Structural Factors of Jointed Plain Concrete Pavements: SPS-2—Initial Evaluation and AnalysisChapter 5. SPS-2 Project Status Summaries
This chapter summarizes key site information, pavement design
factors, and monitoring data availability for each of the SPS-2
projects. For each SPS-2 project, the following are presented:
- General description of the pavement construction site and
equipment installed.
- Key observations and deviations.
- Summary table of the key information and monitoring data
availability.
- Project status summary.
The SPS-2 projects are presented in the following alphabetical
order:
- Arizona (State code: 04).
- Arkansas (05).
- Colorado (08).
- Delaware (10).
- Iowa (19).
- Kansas (20).
- Michigan (26).
- Nevada (32).
- North Carolina (37).
- North Dakota (38).
- Ohio (39).
- Washington (53).
- Wisconsin (55).
Arizona SPS-2
The Arizona SPS-2 project site is located in the eastbound lanes
of Interstate 10 (I-10) in southwestern Arizona, approximately 56
km west of Phoenix. I-10 is a rural interstate; in 1992 the AADT
was 15,900. The initial annual ESALs was estimated at 1,052,626.
The SPS-2 project was constructed as part of the rehabilitation of
I-10. The typical pavement design consists of two 3.66-m-wide
lanes, an outside shoulder width of 3.05 m, and an inside shoulder
width of 1.22 m. The SPS-2 test sections were constructed on a
portion of I-10 that is relatively straight and flat.
Bending plate WIM equipment was installed in the fall of 1993.
Calibration was completed on January 24, 1994.
Construction of the SPS-2 site started in June 1993 with the
removal of the existing pavement. Construction of individual test
sections was completed and the area was opened to traffic on
October 1, 1993.
All required core sections were constructed. Nine supplemental
State test sections were constructed. Table 39 summarizes key
project information and data available for all the sections.
Project level information and data
availability Construction date: 10/01/1993
Table 39. Arizona SPS-2 project summary.
Climate - DNF |
Data Availability |
Average Values |
As planned? |
CLM: 17 years
AWS: 6 years |
FI: 0°C days, Precip. 232
mm
FI: 0°C days, Precip. 199mm |
Yes |
Traffic |
WIM: 6 years |
1,052,625 ESALs/year
(>200,00) |
Yes |
Subgrade type |
Coarse-grained soil for
all. |
As designed? |
Yes |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.94
5.77 |
Yes
Yes |
PCC tests available |
On average
99% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
201 |
203 |
AGG |
No |
|
Yes |
4 |
6 |
3 |
1 |
3 |
No |
0214 |
211 |
|
AGG |
No |
|
Yes |
5 |
7 |
3 |
1 |
3 |
No |
0215* |
287 |
279 |
AGG |
No |
|
Yes |
12 |
28 |
12 |
1 |
12 |
No |
0216 |
284 |
|
AGG |
No |
|
Yes |
5 |
6 |
2 |
1 |
2 |
No |
0217 |
206 |
203 |
LCB |
No |
|
Yes |
5 |
6 |
2 |
1 |
2 |
No |
0218 |
211 |
|
LCB |
No |
|
Yes |
5 |
6 |
2 |
1 |
2 |
No |
0219 |
274 |
279 |
LCB |
No |
|
Yes |
5 |
7 |
2 |
1 |
2 |
No |
0220 |
287 |
|
LCB |
No |
|
Yes |
5 |
6 |
3 |
1 |
3 |
No |
0221 |
208 |
203 |
PATB |
Yes |
|
Yes |
5 |
6 |
3 |
1 |
3 |
No |
0222 |
218 |
|
PATB |
Yes |
|
Yes |
5 |
6 |
3 |
1 |
3 |
No |
0223 |
282 |
279 |
PATB |
Yes |
|
Yes |
5 |
5 |
3 |
1 |
3 |
No |
0224 |
272 |
|
PATB |
Yes |
|
Yes |
5 |
6 |
3 |
1 |
3 |
No |
Overall- Good, except for
0222 |
Overall- Fair, late initial
surveys. |
Supplemental Sections - Total 9
sections, 7 PCC and 2 AC |
0260 |
216 mm AC on 102 mm DGAB |
5 |
3 |
0 |
1 |
NA |
0261 |
216 mm AC on 102 mm DGAB |
5 |
5 |
0 |
1 |
NA |
0262 |
203 mm undoweled JPC (3.8 MPa) on DGAB,
4.27 m |
5 |
4 |
3 |
1 |
3 |
0263 |
203 mm undoweled JPC (3.8 MPa) on DGAB,
4.27 m |
5 |
1 |
3 |
1 |
3 |
0264 |
279 mm undoweled JPC (3.8 MPa) on DGAB,
3.66 m |
5 |
2 |
3 |
1 |
3 |
0265 |
279 mm undoweled JPC (3.8 MPa) on DGAB,
3.66 m lane |
