were tacked down at both ends and every few feet

with "U-shaped" staples to prevent damage or movement of

the wire during the paving process. Approximately one

foot of wire was left exposed at the edge of the pavement

to facilitate conduction of test equipment. The exposed

ends of the wires were buried to prevent disturbance of

the installation but were easily accessible during the

testing procedures.

To test this method, water was sprayed on the

pavement over the wire in several location across the

roadway. These locations are kept damp for approximately

20 minutes before testing. Soap is added to the water to

break down the surface tension making the penetration of

water faster. Testing was done using the bridge deck

membrane testing equipment (direct measurement of

resistance) .

B-3

TYPIC,L\L MOISTURE DETECTION INSTRUMENTATION LAYOUT

i cp o cb cp

6 (P o ,

Metho~ 1-)

? 1/ i I

2 ) A - ..

o Waier was S::Jr a'Jed ai these locations

to test the permeabl11t\:j.

Method 1: Probes extended into right

whee! path of driving lane,

Method 2 Wires extended full width. , -~- .... j -.~ ., ""'... .. . -- . ,-

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

~-~ "J-' ¢:;~:4~~~~ _ .... '; :,- . ::~:~·:::~t;~·t~~· ......

. .-:'.: .. ;~-:-' ~.:-.,~:?'-. ~~.

......

. . . .. \-. . .

PMSC

High Stabi li t~ HBP

Existing Mat

• Genera 1 la~out used

in both methods,

Method 1 Probe placed

wi thin sponge,

Bridge Deck Membrane Testing Equipment (Used for Test Method 2)

B-4

APPENDIX C

Project Information

C470, Between Kipling and Wadsworth

C-l

C470 -- Between Kipling and Wadsworth

project No. IXFU 470-1(54), located between Wadsworth

and Ken Caryl on C470 in the southwestern part of the

city, was completed in the summer of 1987.

Since the paving process began before the study

proposal was approved a control section containing the old

mix design was not included on this project. However, a

test section was established to evaluate the new pavement

design. The test section was located between Wadsworth

and Kipling in the eastbound driving lane.

The original plans for this project required eight

inches of lime treated subgrade throughout the project.

However, on the portion between Kipling and Ken Caryl, the

subgrade contained a large quantity of rock and the lime

was deleted.

The typical section required the 9-1/2 inches of HBP

to be placed in four lifts. A 3/4 inch lift rubberized

PMSC Type A completed the paving process. The 500 foot

test section which will be evaluated during the study

period is located just east of the Kipling exit in the

eastbound lane in this portion of the project.

During construction no significant placement problems

were reported on this project.

C-2

() I

w

-II--

Rut Resistant Composi te Pavement C470 be-,ween Kipling and Wadswornl

600' Core holes 2' i

shou lder s tr ip

500' -r

4' 12' -~

-.- -12' -~ 10' ~~

Evaluation Section 400'

300' Sign in Median

200' / 100' ~

- 50'

MP 13,1 Begin T e5-'- Section

w U L

~coC) W w W D- I =

TI 2i :;1 61 61 6 ""- =n (') I--- ..----< I ('J I (') I (')

PI"oject i-~pica1

T est Sec-lion

I

All lifts AC-10F except PMSC

C 470 between KIPLING and WADSWORTH RUTfiN G - TEST SECTION

0.9

0.8

""' 0.7 fII ~ ~ u c 0.6 v

~ 0.5 w 0. w

~ 0.4

w ~ 0.3

0.2

0.1

0

,,- /r--~ ~ ~ ~ ~ ~ ~~~~ ~~- j ~ i\. ~ '" / r--~ ~ X ~ ~~~~ ~ ~ ~ !\. Ix' " ~~Ix''' j 10:: r-;% 'XJ".,. /

PLjLWP PLjRWP DLjLWP DLjRWP

LANE / WHEEL PATH

~ 5/17/88 ~ 12/13/88 ~ 6/27/89 1lQ(I6/1/90 rs:sJ 9/11/90 t22l5/9/91

New Construction

5/17/88 -- first spring evaluation following construction

C-4

+-' Q) Q) 4-

~

(\) (}) c

C 470 Kip/ ing to Wadsworth Cracking Data Test Section

1000 r-----------------------------------------~

800 r-----------------------------------------~

600

400

200

0 transverse

~ 6/89 post-const

New construction

~ 6/90 post-constr

c-s

longitudinal

~ 5/91 post-constr

C 470 BETWEEN KIPLING AND WADSWORTH DEFLECTION Bt-SIN - TEST SECTION

0

10

~

20

"...... 30 .!!!. E .,.... 4-0 0

8 (I) 50

~..., ,....-!;

~ .-"

~~ ~ -~ ~ .....

z 0 F

60 hl ...J. ~ u..L

70 0.

BO

90

100 o 2 3 4

DISTANCE FROM LOAD Cft)

o 9/B7 + 5/BB ¢ 6/B9 6. 6/90 X 5/91

New construction

9/87 -- evaluation immediately following construction

C-6

APPENDIX D

Project Information

I-76, Between Tennyson and Lowell

D-1

1-76, Between Tennyson and Lowell

Project No. 1R76-1(103), located between Sheridan

Blvd and Federal Blvd on 1-76 in northwest Denver, was

completed in the summer of 1987. The section which was

chosen for evaluation was between Tennyson and Lowell in

the eastbound lane.

Since the paving process began before the study

proposal was approved, a control section containing the

old mix design could not be included in this project.

The plans for this project called for 8 inches of

lime-treated sub grade , 8-1/2 inches of HBP and 3/4 inches

of rubberized PMSC Type B. During construction

difficulties arose when placing the PMSC. During the

laydown of the 3/4 inch layer of PMSC the rubberized

asphalt became very tacky as it cooled. This made raking

the overlapping joints in tapered sections and on the

ramps difficult. By changing the asphalt cement from AC-

20R to AC-10 in the PMSC used in the tapered sections and

on the ramp, the contractor was able to create smoother

joints. On the mainline the laydown machine made a 24

foot wide pass. This wide pass in conjunction with the

quick cooling of the material required additional

attention in repairing tearing which was commonly found

behind the laydown machine.

The original evaluation section was set up in a

tapered section just west of the Federal Blvd exit.

However, after construction it was moved further west as

it was felt that a true rutting measurement could not be

made in a tapered section. The 600 foot test section is

located on the mainline in the eastbound lane between

Tennyson and Lowell.

D-2

o I

w

I

I

Rut Resis-iant Composi te Pavement I -76 bel-ween T enn\dson and Lowe 11

500' End Test

Section

- 400'

300'

<~ - 200'

-100'

50'

MP 3 Begin Test

Section

4' 12' 12' 10'

Evaluation Section

w u (J) L 2:: C)

CL ICO -('\j

~ I Q) ~ ~ Q~I ('):JJ f- ~I

w L

(')

('\)

w L

C)

('\)

w L

(')

(')

Pro jec-i t~pica 1 T est Section

All lifts AC-10F except PMSC

I 76 between TENNYSON and LOWELL RUTTIN G - TEST SECTION

0.9

0.8

,,-... 0.7 'II v ~ u c 0.6 0

~ 0.5 w Cl· w

~ 0.4

w ~ 0.3

0.2

0.1

0 PL/LWP PL/RWP DL/LWP DL/RWP

LANE / WHEEL PATH

~ 5/17/88 ~ 12/13/89 ~ 6/26/89 ~ 5/30/90 ISSJ 5/23/91

New Construction

5/17/88 -- first sprinq evaluation followinq construction

D-4

76 Tennyson to Lowell Cracking Data Test Section

1000

800 +-' ill ill 600 4-

L (IJ

400 ill c

200

0 transverse longitudinal

~ 5/88 ~ 6/89 ~ 5/90 E2Zl 5/91 post-const post-canst post-canst post-const

New Construction

5/88 -- first spring evaluation following construction

D-5

I 76 TENNYSON TO LOWELL DEFLECTION flt..SIN - TEST SECTION

0

10

20

....... 30 !!!. ~ E I!t ..- 40 0

8-III 50 z 0 F

60 ~ ...L IL... I.Ll

70 Cl

80

90

100 o 2 3

DATE

o 10/87 + 5/88 o 10/88 A 5/90 x 5/91

New Construction


D-6

APPENDIX E

Project Information

C470, US 285 to 1-70

E-l

C470, US 285 to I-70

Paving began on this phase of C470 (Project No. IXFU

470-1(32) on June 1, 1988. The length of this project was

a little over 3 miles. The plans for this project called

for 8 inches of lime treated sub grade , 10 inches of HBP

and 3/4 inches of rubberized PMSC Type A for the entire

project except for a 1500 foot section located between

station 209+00 and 224+08 in the northbound lanes. This

section is located just north of the Morrison interchange.

