Crack and seat concrete pavement: construction report

              ARIZONA DEPARTMENT OF TRANSPORTATION
REPORT NUMBER: FHWA-AZ-8604
CRACK AND SEAT
CONCRETE PAVEMENT
Construction Report
Prepared by:
Abdallah H. Osseiran
September 1987
Prepared for:
Arizona Department of Transpoltation
206 South 17th Avenue
Phoenix, Arizona 85007
in cwperation with
U.S. Department of Transportation
Federal Highway Administration
TECHNICAL REPORT DOCUMENTATION PAGE
1. REPORT NO.
FHWA-AZ8604
7. AUMOR(S)
Abdallah H . Osseiran
9. PERFORMING ORGANIZATION NAME AND ADDRESS
ARIZONA DEPARTMENTOF TRANSPORTATION
206 S. 17TH AVENUE
PHOENIX.ARlZONA 85007
8. PERFORMING ORGANIZATION REPORT NO.
10. WORK UNIT NO.
Arizona Department of Transportation
206 S. 17th Avenue
Phoenix, Arizona 85007
12. SPONSORING AGENCY NAME AND ADDRESS
14. SPONSORING AGENCY CODE
2. GOVERNMENT ACCESSION NO.
11. CONTRACT OR GRANT NO.
HPR-PL-l(33) ITEM 114
13. TYPE OF REPORTS PERIOD COVERED
Construction Rewort
15. SUPPLEMENTARY NOTES
Prepared in cooperation with the U.S. Department of Transportation, Federal Highway Administration
3. RECIPIENTS CATALOG NO.
4. TITLE AND SUBTITLE
CRACK AND SEAT CONCRETE PAVEMENT
16. ABSTRACT
Prevention of r e f l e c t i v e cracking in HMAC o v e r l a y s p l a c e d o v e r PCCP has
been based on experience gained from t r i a l and e r r o r methods of i n - s e r v i c
pavements i n many states. I
5. REPORT DATE
September 1987
6. PERFORMING ORGANIZATION CODE
Arizona r e c e l t l y u t i l i z e d t h i s technique on a PCCP s e c t i o n of I n t e r s t a t e
40 between MP 152.1 and MP 158.6 EB and wB prior to p l a c i n g a 4 inch HMAC
overlay. Two s e c t i o n s , 500' i n l e n g t h , w e r e cracked and seated on the
WB roadway using 2 f t . x 2 f t . and 4 ft. x 6 f t . p a t t e r n s , r e s p e c t i v e l y .
The remaining s i x m i l e s of p r o j e c t IR-40-3(59)C w e r e cracked and seated
using a 3 f t . x 3 f t . p a t t e r n f o r both the EB and WB roadways.
A Michigan whiphammer was used f o r cracking the pavement and a f i f t y ton
pneumatic r o l l e r used f o r s e a t i n g it. Visual i d e n t i f i c a t i o n of t h e crack
ing was d i f f i c u l t , but i n d i c a t e d a spider-web l i k e crack p a t t e r n has been
produced. 1
The p r o j e c t , constructed i n t h e f a l l of 1986, w i l l be evaluated by ADOT
annually f o r f i v e years as P r o j e c t AZ8604. The e v a l u a t i o n of t h i s con-s
t r u c t i o n experimental f e a t u r e w i l l document the performance of t h e
crack and seat technique and t h e e f f e c t s of varying t h e crack p a t t e r n
A nine month e v a l u a t i o n is inclued with t h e c o n s t r u c t i o n r e p o r t .
p~~~ ~~~~~~~~~
17. KEY WORDS 18. DlSTRlBUTlON STATEMENT
Crack and S e a t , Pavement, R e f l e c t i v
Cracks, J o i n t s , Drainage, Overlay, Hot Document is available to.the U.S. public through the
Mix Asphalt Concrete National Technical Information Service,
Springfield, Virginia 221 61 I 1 19. SECURITY CLASSIF. (of this repon)
Unclassified
20. SECURITY CLASSIF. (01 Vlis page)
Unclassified
21. NO. OF PAGES
61
22. PRICE
TABLE OF CONTENTS
SECTION PAGE
I. INTRODUCTION
A. Background and Problem Statement
B. Objective
11. FACTORS OF INFLUENCE ON THE SUCCESS OF CRACK AND SEAT
A. Existing Pavement Characteristics
B. Cracking process and size of the cracked pieces
C. Subgrade Quality and Dralnage
D. Seating
111. EVALUATIONS
IV. CHANGE ORDERS AND FORCE ACCOUNTS
V. CONCLUSIONS AND RECOMMENDATIONS
VI . NINE MONTH SURVEY
A. Pavemeni Condition
B. Remarks
REFERENCES
APPENDIX A: Vicinity Map
APPENDIX B: Special Provisions
APPENDIX C: Materials Design Memorandum
APPENDIX D: Experimental Workplan
APPENDIX E: Subgrade Data
APPENDIX F: Change Orders and Force Accounts
LlST OF FIGURES
Figure 1 Typical Swere Cracking of the PCCP Near Joints
Figure 2 Typical Block Cracking of the PCCP
Figure 3 The Whiphammer Used for Cracking the PCCP
Figure 4 Typical Cracking Pattern of the Whiphammer
Figure 5 Typical Cracking Pattern of the Whiphammer
Figure 6 Rendering of the Expected and the Produced Cracking
Pattern
Figure 7 Core Thru the Cracked PCCP
Figure 8 Collector Trench Drainage Design
Figure 9 Tire-Roller Used for Seating the Cracked PCCP
Figure 10 Percem Compliance and Lot Location for othe EB
Roadway
Figure 11 Percent Compliance and Lot Location for the WB
Roadway
LlST OF TABLES
Table 1 Dynaflect Deflection Tests at MP 152 WB
Table 2 Typical HMAC Test Results
PAGE
3
3
5
6
6
1. INTRODUCTION
A. Background and Problem Statement
Portland Cement Concrete Pavements (PCCP) are often rehabilitated by overlaying with asphalt
concrete. Even when speclai care is taken, reflective cracks will often occur in the overlay at locations
matching the transverse joints and existing cracks of the underlying concrete. in some instances, once
the cracks have developed and stress is relieved in the overlay, little further deterioration occurs.
However, in the majority of cases, the cracked areas continue to deteriorate. The combination of water
infiltration, change in temperature, and traffic leads to raveling and crumbling of the overlay. Vertical
movement at slab joints and cracks can be caused by lack of subgrade support, voids under the slabs,
frost action, and soft or wet subgrades. Consequently, maintenance measures become ineffective and
the overlays sewice life is shortened considerably.
Cracking and seating of the PCCP is the process of cracking the pavement into smaller-than-joint-length
pieces and roiling the area to seat the pavement against the subgrade. This process is used in an
effort to prevent or delay the reflection of cracking through the asphalt overlay.
Many states have tested various methods of reducing reflective cracking: New York experimented
with mesh reinforcement and stonedust bond and sawing; California experimented with fabrics and
open-graded interlayer; Virginia experimented with sand-bond breaker and high strength fabrics. Some
of these treatments worked well and some failed. New York and California also experimented with the
cracking and seating of PCCP.
Reports from those states demonstrated that the crack and seat works well for certain crack
patterns, but works poorly for others.
Unit costs of various reflection crack control methods are as follows:
*cost per square
Method Yard of Pavement
Cracking and Seating $0.20 - 1 .OO
One-inch Hot Mix
Asphalt Overlay
Engineerlng fabric $1.00 - 1.50
Four-inch asphalt-treated
open graded interlayer
Six-inch granular base
course interiayer
Stress absorbing membrane $1.00-1.20
Sawing and sealing Hot
MLx Asphalt at 40-foot intervals
Four-foot width joint
reconstruction at 80-foot intervals
Reference No. 7
Arizona's past experience with reflective crack treatment includes the use of an asphalt-rubber
stress absorbing membrane placed between the PCCP and the asphalt concrete overlay, fabric
interiayers, fibrous additives in the hot mix asphalt concrete (HMAC) , sawing and sealing, and a break
and seat project in 1970.
B. Objective
Due to Arizona's limited experience with the crack and seat rehabilitation techniques the FHWA and
ADOT agreed to an experimental construction project. The objective was to evaluate the constructability
and long term field performance of several crack spacings. It is anticipated that the long term monitoring
of these sections will provide additional insight into the effectiveness of the crack and seat process
applied in Arizona.