5 |
3 |
3 |
1 |
3 |
0266 |
318 mm doweled JPC (3.8 MPa) on BTB, 4.27
m lane |
5 |
1 |
3 |
1 |
3 |
0267 |
279 mm doweled JPC (3.8 MPa) on BTB, 4.27
m lane |
5 |
1 |
3 |
1 |
3 |
0268 |
203 mm doweled JPC (3.8 MPa) on BTB, 4.27
m lane |
5 |
1 |
3 |
1 |
3 |
|
Overall -
Good, except for 0260, 0261. |
Note: * Indicates seasonal monitoring
section(s)
Min. Req'd - Initial survey age less than 1 year
and all long-term monitoring intervals less than 3 years for all
monitoring types
Bolded and italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and Deviations
The following key observations were noted in the project
construction report:
- American Association of State Highway and Transportation
Officials (AASHTO) No. 57 coarse aggregate was utilized as the
backfill material in the pavement base drain.
- A tapered transition of the PATB into the DGAB could not be
achieved. This resulted in the PATB being placed against the DGAB
at the end of section 040263.
- The class B geotextile supplied was not large enough to be
wrapped around the PATB edge as per SHRP specifications. This
unwrapped area could facilitate soil intrusion from the adjacent
DGAB.
- Transverse drains were installed perpendicular to the roadway
centerline instead of in a herringbone fashion.
- A 0.9-m-wide roll of filter fabric was placed with a
0.305-m-wide section under the median edge of the PATB. The
remaining width was wrapped around the median edge of the PATB to
prevent soil infiltration.
- Transverse cracking occurred in the LCB of sections 040217
through 040220 prior to placement of the PCC slab.
- Longitudinal joint tie bars were uncoated and were only 508 mm
in length. SHRP specifications require epoxy-coated rebar at 762 mm
in length. However, this is a dry no-freeze area.
- Paving was intermittently stopped in several of the test
sections due to concrete unavailability, mix adjustments, and
equipment failure.
- PCC segregation and/or slump variations occurred in several of
the sections.
- The concrete temperature throughout construction generally
ranged from 28 °C to 31 °C.
Project Status Summary
Overall, this project site is in excellent shape. The appendices
to this report also contain a significant amount of monitoring
data. The following summarizes the status of this project:
- Designed versus constructed-Most key sections of this project
were built adequately for the key experimental design variables.
One exception is section 040222, which has excessively high slab
thickness compared to the design value.
- Construction difficulties and deviations-Only relatively minor
construction problems were noted in the construction report.
Data availability-Excellent overall.
- Site condition data-Very good.
- Key PCC materials testing data availability for core
sections-Excellent, with 99 percent completed.
- Monitoring data availability-Excellent for all key monitoring
data types for the core sections.
The Arizona SPS-2 site does not appear to exhibit significant
problems that will cause difficulty in performance analysis.
Arkansas SPS-2
The Arkansas SPS-2 project site is located in the westbound
lanes of I-30 in west central Arkansas, just to the west of the
I-70/I-30 interchange. I-30 is classified as a rural interstate; in
1993 the AADT was 18,000, with 45 percent heavy trucks. The
estimated initial annual ESALs is 2,069,550. The SPS-2 project was
included in the reconstruction of I-30. Of the 12 test sections
required for the SPS-2 project, 3 were located in original
construction fill areas, 6 were located in original construction
cut areas, and 3 sections were at grade. The typical roadway for
this project consists of two 3.66-m-wide lanes, an outside asphalt
shoulder width of 3.05 m, and an inside shoulder width of 1.22
m.