This 1500 foot section consisted of 8 inches of lime

treated subgrade and 10.5 inches of HBP. This control

section did not include a PMSC and the design used for the

HBP was not intended to be the new high-stability design

mix.

The 10 inches of HBP was placed in four lifts: 3-3/4

inches, 3 inches, 2 inches and 1-1/4 inches, respectively.

The 10-1/2 inches of HBP was also placed in four lifts:

3-3/4 inches, 3 inches, 2 inches and 1-3/4 inches

respectively.

Originally, the plans called for two different AC

contents in the test and control designs. The AC content

in the control section was to be 5.2±0.3% and the

remainder of the project was to be 5.0±0.3%. However, the

district waived these requirements and allowed the

contractor to keep the AC content in the lower lifts the

same throughout the project and only increase the AC

content in the final lift on the control section. Two

lifts were placed before the research branch was notified

of the changes. At the request of the Research Branch the

AC content in the control section was returned to the

higher AC content. However, samples taken during

construction of the third lift indicated that the AC in

the driving lane of the control section was 4.98%. The AC

E-2

content in the third lift of the driving lane in the test

section was 5.18%. It was the intent of this study to

have the higher AC content in the control section.

Paving was completed on September 25, 1988. This

section of C470 was opened in November 1988.

Since construction, portions of this project have

failed due to stripping in the layer immediately below the

PMSC.

E-3

I:Ij , """

I

I

Rut Resistant Composite Pavement C470 between US 285 to 1-70

3

section

i e! Test probe area

367'

700'

Begin test section New high stabi 11 t~

design mix

End control section 120' 1-40' Test probe area

440'

Begin control section Old design mix

101 12' 121 4' ~-j- ~---I--~

~I I

Eva luation

w LlJ

L L C) C)

W W =

::::1 L L T C) C) ~

rl

.-I I 011 rll (Y)

Contr'o 1 section

-s--------Sec-rion

W W U L L (f) C)

Wi C) 2:::

<:(= W

CL T L L

T - Q)~ C) C) ~ T U.-I rl ~ :::J)

rl f--- .-I 01 (Y) rl

Project t 8pical T est section

All lifts AC--10F excep-r PMSC

C 470 between US 285 a nd I 70 New Construction

RUTIING - TEST SECTION

0.9r---------------------------------------------------------~

0.8r---------------------------------------------------------~

0.7r---------------------------------------------------------~

0.6r---------------------------------------------------------~

0.5r---------------------------------------------------------~

0.4r---------------------------------------------------------~

0.3r-----------------------------------------------~

0.2r---------~------------------------__+

0.1 1------1\

PL/LWP PL/RWP DL/LWP DL/RWP

*" LANE / WHEEL PATH

~ 6/27/89 ~ 6/1/90 ~ 5/9/91

C 470 between US 285 a nd I 70 New Construction

RUTIING - TEST SECTION

0.9 r---------------------------------------------------------~

0.8r---------------------------------------------------------~

0.71----------------------------------------------------------~

0.6 I----------------------------------------------------------~

0.51----------------------------------------------------------~

0.4r---------------------------------------------------------~

0.3 r-----------------------------------------------4

0.2r-----------------------------------__¥.

0.1 r-----4-

PL/LWP PL/RWP DL/LWP DL/RWP

*" LANE / WHEEL PATH

~ 6/27/89 ~ 6/1/90 ~ 5/9/91 ~ 6/27/89 -- first spring evaluation

following construction E-5

+-' a> (l) 4-

l0-

CI) (l) c

+-' (l) (l) 4-

l-eo (l) c

C470 Between US285 & 170 Cracking Data Test Section - Westbound Lanes

1000

800

600

400

200

o transverse

~ 6/89 post-constr

longitudinal

~ 6/90 post-constr

New Construction

6/89 -- first spring evaluation following construction

No cracking to date in test section

C470 Between US285 & 170 Cracking Data Control Section - Westbound Lanes

1000

800

600

400

200

0 transverse

E?ia 6/89 posi:-CO'lstr

New Construction

~ 6/90 post-constr

longitudinal

~ 5/91 posi:-consi:r

6/89 __ first spring evaluation following construction

E-6

C 470 BETWEEN US 285 AND I 70 New Construction

DEFLECTION B6.SIN - TEST SECTION 0

10 ,J:1

20

" :30 !!!.

---::: ~

~ ~ --~ ..... ·40 Q S. (/) 50 z 0 F

60 8 ~ ...... w.

70 0.

BO

90

100 o 2

* DISTANCE FROM LOAD Cft)

o 10/BB + 6/B9 ~ 6/90 6. 5/91

C 470 BETWEEN US 285 AND I 70 New Construction

DEFLECTION BASIN - CONTROL SECTION 0

10

""""'" 20

-" :30 !!!. ~ ~ ~ ..... 4·0 Q S. (/) 50 z 0 F

·60 8 ~ ...... w.

70 0. .

BD

90

100 o 2

#: o 10/BB


+ 6/B9 ~ 6/90 6. 5/91

E-7 ~lO/88 -- evaluation immediately

following construction

APPENDIX F

Project Information

US 6, West of Holyoke

F-l

US 6, West of Holyoke

Paving on Project No. FR 006-3(80) began on July 19,

1988. This project is located on SH 6 in Phillips County.

Work started on the east end of the project by paving west

in the westbound lanes. The project was nine miles long

and ran between Paoli and Holyoke. The project plans

called for 1/2 inch leveling course, 1-1/4 inches HBP and

3/4 inches rubberized PMSC Type A throughout the project

except for the 750 foot control section which did not

include the PMSC. On this section the HBP was increased

by 3/4 inch to compensate for not having a PMSC.

since the theory behind the high stability design was

to increase the stability in the lower lift, "the AC

content in the lower lifts was reduced. Typically the old

mix design would have had a higher AC content than the new

high stability design. In the design stage the AC content

for the control section was 5.9±0.3%, the AC content for

the test section was 5.8±0.3%. However the 5.9% was

adjusted to 5.7% after applying an environmental factor.

This factor was based on traffic, altitude, and the time

of year the paving is taking place. The AC content was

reduced to prevent bleeding during paving. This factor is

not applied in the new high stability design. Even though

this project did not meet the typical design criteria for

this study it is still representative of the old design

mix and the new high stability design mix.

The existing rutting on this project before paving

was very high. Rutting in the right wheel path averaged

over 1/2 inch, and in some places it was over an inch.

The leveling course was placed which removed the majority

of the ruts before the paving began.

F-2

The rolling pattern for this project began with the

steel roller. The steel roller made two to three passes,

and was followed by one pass with the rubber tire roller

and one pass with the finishing roller.

There was no significant construction problems noted

during construction.