This experimental project is located on Interstate 40 near Williams, Arizona (See Appendix A for
vicinity map) and consists of four sections:
1) Between MP 152.1 & 152.2 West BoundpNB); spacing pattern 6x4'
2) Between MP 152.2 & 152.3 WB; spacing pattern YW
3) Between MP 152.3 & 158.6 WB; spacing pattern 3x3
4) Between MP 152.1 & 158.6 East Bound(EB); spacing pattern 3'X3'
The test sections for this project are the 2 W & the 4'X6' sections. The Arizona Transportation
Research Center (ATRC) will monitor this project for five years. There was no standard or control section
in this project, i.e., HMAC overlaying a non-cracked PCCP, to compare the cracked and seated sections
against.
II. Factors of Influence on the Success of Crack and Seat
A number of factors influence the technique of cracking and seating:
A. Existing Pavement Characteristics:
The characteristics of a pavement determines the required impact energy for a particular cracking
pattern. Such characteristics include the strength of the slab, joint spacing, extent of damage or
disintegration, and joint condition.
The pavement section for both the east and west bound directions consisted of 6 subgrade seal, 4"
of cement treated base and an 8" portland cement concrete. The west bound was constructed in July,
1967, while the east bound was constructed in July, 1968. The concrete used for the PCCP was tan in
color in the WB direction, while it was gray in the east bound dlrectlon. This difference in color is due to
the difference in aggregates types.
The PCCP for this project was constructed of 4000 psi concrete (class P) with joints spaced at 15'
intervals. Joint faulting averaged 40% in travel lanes and 15% in passing lanes. The average faulting
(difference in elevation across a joint or crack) was 1/4" with a maximum of 3/8. The severity level of
such faulting is considered to be medium according to the Hiahwav Pavement Distress Identification
Manual.
Spalls were frequently seen throughout the project and some cracks were found to be as wide as 1".
Although the joints were sealed, the sealant was loose and had separated from the joints. Many of the
broken slabs had not been sealed. The slabs which were sealed, however, appeared to have been
oversealed. This is visible in Figures 1 and 2. Aside from the cracks and the faults, the concrete pavement
had only a few areas patched with asphalt concrete.
Mu-Meter testing indicated that the average friction numbers for the EB lanes in 1984 was 49, with a
low of 33 at MP 152. The average friction number for the WB lanes in 1984 was 52 which is in the good
range with a low of 30 at MP 158. The average Mu-Meter values in 1983 were 51 and 44 for WB and EB
respectively.
Mays meter tests indicate a gradual Increase in roughness in recent years. The average Mays
roughness at MP 152 between the years 1978 and 1984 was 327 and 168 for the EB and the WE lanes
respectively.
Dynaflect deflection tests were performed in September 1984. Table 1 below shows results of the
Dynaflect deflection tests conducted at MP 152 WB for the travel and passing lanes. Areas with cracked
slabs appeared noticeably weaker at the joints than non-cracked areas.
Table 1 Dynaflect Deflection Tests
at MP 152 WB
Driving Lane Passing Lane Spreadability
Sensor # Sensor #
1 2 3 4 5 1 2 3 4 5 55%
Mean
Deflection 1.08 0.84 0.480.22 0.08 0.66 0.65 0.34 0.21 0.09
(mills)
EXPECTED 2' x 2' CRACKING PATTERN
EXPECTED 3' x 3' CRACKING PATTERN
L 6 e d
EXPECTED 4' x 6' CRACKING PATTERN
. WHIPHAMMER'S
IMPRINT
TYPICAL "SPIDER WEB" CRACKING PATTERN
PRODUCED BY THE WHIPHAMMER
Figure 6 Rendering of the Expocted and the Prduoed Cracking Pattern
7
r EXISTING PCCP
I EXISTING CTB
I
ENGINEERING FABRIC
(SEE SPECIAL PROVISION
2" AC (1/2") TO BE
PLACED AT THE END
i4" PERFORATED PIPE
(SEE SPECIAL PROVISIONS)
I LcoARsE FILL I I MATERIAL (SEE I I SPECIAL PROVISIONS)
I I
Figure 8 Collector Trench Drainage Design
9
Ill. EVALUATIONS
The design required four inches of asphalt concrete overlay. The HMAC mix design was in
accordance with ADOT's specifications section 406 (copy of the design memorandum is in Appendix C).
During the construction of the bottom 2 inch lift of the HMAC overlay, various areas showed bumps
directly above the transverse joints of the PCCP slabs. The areas with severe bumps (height equal to or
greater than 1/8) were milled out and replaced with HMAC overlay. The bumps did not show through
the top 2 inch lift.
It is bdieved that the joints were filled with rubber sealant and when the HMAC was placed over
them the rubber sealant causin3 asphalt bumps in the overlay. The temperature of the HMAC during placement ranged between 280 F to 290 OF which was within the range specified ( 2 5 0 to~ 3~00 '~).
Obtaining HMAC density was very difficult at times. The bottom 2" lift of HMAC produced a total of
19 failing lots, while the top 2" Iift produced 12 failing lots. Figure 10 and Figure 11 show lot locations with
respective percent compliance. Compliance of at least 80% was required as per the specifications.
For the test sections between MP 152.1 and MP 152.3 WE, lots 35 and 39 showed 55% and 86%
compliance respectively for the bottom 2" Iift. while for the 2" top lift, lots 62 and 56 showed a 17% and
91 % compliance respectively. Table 2 shows Typical HMAC Test Results.
Three months after the construction of the HMAC overlay four reflective (3' x 3') cracks were present
between MP 155 and MP 156 EB. The road between MP 155 and MP 156 EB is hilly with a grade of about
3 to 4%. Many spots in the HMAC started to ravel where the asphalt was being stripped off the aggregate.
Cracks in the HMAC were visible along the right edge of the road section between MP 153 and MP
154 EB. These cracks are believed to be above the drainage collector trench. Possibly these cracks are
the result of trucks being driven over the edge of the road, to allow faster vehicles to pass them, causing
differential longitudinai cracks between the HMAC overlay road and the different HMAC mix overlay for
the shoulder.
IV. Change Orders and Force Accounts
Eight change orders and two force accounts were issued during the construction of the project.
Change order no.1 was requested by the contractor because of lack of availability of asphalt
concrete (1/2 mix) during the construction of the collector trench. Asphalt concrete (miscellaneous
structural) quantities was substituted for the asphalt concrete (1 / 2 mix) quantities. The contract time was
not changed. The overall cost of asphalt concrete was reduced by $2,283.00.
Change order no.6 was requested by the contractor to do the following:
(1) Delete subsection 406-10.08(E) construction requirements; compacting and smoothing; courses
greater than one and one-half inches in nominal thickness; of the 1985 supplemental specifications for the
bottom lift of asphaltic concrete.
(2) Add the end product asphalt concrete specifications for compaction, modified as attached, for the
bottom lift of asphalt concrete.
(3) Accept the bottom lift of asphalt concrete between westbound station 375 (approx.) and 557 (approx.)
as is, with no adjustment in contract price. This will include AC density lots 17,18,19,21,22,24.25,27 and
28. These AC density lots will be excluded from the pay factor tabulation.
PERCENT COMPLl ANCE
AND LOT LOCATION
IR-40-3(59) EB lR-40-3(59) €8
TOP LIFT BOTTOM LIFT
0-L OT + 0-LO+ T
STATION r21'-17'--c] STATION
Test Sec. 4'x 6' 211+ 66'
212 + 25 r t 5 r ~ 1 Test Sec. 2'x 2'
261 + 50
290 + 30
328 + 00
342 + 00
368 + 40
407 +0° 400 +OO
428 + 00
460 + 00
484 + 10
499 +oo
509 + 50
518 + 00
528 + 00
543 + 50
554 + 50
L I O 1 2 ' J - , 2 ~ 4'
Fiqure 10 Percent Compliance and Lot Location for the East Bound Roadway
STATION
Test Sec. 4'x 6'
Test Sec. 2'x 2
PERCENT COMPLIANCE
AND LOT LOCATION
1R-40-3(593 WB lR -40-3(59) WB
TOP LIFT BOTTOM U FT
0- LOT # 0- LOT#
+17'--4.--21'----( STATION +15'-+k--23'4
211+66' 211+66 212 + 10
237+ 90 241+20
242 + 10
289+50 287+50
337+00
336+50
375 + 00
390+00
376 +75
434 +80
429+50
450+00
518+70
517+00
LANE LANE
Figure 11 Percent Compliance and Lot Location f o r the West Bound Roadway
Table 2 Typical HMAC Test Results
LANE**
LOT # DIRECTION* P OR T %ASPHALT
WB-BL
WB-TL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-BL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-TL
WB-BL = West Bound Bottom Lift
WB-TL = West Bound Top Lift
AVERAGE
DENSIN (%)
AVG. BULK
DENSIN
STANDARD
DEVIATION
LOT
COMPLIANCE
** P = Passing
T = Travel
(4) Accept the AC density lots on the top lift which fail to meet specifications by nuclear test
methods, in accordance with subsections 406-10.08(E) of the 1985 supplemental specifications,
but are acceptable on cores.