Construction of the SPS-2 site began in November 1993 with the
removal of the existing pavement. Construction of individual test
sections was completed on October 1, 1995, and the project site was
opened to traffic on November 1, 1995.
All required core sections were constructed, and no supplemental
State test sections were constructed at this site. Table 40
summarizes key project information and data available for all the
sections.
Project level information and data
availability Construction date: 10/01/1995
Table 40. Arkansas SPS-2 project summary.
Climate - DNF |
Data Availability |
Average Values |
As planned? |
CLM: 17 years
AWS: 0 year |
FI: 0°C days, Precip. 232
mm
NA |
Yes |
Traffic |
WIM: NA |
NA |
- |
Subgrade type |
Fine-grained soil for
all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.94
5.77 |
Yes
No |
PCC tests
available |
On average
99% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
188 |
203 |
AGG |
No |
4.27 |
No |
1 |
2 |
1 |
0 |
1 |
No |
0214 |
211 |
|
AGG |
No |
3.66 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
0215* |
284 |
279 |
AGG |
No |
3.66 |
Yes |
1 |
2 |
1 |
0 |
1 |
No |
0216 |
277 |
|
AGG |
No |
4.27 |
Yes |
1 |
2 |
1 |
0 |
1 |
No |
0217 |
191 |
203 |
LCB |
No |
4.27 |
Yes |
1 |
2 |
1 |
0 |
1 |
No |
0218 |
188 |
|
LCB |
No |
3.66 |
No |
1 |
2 |
1 |
0 |
1 |
No |
0219 |
282 |
279 |
LCB |
No |
3.66 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
0220 |
272 |
|
LCB |
No |
4.27 |
Yes |
1 |
2 |
1 |
0 |
1 |
No |
0221 |
208 |
203 |
PATB |
Yes |
4.27 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
0222 |
213 |
|
PATB |
Yes |
3.66 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
0223 |
277 |
279 |
PATB |
Yes |
3.66 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
0224 |
277 |
|
PATB |
Yes |
4.27 |
Yes |
1 |
1 |
1 |
0 |
1 |
No |
Overall- Good, except for 0213 and
0218. |
Overall- Fair, late initial
surveys. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations and deviations were noted in the
project construction and deviation report:
- On section 050208, the vibrators of the slip-form paver became
entangled with the dowel basket assembly at station 2+50. This
caused the augers of the paver to stop operating. The contractor
removed and replaced the affected concrete and dowel basket
assembly.
- Longitudinal joints were not sealed until early 1997. By this
time, pumping was evident through these joints.
Project Status Summary
This project site was well constructed overall, but is in
fair-to-poor shape mainly due to very limited performance
monitoring data, traffic data, PCC materials testing data,
and
AWS data. There are no supplemental sections at this site. The
following summarizes the status of this project:
- Designed versus constructed-Good, except that the mean 14-day
flexural strength value (4.6 MPa) for the 6.2 MPa design cell was
significantly below the design value.
- Construction difficulties and deviations-Minor.
- Data availability-Poor overall.
- Site condition data-Poor. Traffic data and AWS data not
available at the time of analysis.
- Key PCC materials testing data availability for core
sections-Fair, with 68 percent completed.
- Monitoring data availability-Poor, with only one survey for
many key monitoring data types.
The Arkansas SPS-2 site does not appear to have significant
problems that will cause difficulty in performance analysis if
construction, traffic, AWS, and monitoring data become
available.
Colorado SPS-2
The Colorado SPS-2 project site is located in the eastbound
lanes of I-76 in central Colorado, approximately 32 km northeast of
Denver. I-76 is a rural interstate; in 1988 the AADT was 8,400,
with 16 percent heavy trucks. The initial annual ESALs are
estimated at 347,646. Six SPS-2 test sections were included in the
phase 1 section of I-76, which was constructed on a new alignment
(sections 080217, 080220, 080221, 080222, 080223, and 080224). The
remaining six sections (sections 080213, 080214, 080215, 080216,
080218, and 080219) were located within the phase 2 section of
I-76, which was being reconstructed. The 136th Street
interchange bisects this SPS-2 site. However, no appreciable
difference in traffic loading is expected due to the presence of
this interchange.