F-3

Rut Resistant Composite Pavement US 6 west of Holyoke

~ End Test Section

600'

~ MP 452.5 Begin Test Section New Design Mix

I--MP 453

228'

~~-----4-~----Begin New Design Mix

I-- End Control Section

u U)

::::: c...<

ell ~ -t"j

c... c::l

== = ~ -,....; ,....;

Test

c... c::l

= ~ -,....; ,....;

c... b() c:: ~ =: 'M

..-1 - ell N > _ell ,....; ,....;

Section

c... b()

c::l ~ =:'M

..-1 ell

N > -ell ,....; ..-1

Control Section

600'

r---Begin Control Section Old Design Mix

176'

,,~-- Bridcre

~F-4 b

US 6 west of HOLYOKE RUTTIN G - TEST SECTION

0.9

0.8

r.... 0.7 (/)

~ ..c 0 c 0.6 ;;:;-

~ 0.5 w

2 ~

~ ~

Q w

~ 0.4

w ~ 0.3

0.2

0.1

0

f--

8 ~ X

~ ~ ~ v

g ~~ ~ ~ ~~~ V '7 T

~ ~ ~ v M ~Vf--

~ ~~~ ~ ~ '/ W8/RWP W8/LWP E8/LWP E8/RWP

No pre-construction data available for ~ ;i.<.... LANE / WHEEL PATH . ~ ~~ eastbound direct~on

~ 5/12/88 ~ 8/2/88 ~ 6/8/88 5Qa 11/21/88 rs:sJ 6/12/90 rzZJ 6/27/91

~~ 8/2/88 -- evaluation immediately following construction

US 6 west of HOLYOKE RUTTING - CONTROL SECTION

0.9

0.8

r.... 0.7 (/)

~ ..c 0 c 0.6 ;;:;-

~ 0.5 w Q

w <:) 0.4 ~ w ~ 0.3

0.2

0.1

0

~ :x

f-- ~ ~

~At:=V ~ ~ v ~

~ ~~t\~ ~ ~ ~ ~ ~ ~ ~ ~X~/ ~ / W8/RWP W8/LWP E8/LWP E8/RWP

* *'1{ LANE / WHEEL PATH

~ 5/12/88 ~ 8/2/88 ~ 6/8/89 5Qa 11/21/89 rs:sJ 6/12/90 rzZJ 6/27/91

No pre-construction data available 1t" 5/12/88 -- Pre-construction

F-5 for eastbound direction evaluation

+-' ill ill 4-

'"-(\) ill C

+-' ill ill 4-

'"-(\) ill C

1500

1200

900

600

300

us 6 West of Holyoke Cracking Data Test Section

transverse transverse longitudinal longitudinal

I82Ql 5/88 ~ 6/89 ~ 6/90 E2ZJ 6/91 pre-constr post-const post-canst post-const

Pre-construction block cracking -- 1330 sq ft

US 6 West of Holyoke Cracking Data Control Section

1500 ~----------------------------------------~

1200 ~--------------------------------------~

900 ~1"V>< X x x?4-~~~~~~~~----------l

~ >< I 600 t----t'V'./'_ KX:X>(XX:><I

o tansverse transverse longitudinal longitudinal

~ 6/88 ~ 6/89 ~ 6/90 I2Zd 6/91 pre-constr post-const post-canst post-const


F-6

0

10

20

30

40 r-. !!1. E 50

..- 60 0

8- 70 I/) z 80 0 F

90 hl ....1 lL.. 100 W Cl.

110

120

130

140

150

0

10

20

30

40 r-. !!1.

50 E ..- 60 Q 8- 70 I/) z 80 0 F

90 hl ....1 lL.. 100 W' Cl.

110

120

130

140

150

US 6 WEST OF HOLYOKE DEFLECTION E!A.SIN - TEST SECTION

-1=1

~ .......--5

------~ 7~

77 //

/# / ~§ /~

r/~/ v/ /'

o 3 4 2

DISTANCE FROM LOAD (ft) .if

5/88 --Pre-construction evaluation

* 0 5/88 + 8/88 <> 6/89 A 6/90 x 6/91

US 6 WEST OF HOLYOKE DEFLECTION BASIN - CONTROL SECTION

~.