(5) Accept AC density lots 51,53,63 and 64 (top lift) and apply an appropriate adjustment in the
contract price in accordance with the schedule provided within the end product AC
specifications for compaction. The percent compliance shall be utilized as the PT and pay
factor extracted from the table. Once determined, the negative pay factor is final and can be
offset by subsequent passing lots which would produce a positive pay factor.
(6) Accept AC density lots 43 and 62, top lift, at an adjustment In the contract unit price of -$3.00
per ton.
(7) Reduce item number 4060004, AC (1/2 mix), by 33,971.35 tons at the contract unit price of
$1 5.00 per ton.
(8) Establish item number 4060004A, AC (1/2' mix) (adjusted cost), at a unit price of $14.29392
per ton. The total quantity is 33,971.35 tons.
The reasons the contractor requested the above changes were:
(1) (2) Because of AC density lot failures which precluded the continuation of AC production
under subsection 406-10.08(E) (4) of the 1985 Supplemental specifications. the contractor
requested this change to provide a mechanism by which AC paving could be maintained. This
change is in conformance with subsection 105.03, conformity with plans and specifications.
(3) Prior to any work by the contractor in this area the PCCP slabs showed substantially greater
deterioration than the other areas of the project. The contractor expended extensive
compactive effort in full cooperation with the Department, in attempting to meet the density
specifications, however, the condition of the existing roadway promoted an environment in
which obtaining the specified density requirements led to other undesirable characteristics in
the finished product. The literature available on crack and seat procedures would suggest an
approach different from that used in the crack and seat process in areas such as this.
(4) The core method of determining density is recognized as being more precise than the
nuclear gauge methd.
(5) The end product asphalt cancrete specifications for compaction provides a recognized
schedule of contract unit price adjustment for density lot compliance attained.
(6) As allowed under the end product asphalt concrete specifications for compaction, the
Engineer believes that the material is of sufficient quality that it may be accepted at the
maximum negative pay factor adjustment of $3.00.
(7)&(8) To provide a mechanism by whlch payment can be made with an appropriate pay factor
adjustment applied.
The wst adjustment due to change order no.6 was reduced by $23,986.49.
All the other change orders are not related to the objective of this report.
One of the two force accounts (force account no. 2) is related to the objective of this
report. In this force account authorization was given by ADOT to the contractor to remove the
randomly located severe bumps in the bottom lift of the AC caused by the underlying PCCP
joint filler material. The removal was accomplished through the use of a small milling machine
and other incidental equipment and labor. The cost of this force account was $15,000.00, and
the contract time was not changed.
Copies of change orders numbered 1 and 6, and copy of force account no.2 are Included
in Appendix F.
V. CONCLUSIONS and RECOMMENDATIONS
Although the bumps developed in the HMAC overlay could be attributed to the placing of
the hot mix over the asphalt rubber sealant, one should investigate the possibility of seating as
the cause . No method was provided in the contract to evaluate the seating process other than
monitoring the number of passes the 50 ton roller made.
There is no evidence showing that there is any relation between the crack and seat
operation and the non-compliance of the compaction densities. Additional research is needed
to investigate whether asphalt rubber-sealants cause bumps when overlaid with HMAC.
It cost $0.80 per square yard to crack and seat the PCCP slabs. In other states where a
regular program exists for the crack and seat, costs have stabilized In the $ 0.25 - 0.50 per
square yard.
The choice of 4" thickness (rellabili = 80%) for the overlay may be on the thln side since
four reflective squared cracks were visible in the HMAC overlay in March 1987. Back
calculations of the overlay thickness using the 1986 AASHTO Guide recommend a thickness of
5.5" for 90% reliability. it is recommended that Non Destructive Testing be done on a cracked
and seated PCCP in order to back calculate layer moduli including the effective moduli of the
broken PCCP and then the structural layer coefficients of the layer and the resulting value of the
structural number.
It is recommended that an experimental research project be conducted on a section of
highway using the crack and seat technique and compare this to a control section where no
cracking and seating has been done. From such a research study one would be able to better
assess the effectiveness of the crack and seat technique in preventing reflective cracking in
Arizona.
It is also recommended that the following be considered t a crack and seat operation is to
be utilized:
a- Full pavement condition survey should be performed before the crack and seat
operation.
b- Falling weight deflectorneter tests should be performed at the following time intelvals:
1 - Prior to cracking and seating the pavement
2- After cracking but prior to seating
3- During the rolling process i.e. seating
4- After the cracking and the seating operations
c- The AASHTO Guide for design of pavement structures should be used for the design of
the AC overlay.
d- Using back-calculation procedures, one should establish the structural coefficients for
each crack spacing pattern and compare them with those of the AASHTO procedure.
e- Any method which can be used to evaluate whether seating is necessary, prior to
bidding, should be investigated and then analyzed during construction.
f- A cost analysis study should be done in order to determine if the delay in reflective
cracking, due to crack and seat, actually extends the life of the pavement as opposed to
conventional overlays and if so, is it cost effective.
Other construction recommendations that should be incorporated in the special provisions
include:
a- The collector trench was constructed on the edge of the PCCP. This proved to be a
problem when lane closures forced traffic to use the lane next to the trench. The traffic
periodically drifted on top of the trench which overstressed the 2 of AC over the coarse backfill
material and created a rut above the backtilled trench. The special provisions should read: " No
traffic shall be allowed on backfilled trench until the top lift of the AC overlay has been placed".
b- The special provisions dictated that seating be accomplished no more than 24 hours
prior to the AC overlay and not more than 72 hours after cracking. The seating process could
possibly be more effective if it was performed at night when the temperatures are lowest; the
concrete slabs contract as they cool down, and the cracks will grow wider and should make
seating more effective.
VI. NINE MONTH SURVEY
A. Pavement Condition
On June 11, 1987 a nine month pavement condition survey was conducted. The following
is a description of the pavement condition and photographs showing the cracked sections.
In the WE roadway between MP 158 and 157 one 3'x4' reflective crack was visible in the
travel lane. A 10' long transverse crack was also visible at about 2" away from this 3x4' crack.
(Photograph #I (a) and (b)).
In the EB roadway several reflective cracks were visible. Between MP 153 and MP 154
there were three transverse cracks of low severity (width of the crack was less than 3/8"),3' to 4'
long. The cracks extend from the edge of the travel lane shoulder stripe inwards towards the
center line (Photographs # 2,3 and 4). Photograph #4 also shows the edge crack that is
believed to be along the trench drain.
Between MP 153 and MP 154 three additional parallel transverse reflective cracks were
visible with a spacing of 31.9' and 25.6'. One of these cracks was of medium severity (crack
width = 0.4") and a length of about 6' (Photograph # 5).
Between MP 155 and MP 156 and at the top of the hill seven severe 3x3' reflective cracks
were visible. These cracks are shown in photographs # 6 and # 7.
All the reflective cracks seen at the time of the survey were in the travel lane. No cracks
were visible in the passing lane of the east or west bound directions.
The reflective cracks seemed to occur in areas where the road is not level. The level
sections of the road were crack-free.
Longitudinal edge cracks were only apparent between MP 153 and 154 EB, and it is
believed that these edge cracks occur above the trench drain as mentioned In section Ill of this
report.
Ravellng seemed to have increased in severity from low to medium in the EB travel lane
and at the construction joint along the center line of the road. Medium sever'v is defined as
when more of the aggregates have worn away and the surface texture is moderately rough and
pitted.
The WB travel lane had many raveling spots of low severity with few spots along the
center line of medium severity.
B. Remarks
In superimposing the subgrade data and the lot compliance results over the locations of
the developed cracks, one can observe that there is no significant relation between them.
While other states (California, New Mexico and Kentucky) have reported that the crack and
seat process has been successful, Arizona needs to funher investigate the effectiveness of this
process by changing some of the construction and/or design parameters such as:
. HMAC overlay thickness
. Cracking Pattern
. Cracking Method
. Seating Method.
Falling Weight Deflectometer Tests were conducted on four sections of this project on
August 11, 1987. Results of such Non Destructive Tests will be Included in the final report
describing the findings of the experimental section (after conducting a second survey during the
winter season), along with the back calculations for the structural coefficients of the pavements'
layers and the thickness of the overlay. Appendix D shows the workplan for this project.
REFERENCES
Noonan, J.E. and McCuliagh. F.R. "Reduction of Reflection Cracking in Bituminous
Overlays on Rigid Pavements". Engineering Research and Development Bureau,
New York State Department of Transportation Report 80, June 1980.