~ ~

~~~ ~~

// ~

~/ ~// ~/ ~ ~

o 2 3 4 :eli-

~i' DISTANCE FROM LOAD (ft) 8/88 -- evaluation i=ediately

o 5/88 + 8/88 <> 6/89 A 6/90 X 6/91 following construction

F-7

APPENDIX G

Project Information

SH 125, Near willow Creek Pass

SH 125, Near willow Creek Pass

Paving on Project No. CX53-0125-04 began on July 25,

1988. The project originally began at M.P. 0.00 at the

junction of US 40 and SH 125 and continued on SH 125 to

M.P. 21.5. Before construction began the project was

extended to M.P. 33.5.

The control section was located between M.P. 0.00 and

M.P. 0.25 in both the northbound and southbound

directions. This section consisted of 2-1/4 inches of HBP

with no PMSC. The design mix AC content in this section

was 6.4±0.3%. The sample that was tested in this section

had a 6.21% AC content. During construction a 600 foot

section was established on this section in the southbound

lane to be used for further evaluations. This section

began approximately 300 feet north of M.P. 0.00.

On the remainder of the project 1-3/4 inches of HBP

was placed, covered by 3/4 inches of rubberized PMSC Type

B. The design AC content for this HBP portion of the

project was 5.4±0.3%. The sample taken during

construction had a AC content of 5.49%. A 600 foot test

section was set up in the southbound lane for evaluation

purposes. This section is located approximately 1200 feet

south of M.P. 1.00.

The plant was located just south of Rand. It was

approximately 32 miles north of M.P. 0.00. The plant

produced an average of 2500 tons per day. sixteen trucks

were in operation during the paving of the test sections.

The mix left the plant at a temperature of 285 0 F and was

placed on the site at temperature of 260oF.

The rolling process began with one pass by the

vibratory roller, followed by three passes with the. rubber

tire roller and finished with one pass with the steel

wheeled roller.

G-2

Except for the weather no delays were encountered.

During the post-construction evaluation it was

noticed that the texture of the PMSC changed as the

distance from the plant increased. The surface texture

was not as uniform and the there was more segregation in

the PMSC furthest from the plant. The longer haul and

because the PMSC was placed late in the season allowing

the mix time to cool the paver was unable to mix the PMSC

as thoroughly as it should have been.

Typically the difference in the AC content between

the control and test sections on each selected project has

been only a couple tenths of a percent; however, this

project had a difference of 1% between the control and

test sections.

paving on this project was completed on October 22,

1988.

Because of the distinct difference in the AC content

between the control and test mix designs this project is

considered a good choice for evaluating the two different

pavement designs.

G-3

Rut Resistant Composite Pavement SH 125 Willow Creek Pass

MP 1 ----

Begin Test Section

End Test Section

Moisture 77' Probes

\

New Design Mix from approximately MP 0.2 North

Begin Control Section

Moisture Probes

End Control Section

to Willow Creek Pass

30 ' SO'

300'

G-4

#1120 Test Section

c.. c:l .....

N ,.:..l ......

H Nc;i

Control Section

Old Design Mix from US 40 north to

approximately MP 0.2

Fill

SH 125 WILLOW CREEK PASS RUTTIN G - TEST SECTION

0.9

0.8

'" 0.7 (II ~ z U l:: 0.6 ;::;.

~ O.S ILl a ILl

~ 0.4-

ILl

~ 0.3

0.2

0.1

0

~

m ,.....,...., ~ N8/RWP N8/LWP S8/LWP S8/RWP

*- i<~ LANE / WHEEL PATH No pre-evaluation data available

~ 6/2/88 ~ 6/1/89 ~ 7/16/90 r2:SZ1S/21/91 for southbound direction

X 6/2/88 -- Pre-construction evaluation

SH 125 WILLOW CREEK PASS RUTTING - CONTROL SECTION

0.9

0.8

'" 0.7 (II ~ Z Q l:: 0.6 ;::;.

~ O.S ILl a ILl

~ 0.4-

ILl

~ 0.3

0.2

0.1

0

~

W

~ m N8/RWP N8!LWP S8/LWP S8/RWP

"j(. f). LANE / WHEEL PATH

~ 6/2/88 ~ 6/1/89 ~ 7/16/90 r2:SZ1S/21/91 j~

6/1/89 -- First evaluation

following construction G-5

L (tS (]) c

+-' (]) (]) 4-

SH 125 near Willow Creek Pass Crack Data Test Section

1500

1200 r-----------------------------------------~

900 r---------------------------------------~

600 r-----------------------------------------~

300 '/'///////////////////////-0

o xxx xxx

transverse

~ 6/89 post-constr

188m 7/90 post-constr

longitudinal

~ 5/91 post-constr

, No pre-construction data available for test section

SH 125 near Willow Creek Pass Crack Data Control Section

1500 ~----------------------------------------~

1200 r-----------------------------------------~

900 r-----------------------------------------~

600 r-----------------------------------------~


~ 6/88 ~ 6/89 ~ 7/90 IZZl 5/91 p-e-constr post-const post-const post-canst


Pre-construction patching -- 142 sq ft G-6

0

10

20

30

40 ,,-... $1.

50 ~ .- 60 0

S 70 I/) z 80 0 F 90 S ....J. u... 100 w c..

110

120

130

140

150

0

10

20

30

40 ,,-... $1.

50 ~ .- 60 0

S 70 I/) z ··80 0 F 90 S ....J. u... 100 w c..

110

·120

130

140

150

SH 125 - WILLOW CREEK PASS DEFLECTION ~SIN - TEST SECTION

0 2 3 4

*'" DISTANCE FROM LOAD (ft) .» 6/88 -- Pre-construction evaluation

* 0 6/88 + 11/88 <> 6/89 t.. 7/90 X 6/91

SH 125 - WILLOW CREEK PASS DEFLECTION BASIN - CONTROL SECTION

~

~ ~

~ ~

--------~ ~ ~ L:J

o

~~

o 11/88

2

DISTANCE FROM LOAD (ft)

+ 6/89 <> 7/90

G-7

3

t.. 6/91

4 A.*-11/88 -- evaluation immediately


No pre-evaluation dynaflect data

available for the control section

APPENDIX H

Project Information

I-70, East of Agate

H-l

1-70, East of Agate

A site on 1-70 between Agate and Cedar Point was

added to the rut-resistant composite pavement study in

August 1989. This site is located in the eastbound

driving lanes and extends for 5.38 miles, between M.P.

343.26 to M.P. 348.64.

This site is unique from all the other evaluation

sites in that this project (CX1R 34-0070-03) is a

rehabilitation of the previously reconstructed rut

resistant composite pavement project (1R 70-4(118)) which

was completed in the summer of 1988.

Project No. 1R70-4(118) consisted of covering the

existing concrete pavement with one to three feet of R 70

material before placing full depth asphalt. The

contractor used locally available material (sugar sand)

for the borrow source. The full depth paving consisted of

four lifts (3/4 inches rubberized PMSC Type B wearing

surface, over 1-1/2 inches, 1-1/2 inches, and 2-3/4 inches

RBP Grading C.) The design criteria for the AC in the

PMSC was 6.0% and for the RBP Grading C it was 5.3±0.3%.

The paving was completed on July 7, 1988.

The gradation criteria for a Grading C is as follows:

Sieve Designation

3/4" 1/2" 3/8" #4 #8 #50 #200

Percent by Weight Passing Square Mesh Sieves

R-2

100 70-95 60-88 44-72 30-58

7-27 3-12

within eight months of the completion date the

pavement began showing signs of failure. The driving lane

began to rut and shove severely requiring emergency

action.

From the evaluations performed on the distressed

pavement it was determined moisture was getting into the

RBP layer directly below the PMSC and caused stripping.

Once the AC was stripped from the aggregate the pavement

began to rut. The PMSC appeared to be sealing the

moisture in and the action of traffic worked the water

into the lower lifts.

Due to the short notice for including this project in

the RRCP study a pre-evaluation was not performed in the

two sections in·the eastbound direction.

The evaluation section in the westbound direction had

already been established under a large aggregate study.

The pre-evaluation was performed on this section on May

19, 1989. This pre~evaluation included crack mapping, rut

depth measurements, deflection measurements and visual

observations. Cracking was minimal. There was 308 linear

feet of transverse cracking and only 38 linear feet of

longitudinal cracking in the 600 foot evaluation section.

Rutting in this section averaged 0.3 inches in the right

wheel path and 0.2 inches in the left wheel path of the

driving lane. The highest measurement being 7.5 tenths of

an inch and located 400 feet into the evaluation section

in the right wheel path of the driving lane.

The test section (with PMSC) in the eastbound

direction is located between M.P. 347.30 and M.P. 347.41

(600 feet). The control section (without PMSC) in the

R-3

eastbound direction is located between M.P. 347.50 and

M.P. 347.61 (600 feet). The test section in the westbound

direction is located between M.P. 347.75 and M.P. 347.64

(600 feet).

construction Eastbound Lanes

To repair the damaged roadway the pavement was milled

26 feet wide to an average depth between 2-1/2 inches and

2-3/4 inches the entire length of the project. The 26

foot width of milling consisted of the two 12 foot driving

lanes and two feet into the outside shoulder.

The milled .section was inlaid with Grading C

rubberized. A 1-1/2 inch Grading C rubberized lift was

placed on the top of the entire roadway. The design AC

content for the Grading C was established at 5.5%±0.3%.

During construction two 600 foot sections were

established for evaluation. One section was set-up with

PMSC. The other section was established in the Grading C

section just east of the PMSC section. In addition to

these sections a third 600 foot section was established in