Smith, Roger D. " CALTRANS Uses Cracking and Seating". Asohaltnews, May
1986, Vol 9, No. 2.
McGhee, K.H. "Efforts to Reduce Reflective Cracking of Bituminous Concrete
Overlays of Portland Cement Concrete Pavements". Virginia Highway
Transportation Research Council, December 1987.
Schormeier, R.H. "Eleven-year Pavement Condition History of Asphalt Rubber
Seals in Phoenix, Arizona". ASTM STP 724. December 1980, pp 13-21.
Crawford, C. Crackina and Seatina of PCC Pavements Prior to Overlavina W'rh
Hot Mix Asphalt. State of the Art Reuort, National As~haltP avement Association
Information Series 91, March 1985.
Smith, R. E., Darter, M. I., Herrln, S. M. Hiahwav Pavement Distress identification
Manual. U.S. Department of Transportation/Federal Highway Administration,
March 1979.
"Does PCC cracking and Seating Work?" Better Roads, January 1986.
Guide for Desian of Pavement Structures. American Association of State Highway
and Transportation Officials, 1986.
E.S./Nina APPENDIX B
04-07-86
Special Provisions
IR-40-3(59.) & RS-581(2)P
ASHFORK-FLAGSTAFF HIGHWAY AND KINGMAN-SELIGNAN HIGIiWAY
(Welch O.P. - Williams) and (Seligman Street))
CRACK AND SEAT P.C.C.P., OVERLAY AND RESURFACING
PROPOSED WORK:
The proposed work is located in Coconino and Yavapai
Counties. Project IR-40-3 (59) is on Interstate Route 40 beginning at
Milepost 152.1, approximately 10 miles west of the City of Williams
and extending easterly to Milepost 158.6 for a distance of
approximately 6.5 miles and consists of cracking and seating the
existing portland cement concrete travel lanes; constructing a
subsurface drainage system; reconstructing slopes and improving median
drainage; reconstructing new concrete bridge barrier and guard rail;
furnishing and placing an asphaltic concrete overlay and other
incidental work. Project S-581 (2)P is on State Route 66 beginning at
Milepost 139.93 in Seligman, and extending easterly to Milepost 142.74
for a distance of approximately 2.81 miles and consists of removing
the existing pavement and replacing it with either recycled or new
asphaltic concrete, at the contractor's option, and other incidental
work.
Sheet 1 of 59
Special Provisions
IR-40-3(59) & RS-581(2)P
ITEM 4010210 - CRACK AND SEAT PORTLAND CONCRETE PAVEMENT:
Description:
The work under this item consists of furnishing all
equipment and labor necessary for cracking and seating the existing
concrete pavement at the locations shown on the project plans and in
accordance with the requirements of these special provisions,
following the removal of existing bituminous patch material, if
present, and prior to placement of the new asphaltic concrete overlay.
Equipment :
Equipment to be used for cracking concrete pavement
shall be capable of impacting the pavement with a variable force which
can be controlled in magnitude and point of impact. This should
produce the desired cracking without extensive surface spalling along
the crack or without excessive shattering of the pavement or base.
Unguided free falling weights such as "headache balls" shall not be
used. The equipment for seating the cracked concrete shall be a 50
ton pneumatic tired roller.
Construction Methods:
Following removal of any existing bituminous patch
material if present, the existing concrete pavement shall be cracked
by such equipment and by such a method so as to produce full depth,
generally transverse hairline cracks at a nominal longitudinal spacing
of 3 feet x 3 feet, except at Milepost 152.1-152.2 (Westbound) and at
Milepost 152.2-153.3 (Westbound) where the nominal spacing shall be 4'
x 6' and 2' x 2' respectively. Care shall be taken to prevent the
formation of a continuous longitudinal crack.
Before cracking operations begin, the Engineer will
designate test sections. The contractor shall crack the test sections
using varying energy and striking patterns until a satisfactory
cracking pattern is established. This energy and striking pattern
will then be required for the remainder of the project unless the
Engineer determines that conditions have changed such that a
satisfactory cracking pattern is no longer being produced.
Adjustments shall then be made to the energy and/or striking pattern
as required to re-establish a satisfactory cracking pattern. When
cracking the test sections, the contractor shall furnish and apply
water to dampen the pavement following cracking to enhance visual
determination of the cracking pattern. The contractor shall furnish
and apply water to a test section at least once each day to verify
that the specified crack pattern is being maintained. The pavement
cracking tool shall not impact the pavement within one foot of another
break line, random crack, pavement joint, or edge of pavement. A
screen satisfactory to the Engineer shall be provided to protect
vehicles in the adjacent lane from flying chips during the cracking
process when necessary.
Sheet 33 of 59
@ ARIZONA DEPARTMENT OF TRANSPORTATION
% 4 ~ k ~ -
- 3 HIGHWAYS DIVISION
* 191'
206 South Seventeenth Avenue P h o e n l x . Arlzona 85007
BRUCE BABBITT
Governor
CHARLES L. MILLER
Director
June 4 , 1986
ACDENDUM
W 0 FORD
State Engtneer
TO ALL CONTRACTORS AND OTHERS INTERESTED I N PROJECTS
IR-40-3 (59) ASHFORK-FLAGSTAFF HIGHWAY AND RS-591 (2) P
KINGMAN-SELIGIQAN HIGHWAY SCHEDULED FOR BID OPENING ON
FRIDAY, JUNE 13, 1986 AT 1 1 : O O A.M.
REVISIONS TO THE SPECIAL PROVISIONS:
ITEM 4010210 - CRACK AND SEAT PORTLAND CEMENT CONCRETE PAVEMENT:
On s h e e t 33 of 59 of t h e S p e c i a l P r o v i s i o n s , the f i r s t
paragraph under t h e s u b t i t l e "Construction Methods" s h a l l be r e v i s e d
t o read:
Following removal of any e x i s t i n g bituminuous patch
m a t e r i a l , i f p r e s e n t , t h e e x i s t i n g concrete pavement s h a l l be cracked
by such equipment and by such a method so a s t o produce f u l l depth,
- g e n e r a l l y t r a n s v e r s e h a i r l i n e cracks a t a nominal spacing of 3 feet x
3 f e e t square, except a t Milepost 152.1-152.2 (Westbound) and at
Milepost 152.2-i52.3 (Westbound) where the nominal spacing s h a l l be 4 '
x 6' and 2' x 2' r e s p e c t i v e l y .
In t h e event t h a t e x i s t i n g s l a b s a r e a l r e a d y cracked
i n t o segments, t h e s e segments s h a l l be cracked f u r t h e r i n t o nominally
equal-sized square or r e c t a n g u l a r pieces having l o n g i t u d i n a l and
t r a n s v e r s e dimensions not more than 3.5 f e e t nor less than 2.5 f e e t
wherever f e a s a b l e .
Sheet 1 of 3
HIGHWAYS . AERONAUTICS . MOTOR VEHICLE WBLlC TRANSIT . AOMINISTRAlIVESERV1CES . TRANSPORTATION PLANNING
Addendum (2)
IR-40-3 (59) & RS-581(2)P
On Sheet 34 of 59 t h e f o u r t h paragraph s h a l l be d e l e t e d
and r e p l a c e d w i t h t h e following:
Cracked pavement segments s h a l l be seated not more than
24 hours p r i o r t o r e c e i v i n g t h e a s p h a l t c o n c r e t e o v e r l a y .
Cracked concrete pavement s h a l l i n no case remain
exposed t o t r a f f i c more than 72 hours. I f t h i s 72-hour requirement is
not met, cracking operations s h a l l be suspended u n t i l a l l cracked
pavement has been covered by a t l e a s t t h e f i r s t A s p h a l t i c c o n c r e t e
l e v e l i n g course.
Cracked concrete pavement s h a l l be maintained while open
t o t r a f f i c .
ITEM 7010001 - YAINTENANCE AND PROTECTION OF TRAFFIC:
701-3.02: Maintenance and P r o t e c t i o n of T r a f f i c of the Standard
S p e c i f i c a t i o n s is modified t o add:
A l l t h e s i g n s c a l l e d "Special" on sheet 35 of 36 of t h e
p r o j e c t - p l a n s of P r o j e c t IR-40-3(59) a r e Department f u r n i s h e d .
The c o n t r a c t o r s h a l l pick them up a t t h e maintenance
yard i n F l a g s t a f f a t 5701 E. Railhead Avenue, and r e t u r n them a t t h e
same address a t the completion of t h e p r o j e c t .
It s h a l l be c o n t r a c t o r ' s r e s p o n s i b i l i t y t o maintain t h e
s i g n s c l e a n and in l e g i b l e c o n d i t i o n s throughout t h e c o n s t r u c t i o n
time.