the westbound driving lane. The eastbound driving lanes

were rehabilitated under a contract modification order

established for the westbound project.

The milling began on Friday, August 4, 1989. On this

day 1900 tons of material were removed. On Monday, August

7, 1989, the contractor began using two milling machines

in tandem and doubled his production. The milling took

approximately three days.

The milled material from the driving lane was placed

in a windrow on the outside shoulder. This material was

later used to shoulder up. The material from the passing

lane was salvaged by state maintenance forces and

stockpiled at the east end of the job.

H-4

Due to difficulty in visually inspecting the roadway

during the milling operation some sections were not milled

deep enough to remove all the loose material.

Following the milling operations two brooms (one

rotary and one pick-up) were used in conjunction with a

small loader to clean the surface.

Each day the milled section was inlaid with Grading C

rubberized mix in order to open the roadway to traffic by

the end of the day. Once the inlay was completed the

entire project was covered with 1-1/2 inches of rubberized

Grading C. A 1000 foot section on the east end of the job

was covered with a 3/4 inch rubberized PMSC Type B in

addition to the milling and the 1-1/2 inch lift. The

design AC'criteria for the rubberized PMSC Type B was

established at 6.2%.

The top mat was paved in three passes beginning with

the inside shoulder and passing lane (16 foot), driving

lane (12 foot), and the outside shoulder (10 foot).

The drum-dryer plant was used and located at Cedar

Point which was at the easterly end of the project.

During paving there were no problems obtaining

density.

Construction Westbound Lanes

The plan typical section for the westbound lanes

consisted of 1-1/2 inches HBP Grading C without rubber in

the bottom lift. The middle lift contained 1-3/4 inches

HBP Grading C with rubber. The top layer consisted of 3/4

inches rubberized PMSC Type B. The mix design criteria

for the westbound lanes was the same as in the eastbound

lanes. A evaluation section was established for this

study in the driving lane as shown on the site map.

H-S

The PMSC sections in both the east and westbound

lanes were milled and replaced with Grading C in the fall

1990 because they were beginning to show signs of failure.

The evaluation at this location was discontinued.

H-6

·3/4" PMSC Type B

~ ~<1> 1 3/4" HEP Gr C <1> Ul Ul rt with Rubber rt eTC/) o <1> C () 1 1/2" HI3P Gr C ::I rt p., 1-'- without Rubber 0

::I

• I n 1 1/2" HBP Gr C 0 tTl::l

::r: III rt Ul 'i I rt 0

-....) eTl--' 2 174" HBP Gr C 0 c C/) ::I <1> p.,()

rt 1-'-0 ::I

~ C

tTl <1> III Ul Ul rt rt eTC/) C o <1> C () ::I rt p., 1-'-

0 ::I

C/)~ <1> <1> () Ul rtrt

3': 1-'-'"CI 0

::I U-l .j::.. -....j

0\ .j::..

I~ 0\ 0 0

-

1- g ~I F~·I· g ---I '"CI 3': - 0-----'

'"CI 3': -=<: tJ:) '"CI 3':

U-l U-l .j::.. .j::.. -....j -....j

U-l .j::..

C/)n I--' <1> 0 () ::I rtrt 1-'- 'i o 0 ::I I--'

1-'_ <1> '"CI U-l U-l

rt OQ ::r 1-':::J

i!1--' C/)o no

o

(J:l <1> () rt 1-'-o ::I

.j::.. -....j

(Jl

0

.j::.. -....j

0\ C/)~ I--' <1> <1> () Ul rtrt 1-'-0 ::I

3': '"CI

v~ .j::.. -....j

-....j (Jl

~I

2' rt

::0 <1> Ul

HI-'I Ul

-....jrt o III

::I <1> rt III Ul n rt 0

S 0>-:1 t-nO

Ul >- 1-'

OQ rt III <1> rt <1> '"CI

III < <1> S <1> ::I rt

0.9

0.8

~ 0.7 J: 0 z 0.6 .;:;;

J: Ii: 0.5 w a w 0.4 ~ 5 ~ 0.3

0.2

0.1

0

0.9

0.8

/"'. 0.7 '" 'II J::. ~ s::: 0.6 .;:;;

~ 0.5 w a w

~ 0.4

w ~ 0.3

0.2

0.1

0

70 east of AGATE RUTIIN G - TEST SECTION

~ ~ PLjLWP PLjRWP DLjLWP

"* LANE / WHEEL PATH

~ 9/19/89 ~ 5/17/90

I 70 east of AGATE RUTIING - CONTROL SECTION E8

~ PLjLWP PLjRWP DLjLWP

~ DLjRWP

No pre-construction rutting data available

~9/89 -- evaluation immediately


~ DLjRWP

* LANE / WHEEL PATH No pre-construction rutting data available ~ 9/19/89 ~ 5/17/90

H-8

I 70 east of AGATE RUTTING - CONTROL SECTION W8

0.9

0.8

-'"' 0.7 'II ~ ~ u s::: 0.6 Q

~ 0.5 w n w

~ 0.4

w ~ 0.3

0.2

0.1

0

~ r~ ~. 1 , I~

m rr77"71

[ ~I ~ Ii ~ PL/L'A'P PL/RWP DL/LWP DL/RWP

lJI.NE / WHEEL PATH

~ 5/19/89 ~ 9/19/89 ~ 5/17/90

5/19/89 -- Pre-construction evaluation

9/19/89 -- first evaluation following construction

H-9

1000

800 +-' ill ill 600 4-

L

ro 400 ill C

200

0

.;-~

1000

800 +-' ill ill 600 4-

"-ro 400 ill c

200

0

::t ~

1-70 East of Agate Cracking Data Test Section - Eastbound Lanes

transverse

9/89 post-constr ,

longitudinal

~ 5/90 post-constr


No pre-construction cracking data available

1-70 East of Agate Cracking Data Control Section - Eastbound Lanes

transverse

9/89 post-COlstr

H-10

longitudinal

~ 5/90 post-constr

No pre-construction cracking data available

+-' (]) (]) 4-

l0-rn (]) c

1000

800

600

400

200

0

1-70 East of Agate Cracking Data Control Section - Westbound Lanes

mm transverse

~ 9/89 post-constr

longitudinal

~ 5/90 post-constr

No pre-construction cracking data available for the Agate location.


H-ll

0

10

20

"...." 30 .!l?. E ..- 40 Q S. (I) 50 z 0 F 60 S ...J. IJ... l.aJ.

70 Q

80

90

100

0

10

20

"...." 30 .!l?. E ..- 40 q, S. (I) 50 z 0 F ·60 S ...J. IJ... l.aJ.

70 Q

.

·80

90

100

I 70 East of AGATE DEFLfCTION BASIN - EB TEST SECTION

A-

~ ~

/7 ~/

~~ ~

o 2

DISTANCE FROM LOAO (ft)

*' CI 9/89 + 5/90

I 70 East of AGATE

3

No pre-construction deflection data .. 9/89 -- evaluation immediately


DEFLECTION BASIN - EB CONTROL SECTION

----+-

~ ~ ~

// ~/ / o 2

DISTANCE FROM LOAD (ft)

CI '*9/89 + 5/90

H-12

3

No pre-construction deflection data

a

10

20

,....... 30 .!!? E ..-- 4-0 0

8-II) 50 z 0 F 60 fa ....J. L1.. u..L

70 Cl ~

80

90

100 a

I 70 East of AGATE DEFLECTION ~SIN - WB CONTROL SECTION

~

~ ~~

// // /'

2


[J 9/89 + 5/90

3

No pre-construction dynaflect data available


H-13

APPENDIX I

Project Information

US 50, East of Rocky Ford

I-I

US 50, East of Rocky Ford

construction on US 50 Project No. CX(5) 09-0050-12

just east of Rocky Ford began on August 15, 1988. This

project began by heater-scarifying the top 3/4 11 to 111 of

the existing pavement on the driving and passing lanes in

both directions throughout the entire project.

The plans called for an application of 0.10 gallon

per square yard of an asphalt rejuvenator to be applied to

the heater scarified material. This amount was varied

throughout the job after the pavement showed signs of

flushing under traffic.

Following the heater scarifying process the pavement

was rolled with both the rubber tire and steel-wheeled

roller. within a couple of hours after rolling traffic

was permitted on the pavement.

Paving began in the eastbound lanes on August 25,

1988. It was done in three passes, a 16 foot, a 12 foot

and 10 foot pass, respectively, beginning with the inside

shoulder and passing lane.

The heater scarifying process continued in the

westbound lane when the paving began in the eastbound

lane.

The batch plant which was located at the Valco pit

approximately five miles from the west end of the project

produced 2000 tons a day and approximately 200 tons were

placed per hour. On the first day of paving six trucks

were in operation and little time was spent waiting on

mix. Paving began at 7:30 AM on the first day and at noon

the air temperature was in the low 90's.

The mix left the plant at 3000 F and was placed at an

average temperature of 270oF.

1-2

This project was extended 0.6 of a mile on the west

end and 0.7 of a mile on the east end. The 0.7 of a mile

on the east end was heater scarified and a 3/4" rubberized

PMSC Type B was placed to complete this section.

The depth of the lifts varied in different sections

of the project. The HBP (Gr EX) extension at the west end

was placed at a depth of 1. 5" with a 3/4" rubberized PMSC

Type B. Beginning at M.P. 370.00 to M.P. 370.19

approximately 1000 feet was designated as the control

section for this project. During the post-evaluation a

600 foot section was established in this section to be

used for the remainder of the evaluations. This section

was overlaid with 2.0 inches of HBP and was not covered

with a PMSC. The oil content in this section was to be

6.1±0.3%. Samples were taken and were sent to the lab to

determine the exact AC content. The test section used for

comparison on this project was located between M.P. 371.00

and M.P. 371.19 in the eastbound lanes. This section was

covered with a 1.5 inch HBP (Gr EX) and a 3/4 inch

rubberized PMSC .Type B. The design oil content in this

section was 6.0±0.3%.

The rolling pattern throughout the project was

different than the method usually used. A rubber tire

roller followed immediately behind the paver. It made six

to eight passes on each section of the pavement. The

steel-wheeled roller made two passes up and back with the

vibratory and one pass with the static roller after the

rubber tire completed its passes.

The job was delayed several days during the placement

of the PMSC due to the weather. The paving portion of the

job was completed on October 15, 1988.

1-3

This site is also a site for the polymerized

(rubberized) pavement study (file number 13.04). The

section used for this study sUbstituted AC-20R for AC-20