Sheet 2 of 3
Addendum (2)
IR-40-3 (59) & RS-581(2) P
ITEM 8080553 - PIPE (PVC PERFORATED) ( 4 " ) :
On Sheet 51 of 59 of t h e S p e c i a l Provisions under t h e
s u b t i t l e " M a t e r i a l s n t h e t h i r d paragraph and g r a d a t i o n s h a l l be
revised t o read a s follows:
The c o a r s e b a c k f i l l m a t e r i a l f o r t h e p e r f o r a t e d pipe
s h a l l conform t o t h e following g r a d a t i o n s :
Sieve S i z e Percent Passing
1 1/2 inch
1 inch
1/2 inch
NO. 4
NO. 200
The combined bulk s p e c i f i c g r a v i t y range f o r t h e c o a r s e
b a c k f i l l m a t e r i a l s h a l l be 2.35 t o 2.85.
The combined water a b s o r p t i o n range f o r t h e c o a r s e
b a c k f i l l m a t e r i a l s h a l l be 0 t o 2.5.
R e s i s t a n c e t o a b r a s i o n f o r c o a r s e b a c k f i l l m a t e r i a l w i l l
be determined in accordance with t h e requirements of AASHTO T 96 and
s h a l l meet t h e following requirement:
Maximum l o s s of 40 p e r c e n t a t 500 r e v o l u t i o n s .
REVISION TO THE PROJECT PLANS:
On Sheet 35 of 36 of t h e P r o j e c t Plans of P r o j e c t
IR-40-3(59) add Note No. 7: A l l t h e s i g n s c a l l e d "Specialn a r e
Department f u r n i s h e d .
DALLIS B. SAXTON, Engineer
C o n t r a c t s and S p e c i f i c a t i o n s Services
Sheet 3 of 3
APPENDIX C
ARIZONA DEPARTMENT OF TRANSPORTATION * MATERIALS SECTION
206 S .7th AVENUE (127A) PHOENIX ARIZONA 85007 PHONE (602) 255-7231
MATERIALS DESIGN MEMORANDUM
Gary L. Cooper
Assistant State Engineer JANUARY 17,1986
PROJECT MEMORANDUM #85-82-1
ASH FORK - FLAGSTAFF HWY
WELCH OP - WILLIAMS MEMORANDUM TYPE: FINAL
1-40-3-459 PE
IR-40-3(59) CONST.
REHABILITATION
This memo supersedes Meno #85-82 dated November 8, 1985 and
refelects the following changes:
SECTION I - ITEM 1 - Added two experimental test sections
- ITEM 2 - Added Item for Leveling quantities
SECTION I11 - ITEM 2 - Borrow Source information was added.
SECTION I - PAVEMENT STRUCTURE
ITEM 1 - STRUCTURAL THICKNESS
LOCATION DIRECTION CRACK & SEAT OVERLAY AC(1/2)
*Experimental test sections
ITEH 2 - ADDITIONAL QUANTITIES FOR LEVELING
An additional 3.200 tons of Asphaltic Concrete (1/2") should be
estimated for leveling purposes.
SECTION I1 - SURFACE TREATMENTS AND PAVEMENTS
ITEM 1 - TACK COAT
A tack coat shall be appiied as necessary to provide proper bonding
prior to the placement of each lift of AC over an underlying
bituminous surface or PCCP. The tack coat shall be as specified in
Section 404 of the Standard Specifications.
SUBSURFACE DRAINAGE DESIGN
IR-40-3(59)C
E.B. & W.B.
BORROW FOR SHLDR BORROW FOR SHLDR
BUILD-UP FOR UNPAVED BUILD-UP FOR UNPAVED
CUT DITCHES & FILLS
2" AC( 112) SURFACE COURSE
2" AC(112) LEVELING COURSE
EXISTING PCCP
EXISTING CTB
M.P. 152.1 TO 158.6
DESCRIPTION OF ELDIENTS .
1. 4" AC OVERLAY
2. EXISTING 8" PCCP
3. EXISTING 4" CTB
6. COLLECTOR TREKCII - SEE DETAIL BELOW
7. PERFORATED COLLECTOR PIPE
8. OUTLET PIPE - 2% grade @ 400' SPACING
4. EXISTING SUBGRADE 9. ESGINEERISG FABRIC
5. EXISTING AC SHOULDERS
*DRAINAGE TRENCH
AND OUTLET SHALL BE
DESIGNED TO DRAIN
THE LOW SIDE OF
THE PAVEMENT CROSS
SLOPE.
FILL
SUBSURFACE DRAISAGE*
TRENCH DETAIL
ITEM 2 - ASPHALTIC CONCRETE (1/2)
The asphaltic concrete shall be as specified in Contracts and
Specifications stored Spec. "ASP406".
For estimating purposes the unit weight of the bituminous mix is 152
pounds per cubic foot, the asphalt is 4.7 %, and the haul distance
is 29 miles.
Asphalt shall be type AC-30.
The minimum index of retained strength shall be 70%.
The combined bulk specific gravity range shall be 2.35 to 2.85
The combined water absorption range shall be 0 to 2.50.
ITEM 3 - BRIDGE OVERLAY DETAILS
The bridge decks at the following locations shall be overlaid with
2" AC(1/2) as specified in SECTION II.ITEM 2. Just prior to placing
new AC. all existing bituminious material shall be removed from the
bridge decks. and the bridge decks shall be throughly cleaned, to
the satisfaction of the Engineer. A bridge deck membrane shall be
placed on the following bridges, and as specified in SECTION 11.
ITEM 4.
LOCATION (EB & WB) M P MEMDRANE
DEVIL DOG TI OP 157.71 YES
The PCCP at bridge approaches shall be removed and replaced with
8"AC(1/2). The removal length shall be determined by Highway Plans.
ITEM 4 - BRIDGE DECK MEMBRANE
A bridge deck membrane shall be placed on Devil Dog TI OP as
specified in contracts and specifications stored spec "PREBRANE".
ITEM 5 - RAMP OVERLAY DETAILS
The full thickness of the overlay shall be carried onto the on and
off ramps to a point beyond the width taper of the ramps. The
thickness of the overlay shall then be tapered to meet the grade of
the existing bituminous pavement on the ramps. The length of the
taper section will be determined by the Highway Plans Services.
ITEM 6 - CRACKING AND SEATING PCCP
Description:
This work shall consist of cracking and seating existing concrete
pavement following removal of existing bituminous overlays, if
present, and prior to placement of a bituminous overlay.
Equipment:
Equipment to be used for cracking concrete pavement shall be capable
of impacting the pavement with a variable force which can be
controlled in magnitude and point of impact. This should produce
the desired cracking without extensive surface spalling along the
crack or without excessive shattering of the pavement or base.
Unguided free falling weights such as "headache balls" shall not be
used. The equipment for seating the cracked concrete shall be a 50
ton pneumatic tired roller (See Spec.).
Construction Methods:
Following removal of any existing bituminous overlays, if present,
the existing concrete pavement shall be cracked by such equipment
and by such a method so as to produce full depth. generally
transverse hairline cracks at a nominal longitudinal spacing of
3 feet X 3 feet except at MP 152.1-152.2 (WBI & MP 152.2-153.3 (WB)
the nominal spacing shall be 4'x 6' and 2'x 2' respectively. Care
should be taken to prevent the formation of a continuous
longitudinal crack.
Before cracking operations begin, the Engineer will designate test
sections. The contractor shall crack the test sections using
varying energy and striking patterns until a satisfactory cracking
pattern is established. This energy and striking pattern will then
be required for the remainder of the project unless the Engineer
determines conditions have changed such that a satisfactory cracking
pattern is no longer being produced. Adjustments shall then be made
to the energy and/or striking pattern as required to re-establlsh a
satisfactory cracking pattern. When cracking the test sections, the
contractor shall furnish and apply water to dampen the pavement
following cracking to enhance visual determination of the cracking
pattern. The contractor shall furnish and apply water to a check
section at least once each day to verify that the specified crack
pattern is being maintained. The pavement cracking tool shall not
impact the pavement within 1 foot of another break line, random
crack, pavement joint, or edge of pavement. A screen satisfactory
to the Engineer shall be provided to protect vehicles in the
adjacent lane from flying chips during the cracking process when
necessary.
The contractor shall exercise care during breaking to protect. and
prevent daaage to underground utilities and drainage facilities.
Only construction or hauling traffic is permitted over the newly
cracked pavement.
Following cracking, the concrete shall be rolled with at least 2
passes until the concrete pieces are assured of being seated.
After all segments have been seated to the satisfaction of the
Engineer, loose debris shall be cleaned from all joints and cracks
by suitable compressed-air equipment. All spalls shall be patched
with bituminous material to the satisfaction of the Engineer prior
to overlay.
Placing of the Asphaltic Concrete overlay shall follow the breaking
and seating operation as closely as is practicable and, in no case.
shail the broken pavement remain exposed more than 24 hours. If
this 24-hour requirement is not met. breaking operations shall be
suspended until all broken pavement has been covered by at least
the first Asphaltic Concrete leveling course.
Measurement and Payment
The completed work as measured for CONCRETE PAVEMENT CRACKING AND
SEATING will be paid for at the contract unit price for the
following contract item (pay item).
Pay Item Pay Unit
Concrete Pavement Cracking Square Yard
The contract price paid per square yard for cracking the existing
concrete pavement shall include full compensation for furnishing all
labors, materials, tools, equipments, and incidentials, and for
doing all work in cracking the existing pavement, seating cracked
pavement, maintaining the cracked pavement in suitable condition for
use by traffic if required, cleaning the pavement, filling joints,
cracks and spalls, furnishing and applying water as shown on the
plans and these Special Provisions. and as directed by the Engineer.
SECTION 111 - MATERIALS SOURCES - GEOTECHNICAL REPORT
ITEM 1 - NONDESIGNATED SOURCES
NO State designated aggregate source is set up for this project.
Materials sources shall be as specified in Section 1001 of the
Standard Specifications.
Page 5
ITEM 2 - BORROW SOURCE (FOR SHOULDER BUILDUP)
DATE OF REPORT: November, 1985
PIT SERIAL NUMBER: 5991. Area 1
MATERIAL DESIGNATION: Borrow
Location and Description:
This source is located 4.6 miles north of the Pittman Valley T.I.
on 1-40 (M.P. 171.8) at an existing pit area known as the Frenchy
Hill sand pit. The materlal consists of low-plastic to non-plastic
volcanic sand and silt that is compact and lightly cemented. There
is some fine gravel and some cobble sized rock, both consist of
hard, light weight ryholite and are angular and abrasive. The sand
is also anguiar and abrasive. There is from 1' to 2' of clayey
silty sand overburden on unused portions of the pit area.
Extraction of Pit Material:
Moderate clearing of Juniper trees and grass will be required in the
unused portions of Area 1. No stripping is necessary: 'however, the
uper 2' of material should be removed and reserved for slope plating
material because of its humus content. The contractor should be
made aware of the "Master Pit Development Plan" required by the
Forest Service.
The estimated amount of suitable material in Area 1 is 100,000 cubic
yards after a shrink factor has been applied.
Investigation:
The investigation of this source consisted of the excavation of 31
test holes to depths of from 3 to 9 feet with a backhoe in 1959. In
1960 an additional 6 test holes were dug with a backhoe to depths of
from 3 to 11 feet. In 1964, six more test holes 9 to 11 feet in
depth were made with a backhoe. In 1977 sixteen borings were made
to depths of from 15 to 45 feet with a continuous flight auger. In
August. 1980, 3 additional test holes were dug by backhoe to depths
of from 7 to 15 feet. No water was noted in any of the test holes
or borings when made.
Information Available to Bidders:
The following information is available at the ADOT Xaterials
Section. 206 South 17th Avenue. Phoenix. Arizona. 85001.
1. Drillers logs and labratory test results of samples taken from
test holes made in 1959, 1960. 1977, and 1980.
2. Areal photography and topographic maps of genaral pit area
Haul Road and Haul Distance:
The existing haui road is in good shape and will require no
preparation prior to use. From the pit area it is 4.6 miles via
graded U.S. Forest Service and paved county road to the Pitman
Valley, T.I.. From this point it is 17 miles via 1-40 to MP 255 .
The total haul distance is 21.5 miles.
Legal haul limits must be observed on all paved roadways
Factor
The estimated compacted weight of borrow is 100 pounds per cubic
foot. A shrink factor of 15 percent should be applied. The pit may
be measured and the borrow paid for on a volume basis.
SECTION IV - MISCELLANEOUS
ITEM 1- REMOVAL OF BITUMINOUS MAINTENANCE PATCH MATERIAL
The work under chis item consists of reaoval of all existing
bituminous maintenance patch material from the PCCP to the
satisfaction of the Engineer. Removal area is approximately 7.000
square yards and the average thickness is 1/4".
ITEM 2 - SUBSURFACE DRAINAGE TRENCH
Description of Application:
The engineering fabric (subsurface drainage) shall be used in
subsurface drainage applications such as lining trenches, pavement
drains, or blanket drains. The engineering fabric shall provide a
permeable layer of media, while retainine the soil aatrix.
Material Requirenents:
The engineering fabric shall be of nonwoven needle punched
construction consisting of long chain filaments or yarns of
polyester or polyproplene. The fabric shall be inert to commonly
encountered cheniculs hydrocarbons. mildew and rot resistant,
resistant to insect and rodents, and shall comply with AASHTO
Specification M-288-82.
The average roll minimum value (weakest principle direction ) for
strength properties of any individual roll tested from the
manufacturing iot or lots of a particular shipment shall be in
excess of the average roll minimum value (weakest principle
direction) stipulated in the AASHTO Specification.
The gradation of virgin aggregate will be determined in accordance
with the requirements of Arizona Test Method 201.
Sieve Size Percent Passing
1 1/2 inch
1 inch
1/2 inch
NO. 4
NO. 200
The combined bulk specific gravity range for the virgin aggregate
shall be 2.35 to 2.85.
The combined water absorption range for the virgin aggregate shall
be 0 to 2.5.
Resistance to abrasion for virgin aggregate will be determined in
accordance with the requirements of AASHTO T 96 and shall meet the
following requirement:
Maximum loss of 40 percent at 500 revolutions.
Packaging and Identification Requirements:
The engineering fabric shall be provided in rolls wrapped with
protective covering to protect the fabric from mud, dirt. dust. and
debris. The fabric shall be free of defects or flaws which
significantly affect its physical properties. Each roll of fabric
in the shipment shall be labeled with a number or symbol to identify
that production run.
Construction Details:
The engineering fabric shall be installed in accordance with the
plans. Overlaps when necessary shall be 18 inches minimum.
Securing pins shail be used when necessary to insure proper
anchoring of the engineering fabric.
The drainage fabric shall be covered with the permeable backfill
material within two weeks of its placement. Should the fabric be
damaged during construction, the torn or punctured section shall be
repaired by placing a piece of fabric that is large enough to cover
the damaged area and to meet the overlap requirement. Adjacent
borders of the geotextile shall be overlapped a minimum of twelve
(12) inches or sewn. The preceding roll shall overlap the following
roll in the direction the material is being placed.
Securing Pins:
Securing pins for anchoring the fabric shall be 3/16 inch steel
bars, pointed at one end and fabricated with a head to retain a
steel washer having an outside diameter of not less than 1.5 inches.
The pin length shall be not less than 18 inches. U-shaped pins
shall be an acceptable option.
Measurement and Payment:
Engineering fabric shall be measured for payment by the square yard
in place. Measurement will be the nearest square yard. No
allotvance will be made for material in laps and seams. Payment,
therefore will be made at the contract unit price for "Engineering
Fabric (Subsurface Drainage)" which price and payment shall
constitute full compensation for furnishing all labor. material, and
equipment, and performing ail operations in connection with placing
the engineering fabric as shown on the contract plans. No
measurement of, nor payment for, will be included for securing pins.
and all costs incidental thereto shall be included in the contract
unit price. No measurement of, nor payment for, will be made for
engineering fabric due to either contamination or damage due to
either the fault or negligence of the contractor.
Aggregate materials used to backfill the subsurface drainage trench
shall be as specified above. Hand methods for coRpaction of the
backfill shall be used to assure that compaction does not damage the
drain pipe.
Submitted P. E.
Pavement Ser) "i ces Engineer
Approved P.E.
I
APPENDIX D
ARIZONA DEPARTMENT OF TRANSPORTATION
206 South Seventeenth Avenue Phoenix, Arizona 85007
ARIZONA TRANSPORTATION RESEARCH CENTER
BRUCE BABBITT
Governor
February 12, 1986 CHARLES L. MILLER
Director
Mr. Ed Wueste
Division Administrator
Federal Highway Administration
234 North Central Avenue, #330
Phoenix, AZ 85004
ATTN: Nate Banks
SUBJECT: Construction Experimental Feature "Crack and Seat Concrete
Pavement prior to A.C. Overlay", PROJECT IR-40-3(59)
M.P. 152.1 to 152.2 West Bound
M.P. 152.2 to 152.3 West Bound
Dear Sir:
Enclosed is the workplan for the above referenced project for your
review and approval. This test section has been requested by the FHWA
Division office to expand on Arizona's limited experience with this
rehabilitation strategy.