in the lower lift. A common section is used both as a

control for the polymer study and a test section for the

RRCP study.

I-4

MP 370.04

Control Section

Moisture Probes

MP 370.15

MP 370.23

Test Section Asphalt Modifier

(AC20R)

MP 370.34

MP 371. 00 600' Test Section for High Stability Design

Moisture Probes

MP 371.11

Rut Resistant Composite Pavement US 50 east of Rocky Ford

I

I f I 253'

1 I

I ... 40'

it- I i I

307' I l I

I

I

I . I

,

I

I

i

I

I

600' I

I

1 I

I

I

t I 300' 'I I

... I 40' • I

i I 260'

I

I

I

I

1-5

t;.I)

>< c CL UJ t;.I) • .-;

u ::: c >-. 22 - ;.... .'-; 4-..:.. c..:J -1->.'-; CL c:l = c;j ;....

N 0:: C1l :e C1l ........ c :=: u

"<t -N en ........ I"")

"..... 0 ~

.s::. t)

t: ;:;-

~ ILl Q

ILl

~ ILl

~

"..... 0 ~

.s::. t)

t: ;:;-

~ ILl Q

ILl

~ ILl

~

US 50 east of ROCKY FORD RUTTIN G - TEST SECTION

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0

& r;r-

~ ~ ~ R5Ql I':l'7""1 / ..J7I

PLjLWP PLjRWP DLjLWP DLjRWP

"* *-!. LP.NE / WHEEL PATH ~ 5/10/88 ~ 11/3/88 ~ 5/4/89 tlC?(I9/6/89 rs:sJ 5/2/90 t:zZI 5/14/91

~5/l0/88 -- Pre-construction evaluation

US 50 east of ROCKY FORD No pre-construction data available

for passing lane R UTTIN G - CONTROL SECTION

0.9

0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0

.& g

~ ~~ ~ PLjLWP PLjRWP DLjLWP DLjRWP * .-;t: LP.NE / WHEEL PATH

~ 5/10/88 ~ 11/3/88 ~ 5/4/89 tlC?(I9/6/89 rs:sJ 5/2/90 t:zZI 5/14/91

No pre-construction d?ta available for passing lane

1-6

~Jtl/3/88 -- evaluation immediately


1500

1200 +-' <l.l Q)

900 4-

L

ra 600 ill c

300

0

1500

1200 +-' (I) (I) 900 4-

l-

ra 600 (I) c

300

0

US 50 East of Rocky Ford Cracking Data Test Section

;;(- ;;(-X

t--- Xx Xx ////// x Xx ~ D<X>0C- )<l Xx ~ xxxxxx


!22SI 5/88 ~ 5/89 ~ 5/90 r2Zl 5/9 i pre-constr post-const post-const post-const


US 50 East of Rocky Ford Cracking Data Control Section

y

~ x ~

x x x f/ / / / / /J


~ 5/88 ~ 5/89 ~ 5/90 [22LJ 5/91 pre-constr post-const post-const post-const


Pre-construction patching -- 3600 sq ft

I-7

0

10

20

30

40 ""' !!1.

50 E ..... 60 0 e 70 CI) Z 80 0 F

90 2 ....1 u... 100 w Cl

110

120

130

140

150

0

10

20

30

40 ""' !!1.

50 E ..... 60 0 e 70 CI) Z ···80 0 F 90 2 ....1 u... 100 w Cl

110

120

130

140

150

US 50 EAST OF ROCKY FORD DEFLECTION BASIN - TEST SECTION

~ ~ =----F"

o 2 3

*" ~* DISTANCE FROM LOAD Cft)

[J 5/88 + 11/88 ¢ 5/89 /:;. 5/90 X 5/91

US 50 EAST OF ROCKY FORD DEFLECTION BASIN - CONTROL SECTION

~ ~ ... ~

....=---./ ~

o

.If [J 5/88

2

DISTANCE FROM LOAD Cft) ff

+ 11/88 ¢ 5/89 /:;. 5/90

1-8

..;p-

3

x 5/91

..-&II

~

11/88 -- evaluation immediately


-""

Jt. 5/88 -- Pre-construction

evaluation

APPENDIX J

project Information

I-70, East of Debeque

J-l

I-70, East of Debegue

paving on Project No. IR 70-1(125) began on April 3,

1989. This project is located on Interstate 70 around the

Debeque interchange on the western slope. It begins at

M.P. 56.8 and extends for approximately 10.5 miles to M.P.

67.3. Originally paving was scheduled to begin in the

summer of 1988, however the paving was postponed until the

spring of 1989.

The plans called for 1-3/4 inches HBP Grading E in

the eastbound lanes with a 3/4 inch rubberized PMSC Type B

place on the top. The control section which was located

between Sta 950+00 in the eastbound direction, called for

2-1/2 inches HBP Grading E to be placed in one lift. This

control section which was set up by the district is

located a couple 100 feet east of where the Research

Branch did the pre-construction evaluation of the existing

pavement. The values obtained during the pre-construction

evaluation are considered to be representative of the

existing pavement for the control section set up by the

district. The remainder of the evaluation will be on the

control section set up by the district.

The minimum AC content for the test section was 5.3%,

with 4-6% voids. the minimum AC content for the control

was 5.5%, with 3-6% voids.

The 38 foot roadway was paved in two passes (outside

21 feet, inside 17 feet). The contractor arranged his

daily paving operations so that there was no exposed

longitudinal joints between the driving and passing lanes

at the end of the day.

The drum dryer plant was located off the frontage

road on the project. It operated from 8:00 A.M. to 4:00

P.M. five days a week and it produced between 2000 to 3000

tons a day. The mix was placed at 250 0 F.

J-2

The rolling pattern consisted of a vibratory steel

roller which made two passes over each section. The

rubber tire roller followed with two to three passes over

each section. The finishing roller completed the mat with

one vibrating pass and one static pass over each section.

There were no problems obtaining densities.

Due to a scheduling change in the paving,

permeability equipment was not able to be installed on

this project.

J-3

I

I 600'

600'

Rut Resistant Composite Pavement I-70 east of De8eque

MP 67.057

Control Section

MP 66.943

MP 64.109

Test Section

MP 63.995

J-4

l:Q

Q)

~ >. E-

U en :s 0-

: ~ ......... t'")

N ......... ,....,

N

UJ

!-< t.:J

o... == ~ ......... t.r:

,....,

r-.. (b

'II ~ U t:

;:;-

~ w Q w

i w ~

r-.. (b

'II ~ U t:

;:;-

~ w Q w

i w ~

70 east of DEBEQUE RUTTIN G - TEST SECTION

0.9

0.8

0.7

0.6

0.5

0.4-

0.3

:J'Q'

0.2

0.1

0

~ ~ ~g~c-ms~ ~

~ ~ ~ ~Q~ PL/LWP PL/RWP OL/LWP OL/RWP

... ~ LANE / WHEEL PATH

~ 5/19/88 ~ 8/29/89 ~ 6/4-/90 ~ 10/23/90 ISS) 5/6/91 No pre-construction data available

for passing lane ~

5/19/88 -- Pre-construction evaluation 70 east of DEBEQUE

RUTTING - CONTROL SECTION

0.9

0.8

0.7

0.6

0.5

0.4-

0.3

0.2

0.1

0

~ ~~ ~

~ ~~~Rc-~ ~ X~ .... """'"' ~ ~~ RS~~ V~ PL/LWP PL/RWP OL/LWP OL/RWP

¥ ** LANE / WHEEL PATH ~ 5/19/88 ~ 8/29/89 ~ 6/4-/90 ~ 10/23/90 ISS) 5/6/91

No pre-construction data available for passing lane

J-5

~/29/89 -- evaluation immediately


~

ro Q) c

1-70 East of DeBeque Cracking Data Test Section - Eastbound Lanes

1000 ,----------------------------------------,

800 r-----------------------------------------~ >< ~ 600 t-----------f>6<':><X> 'V"V'V 'V 'V X'

400r------------------~~~r_-------~


~ 6/88 ~ 8/89 ~ 6/90 E7ZJ 5/91 r:;re-constr post-const post-canst post-const


1-70 East of DeBeque Cracking Data Control Section - Eastbound Lanes

1000 ~----------------------------------------~

800 ~-----------------~~~~--------~

600 r-----------------------~


~ 6/88 m?J 8/89 ~ 6/90 rzza 5/91 pre-constr past-const post-const post-const


J-6

r.. !!!. E .... Q 9-II) z 0 F S ~ 4-ILl 0-

I 70 EAST OF DEBEOUE DEFLECTION BASIN - TEST SECTION

Or-------------------------------------------------------~

10r---------------------~::~~~~~

20 ~--------------------------~~~~--~------------------~

30 ~----------------~~~~~------------------------------~

4-0 ~----~~~~~--~~--------------------------------------~

50 ~------------~--------------------------------------------~

60 ~------~~------------------------------------------------~

70 ~--~~----------------------------------------------------~

80 ~----------------------------------------------------------~

90 ~----------------------------------------------------------~

100 ~~~----------~------------~------------~----------~--~

0

10

20

30

4-0

50

60

70

80

90

,100

o 2 3

-J,' DlSWCE FROM LOAD Cft)

D 5/88 + 8/89 ~ 6/90 A 5/91

I 70 EAST OF DEBEOUE DEFLECTION BASIN - CONTROL SECTION

4-

*'5/88 -- Pre-construction evaluation

** 8/89 -- evaluation immediately


A

~ ..lil

~ :.--: ~ ~~~

::-~~ ~/ /

o

D

2

*" DIST#tCE FROM LOAD Cft)

5/88 + 8/89 ~ 6/90

J-7

3

A 5/91

4-

* '1 t' 5/88 -- Pre-construct~on eva ua ~on

APPENDIX K

project Information

US 40, East of Hayden

K-l

US 40, East of Hayden

Paving on Project No. PR 040-2(30) began on July 6,

1989. This project is located on US 40 just east of

Hayden. It begins at M.P. 108.1 and extends in the

easterly direction approximately 8 miles to M.P. 116.3.

Construction consisted of widening the 11 foot

driving lanes to 12 feet and adding 6 foot shoulders.

This involved placing 4 inches of ABC (CI 6) covered with

1-1/2 inches of HBP on the shoulders to bring them up to

the existing roadway surface. A leveling course was

placed with a laydown machine throughout the project

except between Sta 0+00 to Sta 14+57. In this area the

overlay was placed directly on top of the old mat. A 1-

3/4 inch lift of HBP was placed in the section containing

the design mix used prior to July 1987. This included

approximately the first 2400 feet of the project. In the

high stability pavement section, 1 inch of HBP (Grading E)

was placed with a 3/4 inch rubberized PMSC Type B.

The 36 foot roadway was paved in two passes (17-1/2

foot pass eastbound lane, 18-1/2 foot pass westbound

lane). The contractor tried to arrange his daily

operation so that there were no exposed longitudinal

joints between the east and westbound lanes at the end of

the day. They were able to pave one-lane mile in each

direction per day.

The drum-dryer plant was located approximately seven

miles from the beginning of the job. The day these test

sections were paved the plant was started around 7:00 A.M.

and paving continued until 6:00 P.M .. Eight dump trucks

were used for hauling the asphalt. The placement

temperature ranged from 235 0 p to 270 0 P.

K-2

The rolling pattern consisted of one pass with the

roller in the vibratory mode and the second pass in the

static position.

behind the paver.

to eight passes.

not used.

The rolling was done as soon as possible

A rubber tire roller followed with six

On the HBP lift a finishing roller was

The minimum design ACcontent for the control was

5.5%, with 3-6% voids. The minimum design AC content for

the test section (high stability design) was 5.3% with

4-6% voids. During construction samples were taken in

both test sections and the control section.

A 3/4 inch rubberized PMSC Type B was placed over the

entire project except for the first 2400 feet. PMSC

paving began on July 19, 1989. The average placement

temperature was 295 0 F. The mix design called for 6.0±0.3%

AC in the mix.

K-3

Rut Resistant Composite Pavement to US 40 east of Hayden

S:;;~:::J \ V ~-------

\

Walker '" \ \ Ditch ~.

"Welcome to Hayden" sign at STA 23+80

Shelton\ Ditch

\~

5+25

End Test Section STA 34+50

600' Test Section

test section

STA 27+00

Control Section

16+50

-o

o

Glasgrid over R/R crossing at STA 15+25

Paraho Test Section

County Rd 183 Water valve 19' Rt of £ of US-40 ~ STA 0+00 ~lP 108.07

0 .. .... 'j <>

CIJ -'"' '" .. OG .... "' 0

to Hayden

\ 1 \ not drawn to scale

t 0-

== U ..... U"l :E 0- c:l 0-

~ c:l ......... t:.l Q) ..... ~ t"i "<t c..

!-< ......... >. = !-< ,....; c..:::; t"ic- .-i c..:::;

Paraho and Control Sections Test Section

K-4

'" 0 N • .-< ....

u OJ

CIJ

"0 OJ .... u ;::l

"' .... '" '" N 0 u

'" ..:

0.9

0.8

"..... 0.7 lh 'V ~ 0 s: 0.6 ;::;.

~ 0.5 w Q.

w

~ 0.4

w ~ 0.3

.0.2

0.1

0

0.9

0.8

"..... 0.7 lh 'V ~ 0 s: 0.6 ;::;.

~ 0.5 w Q.

w

~ 0.4

w ~ 0.3

0.2

0.1

0

US 40 east of HAYDEN RUTTING - TEST SECTION

~ I m ~ 9 ~~ ~ .. ~ ~ ~~

W8/RWP W8/LWP E8/LWP

¥ -'f* LANE / WHEEL PATH

~ ~

E8/RWP

"* 6/14/89 -- Pre-construction evaluation ~ 6/14/89 ~ 8/31/89 ~ 7/17/90 15Q(l5/21/91

US 40 east of HAYDEN RUTTING - CONTROL SECTION

, ""'"

m ~ ~ ~ ~ ~

~ m :6

I IS:

~ I ~ ~ ~ P;7?;I ~ ,..,....-,,-

W8/RWP W8/LWP E8/LWP E8/RWP

*" x* LANE / WHEEL PATH ~,. 8/31/89 -- evaluation immediately

~ 6/14/89 ~ 8/31/89 ~ 7/17/90 15Q(l5/21/91 following construction

K-5

+-' (]) OJ 4-

~

ill OJ c:

-+-' (l) (l) 4-

I-

m (l) c

1500

1200

900

600

300

0

US 40 East of Hayden Cracking Data Test Section

• I----

·XX x

>C :x :x :x x xx


~ 6/89 ~ 8/89 ~ 6/90 EZZJ 5/91 p-e-constr post-const post-const post-const


1500

1200

900

600

300

US 40 East of Hayden Cracking Data Control Section


~ 6/89 ~ 8/89 ~ 6/90 rzza 5/91 pre-constr post-const post-const post-const


K-6

US 40 EAST OF HAYDEN DEFLECTION BA.SIN - TEST SECTION

0

10

20

/"'. 30 .!!l E .- 40 0

B (/) 50 z 0 F

·60 fa .....l IL W

70 n

80

90

100 0 2 3 4

~

;;I: D~~NCE FROM LOAD 6/89 -- Pre-construction evaluation

0 6/89 + B/89 ~ 7/90 t.. 6/91

US 40 EAST OF HAYDEN DEFLECTION BASIN - CONTROL SECTION

0

10

20

/"'. 30 .!!l E .- 40 0

B (/) ·50 z 0 F

60 fa .....l IL W

70 n

80

90

. 100 0 2 3 4

*-DISTANCE FROM LOAD ~~89 -- evaluation immediately ~

0 6/B9 + 8/B9 ~ 7/90 t.. 6/91 following construction

K-7

APPENDIX L

Project Information

SH 172, South of Durango

L-1

SH 172, South of Durango

Paving on project No. SR 0172(12) began on July 17,

1989. This project begins at M.P. 24.5 and extends to the

south to M.P. 19.7. The original plans called for 1-1/4

inches of HBP Grading E with a 3/4 inch Type B PMSC for a

cover. The project included widening at various

locations. However, the test and control sections

established for this study did not include widening. The

pavement in the evaluation area consisted of two twelve

foot driving lanes with eight foot shoulders.

Initially, this project was designed requiring the

use of the high stability asphaltic mix in the lower layer

with a plant mixed seal coat for the top layer. However,

since that time, the design criteria for the asphalt

pavement was revised and the revisions were incorporated

into this project. These changes included raising the

asphalt content in the HBP layers to 5.9±0.3% and using

rubberized asphalt cement in the layer immediately below i

the PMSC pavement. The thirty-seven Hveem stability value

was retained, and the design voids were established at 3-

4 £,. o.

paving at the evaluation sections began on July 19,

1989. The plant was started up around 7:00 A.M. and

paving continued until 9:00 P.M .. The plant was located

approximately 5 miles west of the project. Hourly

production was 300 tons per hour but because of production

problems only 2600 tons were placed on July 17, 1989. On

July 19, nine belly dump trucks were in operation and made

one round trip per hour.

The original control section for this project was

established using an AC-10 at an asphalt content of

5.9+0.3%. The remainder of the project was to contain the

L-2

high stability mix with an AC content of 5.5±0.3%.

Because of the revisions, the 5.5% AC mix was deleted and

5.9% AC mix was used throughout the entire project. The

majority of the HBP in the southbound lanes contained

AC-10, but because of the design revisions, the northbound

lane was constructed using AC-20R.

During construction the control section in the

northbound lane was reduced from 1000 feet to 600 feet

(Sta 350+00 to Sta 356+00). This section contains 2-1/4

inches of HBP GR E AC-20R without PMSC. The test section

in the northbound lane was relocated during construction.

It is now located between Sta 357+00 and Sta 363+00. This

test section consisted of 1-1/2 inches HBP GR E AC-20R

with 3/4 inches rubberized PMSC.

Since the mix design in the southbound and northbound

lanes were different, a second 600 foot control section

(2-1/4 inches HBP GR E AC-10 without PMSC) was established

in the southbound lane opposite the control section in the

northbound lane.

Because of construction related problems effecting

performance evaluation~this site was dropped from this

study following construction.

L-3

rq ::r: OJ u Q , m

Rut Resistant Composite Pavement SH 172 South of Durango

AC-10 Control Section No PMSC

~ , -.... J:>:. ::r: OJ u Q , m

Control Section

I

I

I

I

I

I

I

I

I

I

I

I

I

I

Q) I c

I C'U

D I c :J

I 0 ..0 .c I -<-' :J 0 I

(f)

I

I

I

I

L-4

Q) c CD

D C :J 0

.D .s '-0 Z

-, ST A 364+00

I Test Section

6001

AC-20R with PMSC

-t ST A 358+00

2001

-f

6001

AC-20R No PMSC

MP 19.7 -' ST A 350+00

n

w :r -< I:0

.)..'t: ~o

,>'

FIGURE 1

---T----·-·--··----··-··-··-··-·--i

e ),lUFFAl'

\,...~ ..

NEW

._._ ---____ ._... __ . w_. __

N

® A

~ .. @ @3

® LINCOLN

IS>

I

INGTUN

~~--, WIIA I" ..

\~AYI r YUM" i ®

lcoolII'j

~ !_. I

~i i i i 'i

~

I I: ..... _._.-.-.-.-._.- _._._._.j 1m

H

~l"_

i g--~ I : 1; :I:W:: f~! i ® !

-·-·-·-r-·---·J;;; "-;::':8--'---: i ~ ----.-,...""@

I SPRINCrlElD i ;"IIi!"'~ , i, [@ !

I--::r.:;:)=-rt., -;;:::;;:!@IJIIC'" 0: ® \ i """". I

"NIM"; @ ,..,

III -< III Z -< x

i : .--:':"'_ .. _~~ __ . __ ._ .. L.:. __ .. _ .. ___ .. _.----_ .. .1. .• -

RUT RESISTANT CrnlPOSITE PAVEMENT STUDY SITE LOCATION HAP

;';-::.

: OKLMIVM"

$

6

PHOTO 1

A paving operation

using windrow

placement.

PHOTO 2

steel-wheeled

roller used for

break down.

7

PHOTO 3

Pneumatic roller

was used prior to

firiish roller.

15

PHOTO 4

This photo shows

how stripping

progresses. The

core on the left

taken in 1990. The

core on the right

taken in 1991 at

the Debeque

evaluation site.

Note that the top

lift of PMSC is

undisturbed.

PHOTO 5

This photo shows an

extreme case of

stripping below the

PMSC. Both cores

were taken out of

C470 in 1990.

16

PHOTO 6

C470, US 285 to 1-70

The first sign of

the stripping

failure is the

appearance of rich

spots on the

surface. These

rich areas are

randomly spaced and

typically found in

the wheel paths.

PHOTO 7

C470, US 285 to 1-70

This photo shows

areas which have

stripped under the

PMSC. Evidence of

raveling in the

right wheel path is

a result of

extensive stripping

in the RRCP layer

below the PMSC.

17

PHOTO 8

C470, US 285 to 1-70

This type of

distress was found

throughout the

project.

PHOTO 9

This photo was

taken on 1-70, east

of Agate eight

months after

construction using

the RRCP design.

This type of

distress was

typical throughout

the project.

18

PHOTO 10

This is not the

high-stability

(RRCP) design.

This photo shows

stripping occurring

below the PMSC

however. The

portion stripping

is a Grading C.

This photo was

taken at the test

site on I70, east

of Agate. The

pavement had been

down one year.

FIGURE 2

Project/Environmental Information C470, Between Kipling and Wadsworth

District: 6 Project: IXFU 470-1(54) Location: C470, Between Kipling and Wadsworth

HEP Inforr:tation Grading: E % AC: 5. 1

P:'~SC In fO!::.1a tion Type: A.

* Lottmans: 104,90,102,126, 108,1131

100,114, 126,127/117

Design Traffic 1.0 year ES.AL's: 1,565,000

Environmental Infornation

Precipitation ttlche. ~~~--------~----------------------.

2~----------~~~--~--------~~~

t 1(1 11 12 1 2 :I 4 15 IS T IS i 10 11 12 1 2 :I 4 15 IS lui 8i I I<l I

TIme

Temperature F.hMlnheit

100 I eO~1 -------------4~------------~