ADOT is requesting FHWA participation in the conStruction costs of
this experimental feature. Report preparation and field evaluations will
be supported by the Arizona Transportation Research Center. No additional
funding will be requested for those efforts.
In the event you have any questions regarding this project or-work
plan, please contact Mr. Larry Scofield of my staff.
Respectfully,
Frank R. McCullagh, P.E. V
Assistant State Engineer
Research Section
cc: Sam Maroufkani
Enclosure
YIGWWI\IS . AERONI\UTICS . MOTOR VEHICLE . PUBLIC TRANSIT . AOMINISIRATIVE SERVICES . TRANSPORTATION PLANNING
"CRACK AND SEAT EXISTING CONCRETE PAVEMENT PRIOR
TO OVERLAYING WITH ASPHALTIC CONCRETE"
ASH FORK - FLAGSTAFF HIGHWAY; WELCH OVERPASS - WILLIAMS
IR-40-3(59)C
AZ8604
PROBLEM STATEMENT
The process of rehabilitating concrete pavements by
overlaying with asphaltic concrete requires the prevention of
reflecting cracking by some mitigation method. Often times,
Arizona has elected to utilize a stress attenuating membrane to
provide the mitigation measures. For this project ADOT elected
to crack and seat the concrete pavement alleviating the potential
for reflective cracking. Although this procedure is common in
the highway industry, mixed results have been obtained and no
cencensus of opinion exists to support a specific construction
procedure.
OBJECTIVE
The objective of this experimental construction feature is to
evaluate the constructability and long term field performance of
different crack spacings. The standard or "control" crack
pattern for this project will be 3' X 3'. Two test sections will
be constructed with longer and shorter 4' X 6' and 2' X 2'
respectively, spacings to evaluate the performance of these
alternate designs.
It is anticipated that the long term evaluation of these
sections will provide additional insight into the effectiveness
of the crack and seat strategy and the various patterns under
specific Arizona conditions
WORKPLAN
The proposed workplan and report preparation will be in
accordance with the procedures for Construction Experimental
Features. At minimum. the following activites will be performed
and reported.
Task I
Construct two test sections on Project IR-40-3(59)C with
different crack and seat patterns. Test Section 1 @ M. P. 152.1 -
152.2 W.B. Utilize 4.~6' crack and seat pattern
Test Section 2 @ M. P. 152.2 - 152.3 W. B. Utilize 2.~2' crack and
seat pattern
Control Section: Remainder of Project @ M.P. 152.3 - 158.6 W. B..
M. P. 152.1 - 158.6EB Utilize 3.~3' crack and seat pattern.
Task 2
Document the construction procedures, equipment and problems.
Task 3
Perform visual condition and performance surveys at 6 months
after construction, and 1 year intervals thereafter for a period
of 5 years.
Task 4
Prepare a final report describing the finding8 of the
experimental section.
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APPENDIX F
ARI 4.1 DEPARTMENT OF TRANSPORTATIC
OFFICE MEMO
August 13, 1986
To: Rober-t R. Wachter-
C h i e f P r o j e c t S u p e r v i s n r -
From: E. F. Gentsch
District IV Engineer-
/
/'
R e : P r o , j e c t I R-40-3 (53),,
Rshfor-k -
Change O r d e r ' # 1
R p p r o v a l h a s b e r n g r a n t e d to u s e R s p n a l t ic C o n c r e t e ( N i s c S t r u c t u r a l ) i n
p l a c e of R s p h a l t i c C o n c r e t e ( I / ? " mix) when o v e r l a y i n g t h e collector
t r e n c h .
The c o n t t - a c t o r h a s r e q u e s t e d t h i s change b e c a u s e of l a c k of a v a i l a b i 1 it y
o f R s p h a l t ic C o n c r e t e ( 1 / 2 " n ~ i x )d ur - ing col lector - t r e n c h c ~ ~ ~ n s t ri uo nc.t
O v e r a l l cost of Rsphal t ic C u n c r e t e is r e d u c e d by $2,283.00. R s p h a l t ic
C o n c r e t e (Misc. S t r - u c t u r - a l ) q i ~ a nit t y is s u b s t i t u t e d f o r R s p h a l t ic C o n c r e t e
( I / ? " r,iix) q u a n t i t i e s . The c 8 > n t r a c t tiroe w i l l n r ~ t change.
Et-vin L. R > r e r ? , Rrea Eng inezr-, c8:~ncut-r-ed on J u l y 23, 1386-
D70ug Fo: -st ie, Mater-ials, c o n c ~ . ~ r r eIdrtn Jl.11 y 28, 1386.
W i 1 1 ian; Vachon, F. H. W. R. , concur-red on J u l y 28, 1386.
P l e a s e see t h a t pronlpt a t t e n t i o n is g i v e n t o p r - o c e s s i n g a change o r d e r for
t h e above rnent ioried change.
MEA/EFG/sh
cc: R.R. Genteman, Deputy D i s t r - i c t E n g i n e e r
E. Bar-en, Rrea E n g i n e e r
v'FHWR, O05R
F i e l d R e p o r t s , 1 3 3
O p n r a t i o n s Group, 174R
C h i e f Deputy S t a t e E n g i n e e r , :03R
M a t e r i ~ l s
State C o n s t r u c t i o n Enqirleer- - 17ZR
Cisst. State E n g i n e e r - 215P
District F i l e
F i l e
- -
C - ! / A
J .-A-SIZONA
DEPARTMENT OF TRANSPORTATION / r: PAGE i OF L
DIVISION OF HIGHWAYS
SUPPWMENTAL AGREEMENT
a Change Order
Force Account Work Reaucst
/- -
0'
Fund Code 875 1 NO. 6 / -
Name ol Project b h ~ontracfor2!EIjFNF */
DESCRIPTION AND REASON
EOUEST: ( 1 ) Tc. d e l e t e s u b s e c t i o n 4Cl6-10.00 (E) Cc8nstrt.lct i o n Requirements;
Conxpact i n g and Sra~r tc~thingC; a ~ r s e sG r e a t e r Than One a n d One -ha l f
I n c h e s i n Nc.r,llnal T h i c k n e s s ; o f t h e 1385 S u p p l e r o e n t a 4 c
S p e c i f i c a t i o n s for' t h e f i r s t two inch l i f t of R s p h a l t i c C o n c r e t e .
( 2 )T n add t h e end p r o d u c t Rs p h a l t ic Concr 'ete S p e c i f i c a t i ctns f a r
compact ion, mndi f i e d
/--
a t t a z h e d , f u r t h e f i r s t twco i r c h l i f t of
Rsphal t ic Cc<ncret
( 3 ) T o a c c e p t t h e f i r s t t w o inch l i f t of R s p h a l t i c Cctr~crete
between Glestbnund S t a t i o n 375(appt-ox) and 5 5 7 ( a p p r o x ) as is, w i t h
no a d f u s t r ~ t e n t i n c o n t r a c t p r i c e . T h i s w i l l i n c l u d e RC D e n s i t y
lots 17, 18, 1 , 1 , 2 , 4 5 , 27 and Z0. These RC D e n s i t y
l o t s w i 1 1 b e e x c l u d e d frsoro t h e P a y F a c t o r Tab>- t l ait u r c
( 4 ) T o a c c e p t t h e RC D e n s i t y lots cmn t h e second twca i r ~ c h l i f t
which f a i l tcj meet s p e c i f i c a t i o n s b y N u c l e a r T e s t Methods, i n
a c t o r - d a n c e wi t h S u b s e c t i o n s 406-10.0e (El o f Ht. he-1385 Sclppler f ler t tal
C p e c i f icat ic<ns, but are a c c e p t a b l e on cores.
( 5 ) T o a c c e p t RC D e n s i t y i c ~ t s5 1, 53, 63 and 6 4 ( s e c o n d t w o i n c h
l i f t ) and apply an a p p r o p r i a t e ad.justment i n t h e c o r ~ t r a c t p r i c e
i n a c c o r d a n c e w i t h t h e s c h e d u l e p r o v i d e d w i t h i n t h e End F'roduct
Qsphal t ic C o n c r e t e S p e c i f i c a t i o n s f o r Compact ion. The p e r c e n t
cc~rttpliance s h a l l be u t i l i z e d as t h e "PT" and t h e "'ay F a c t o r "
e x t r ' a c t e d from t h e t a b l e . Once d e t e r m i n e d , t h e n e g a t i v e pay
f a c t o r is f i n a l and can not be o f f s e t by s u b s e q u e n t p a s s i n g lot5
which would produce a p o s i t i v e pay f a c t o r . _-c,s
(6)To a c c e p t RC D e n s i t y l o t s 43 and 62, secortd t w o inch l i f t of '
RC, at m ad.justment i n t h e c o n t r a c t u n i t p r i c e of -52.00 p e r
t o n . /
Eatenson of C~nlraclli me wtll D wail net be considered as a result ol this Supplemental Agreement.
.. -- -- - ---.
QIZONA DEPARTMENT OF TRANSPORTATION
OlVlSlON OF HIGHWAYS
SUPPLEMENTAL AGREEMENT
&I Change Order
Force Account Wo* Request -
_Ee Project NO. TR-Jn-7159 1 / Fund Code -4 / NO. 6 /-
,.,me ol prolecl ~h Fork - Flaostaff Hichwav_ contractor NPI/NF Construction C d"
DESCRIPTION AND REASON
(71 To r e d u c e Itern nuoiber 4060004, R s p h a l t ic C o n c r e t e ( I / ? ' '
m i x ) , by 33,.371.35 t o n s a t t h e C o n t r a c t Unit P r i c e o f $15.00
p e r t o n . -
(R)To e s t a b l i s h Itern nurnber 4060004R, R s p h a l t i c C o n c r e t e (I/?"
n t i n ) (RdJuSted C o s t ) , at a Unit F'ric/e-of 314.23592 p e r ton. The
t o t a l q u a n t i t y is 33,971.35 tons./
RERSON : ( l ) ( E ) R e c a u s e of RC D e n s i t y lot f a i l u r e s which p r e c l u d e d t h e
c o n t i n u a t i o n of A s p h a l t i c C o n c r e t e p r o d u c t in? u n d e r S u b s e c t i o n
406-10.08(E) (4) of t h e 1985 Supplement a1 S p e c i f i c a t i o n s , t h e
C o n t r a c t o r r e q u e s t e d t h i s change t o p r o v i d e a rnechar~isrn by
which RC paving c o u l d b e m a i n t a i n e d . T h i s change is i n
conformance w i t h Subsect i o n 105.03, C u n f o r r n i t y w i t h P l a n s and
S p e c i f i c a t icnns. /
( 3 ) P r i o r to any work by t h e C o n t r a c t o r i n t h i s area t h e PCCP
s l a b s showed s u b s t a n t i a l l y g r e a t e r d e t e r i o r a t i o n t h a n t h e o t h e r
areas of t h e p r o j e c t . The C o r t t r a c t o r expended e x t e n s i v e
cornpact i v e e f f o r t i n f u l l cocaperat i o n w i t h t h e Department, i n
a t t e m p t i n g t o h ~ e e tt h e d e n s i t y s p e c i f i c a t i o n s h owe v e r , t h e
c o n d i t i o n of t h e e x i s t i n g roadway promoted an e n v i r o n m e n t in
which o b t a i n i n g t h e s p e c i f i e d d e n s i t y r e q u i r e m e n t s l e d to o t h e r
u n d e s i r a b l e c h a r a c t e r i s t i c s i n t h e f i n i s h e d p r u d u c t . The
1 i t e r a t u r e a v a i l a b l e on c r a c k and seat p r o c e d u r e s would s u g g e s t
a n a p p r o a c h d i f f e r e n t f rorn t h a t ~ p e di n t h e c r a c k a n d seat . .
p r u c e s s i n areas s u c h a s . t h i s . /
( 4 ) T h e core method o f determining d e n s i t y is r e c u g n i t e d as
b e i n g more p r e c i s e t h a n t h e n u c l e a r gaune r s i e t h u d - y
Exlenston of Contmct Xme n.*alluvn ll not be constdered as a result 0: this Supplemental Agreement
. -. . .
'RIZONA OEPARTMENT OF TRANSPORTATIOf
0 VISION OF M GkWAYS
3 4 PAGE - OF,-
SUPPLEMENTAL AGREEMENT
Change Order
0 Force Accounl Wo& REques.1
/
A Prol~Nl o. TR- 4 0 - 7 ! ?a\ /- Fund Code __BZEll d No. 6 /
DESCRIPTION AND REASON
(5)The End P r o d u c t G s p h a l t i c C o n c r e t e S p e c i f i c a t i o n s f o r
Cararpact i o n p r - o v i d r s a r - e c o g n i r e d s c h e d u l e of C c ~ n t r a c t U n i t
P r i c e ad jv~5tlllent for' E e n s i t y lot contpl i a n c a a t t a i n e d . /
( 6 )P IS a! l owe d unde:' t h e End P r o d u c t Q s p h a l t i c C o n c r e t e
Spec:f icat iCm5 f o r Cortlpact ic-n, t h e E n g i n e e r b e l i e v e s t h a t t h e
r n a t e r : a l is of s u f f i c i e n ~ q u a l i t y t h a t it hlay be a c c y e e d a t
t h e a a x imurfl n e g a t i v e pay f a c t o r ad j u s t r o e n t of 83.00.
(7) (8)Tcb p r o v i d e a mechanisrn by which payrnent c a n - b e rnade w i t h
a n a p p r - o p r - i a t e pay f a c t o r . a d . j u s t r ~ t e n t a p p l i e d . /
:OST nNGLYSIS: F i r s t Two I n c h L i f t ; GC L o t s S u b j e c t to C o s t G d j u s t m e n t
--a-t-*- --P-T- -----P-i- ----------------~~ES_----!!~~~SC~-~~~=~---~CS~E~~S~S~-----
82 0. @O 1,568.71 0. 00 0.00
89 +0.25 1, Z??. 72 +304.33 0.00
50 -1.50 , 458.05 -687.03 -687.08
70 -0. 50 1,476.27 -738.18 -1,425.26
100 +l. 00 593.18 C5'33.18 -832.08
100 +I. 00 1,428.73 +1,428.73 0.00
100 +1.00 1,263.24 +I, 262-24 0.00
100 +1.00 826.02 +836. 02 0.00
62 -1.00 1, 164.27 -1; 164-27 -1,164.27
70 -0.59 1,221.47 -610.74 -1,775.01
8 1 0.00 7'34.14 0.00 -1,775.01
99 +I. 00 885.83 +885.83 -63?. 18
67 -0.75 '383.15 , -737.36 -1,626.34
98 +O. 75 887.03 +665.27 -96 1.27
98 +O. 75 936.97 +702.7Z -258.54
84 0.00 793.53 0.00 - -258.54
57 -1.25 706.53 -883.24 -1, 141.78
menson 01 Contracl Time E mil will no; be constCered = a result of this supplemental Agreement.
A tNn ULI.An TMCN t UP TnAtlS1'l)lI rArlk
OFFICE MEMO
To: Myron Robi s o n
F'r-4oJect Supel-v i s o r -
Org 4443
From : R. R. Genteman /'
District IV ~ n g i n e & ,
/ . .
:..
St-lbject: P r o j e c t IH-4Cr-3(5'3), - F l a g s t a f f Highway
F o r c e Flccount N!.tr~iber- 2
R u t h o r i z a t i o n is g i v e n tco t.er,:clve t h e r + n d ~ ~ + r t illoy c a t e d bun:ps i n t h e first
1 i f t of a s p h a l t i c C o n c r e t e c a u s e d by t h e ~ t n d e r l y i r ~FgC CF' j o i n t f i l l e r
r a i a t e r i a l . The rer~iova? is to be a c c o r o p l i s h e d thr-o8.1gh t h e u s e of a s r n a l l
n i i l l i n g machine a n d o t h e r - i n c i d e n t a l equipment and laby*.
/ .~.
The est inlated cost of e q u i pnient and l a b o r i s 3 1 5 , 0 0 0 . 0 0 .
. , .~,
The c o n t r a c t time w i 1 1 n a t change.
E r v i n t. Boren, Rrea Engineer., c o n c u r r e d or1 O c t o b e r 14, 1'356. .- Tohl S c h m i t t , DDE, c o n c u r r e d o n O c t o b e r 14, 1'386. - . . *
Doug F o r s t ie, Materials, concur-red on O c t o b e r 16, 1'386.
R i 11 Vachon, FHWR, c o r c u r - r e d on O c t o b e r 16, 1386.
Please see t h a t prompt a t t e n t i o n is g i v e n to p r o c e s s i n g a F o r c e Rccount
Work Request f o r t h e above mentioned work.
cc: Tom S c h n i i t t , DDE
E. Roren, Rrea E n g i n e e r
FHWQ - 0 0 5 R
F i e l d R e p o r t s - 1330
O p e r a t i o n s Group - 174R
C h i e f Deputy S t a t e E n g i n e e r - 103R
Materials - 127R
State C o n s t r u c t i n n E n g i n e e r - 172R
asst. S t a t e E n g i n e e r - 215P
D i s t r i c t f i l e
p r o j e c t f i l e