~~~------~~~~~~~~-----&~~

o~.u~~~aJ~u.~~~~~JU~~~~

i ~ n : 1 Z :I ~ 5 S 7 S g ~ n ~ 1 : :I 4 S ~

I a8 I a~ I I<l

1"ime

* See Appendix A

Pro-;ect status High .. ·moisture, Low moisture susceptibility, moderate traffic

19

FIGURE 3

Project/Environmental Information C470, US285 to 1-70

District: 6 Project: IXFU 470-1(32) Location: C470, US285 to I-70

RBP Information Grading: E

PMSC Info~ation Type: A

% AC: 5.2% * Lott~ans: 111, 101, 88, 77, 56, 81, 68, 77, 98, 96, 88, 42, 74, 56

Design Traffic 10 year ESAL' s: 1 565 000 , ,


Precipitation Inches 4r-----------~---------------------.

~~--------------~----------~~~~

• ~ n U 1 % ~ • 5 5 T 5 Q ~ n U 1 : ~ 455 I " I GIN I

TIme

Temperature Flh","l'Iifit

100 ,-, ---------------------------:

J!---------...-tl--------___ ~~I ~----~HH .. ~~----~~

o~~~~.u~u.~.u~~~~~ __ ~ __ Z ~. 4 5 e T S g 10 11 12 , 2 ~ 4 ~ S

I!~ I gO

Time

Project status

* See Append i x A

High .. moisture, high moisture susceptibility, moderate traffic

stripl?inq noticed in mid 1989 and increased in 1990.

20

FIGURE 4

Project/Environmental Information 1-70, East of Agate

District: 1 Project: IR 70-4(118) Location: I -70, East of Agate

RBP Information Grading: C % AC: 5.3%

PMSC Information Type: B

* Lottmans: 102, 80, 92, 78, 64

Design Traffic * See Appendix A 10 year ESAL's: 3,500,000


Precipitation 31~n~Ch~es~ ____________________________ -.

811101112 88

23. 6 e T 8 all

TIme

Temperatur-e 100 ~F.~hre~n::.:h~ea~ __________________ 1

80

Project status

8111011 12 8S

23465 89

TIme

High moisture, moderate moisture susceptibility, high traffic

Failed in 7-89

21

"-,-~~

~

--1

..

B-4

c'--r""'i , \ ",--,"

<:'r"" ,_'L' '-----e-----e------

\./ -:.~ .~.-1 ,

rut-resistant composite · pavement, and the overall pavement performance. conclusions the...

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