All sections are on a tangent. The vertical grade averages +1.4
percent in the direction of traffic. Six sections were located in a
cut (sections 080217, 080218, 080219, 080220, 080223, and 080224),
while all other sections were located on fills. The typical roadway
for this project consists of two 3.66-m-wide lanes, an outside
shoulder width of 3.05 m, and an inside shoulder width of 1.22
m.
Construction of the SPS-2 site began on July 1, 1993, and was
completed on November 1, 1993. The phase 1 work (new alignment) was
opened to traffic on October 7, 1993. The phase 2 work (I-76
reconstruction) began after phase 1 was opened to traffic. Phase 2
sections were opened to traffic on January 5, 1994.
All required core sections were constructed. One supplemental State
test section was also constructed. Table 41 summarizes key project
information and data availability for all the sections.
Project level information and data
availability Construction date: 10/01/1993
Table 41. Colorado SPS-2 project summary.
Climate - DNF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 5 years |
FI: 327 0°C days, Precip. 370 mm
FI: 394 0°C days, Precip. 232 mm |
Yes |
Traffic |
WIM: 3
years |
347,646 ESALs/year (>200,000) |
Yes |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.94
5.77 |
Yes
Yes |
PCC tests
available |
On average
94% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
221 |
203 |
AGG |
No |
4.27 |
No |
3 |
5 |
2 |
2 |
3 |
Not quite |
0214 |
213 |
|
AGG |
No |
3.66 |
Yes |
3 |
5 |
2 |
2 |
3 |
Not quite |
0215 |
290 |
279 |
AGG |
No |
3.66 |
Yes |
3 |
5 |
2 |
2 |
3 |
Not quite |
0216 |
300 |
|
AGG |
No |
4.27 |
No |
3 |
5 |
2 |
2 |
3 |
Not quite |
0217 |
218 |
203 |
LCB |
No |
4.27 |
No |
3 |
3 |
2 |
2 |
3 |
Not quite |
0218 |
196 |
|
LCB |
No |
3.66 |
Yes |
3 |
4 |
2 |
2 |
3 |
Not quite |
0219 |
282 |
279 |
LCB |
No |
3.66 |
Yes |
3 |
4 |
2 |
2 |
3 |
Not quite |
0220 |
282 |
|
LCB |
No |
4.27 |
Yes |
3 |
3 |
2 |
2 |
3 |
Not quite |
0221 |
211 |
203 |
PATB |
Yes |
4.27 |
Yes |
3 |
4 |
2 |
2 |
3 |
Not quite |
0222 |
221 |
|
PATB |
Yes |
3.66 |
No |
3 |
4 |
2 |
2 |
3 |
Not quite |
0223 |
300 |
279 |
PATB |
Yes |
3.66 |
No |
3 |
4 |
2 |
2 |
3 |
Not quite |
0224 |
297 |
|
PATB |
Yes |
4.27 |
No |
3 |
4 |
2 |
2 |
3 |
Not quite |
Overall- Fair. Six sections
outside design range. |
Good, except for late
initial faulting surveys. |
Supplemental Sections - 1 PCC
section. |
0259 |
279 mm JPC (4.5 MPa) on subgrade
and 3.66 m lanes. |
3 |
3 |
2 |
2 |
3 |
Not quite |
|
|
Overall
- Good |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- Subgrade pumping occurred on several phase 1 sections due to
rainy weather and a locally high water table. Pumping did not occur
on the phase 2 sections. The embankment in these test sections
consisted of stable fill material including pulverized concrete and
asphalt capped by a fine sand layer.
- Several of the PATB sections contained too many fines in the
mix. This resulted in removal and replacement of the mat in section
080221.
- Due to its high plasticity, the 6.2 MPa concrete mix was harder
to work with than the 3.8 MPa mix.
- While paving section 080218, equipment and concrete delivery
problems (muddy haul roads) caused several work stoppages. The
dowel bars and basket assembly were torn up at station 141+50 but
not replaced.
- No major problems occurred during construction of the DGAB and
LCB layers.
Project Status
Summary
Overall, this project site is in excellent shape. The appendices
to this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good except for the following:
- Subgrade type varies, with four sections having a fine-grained
subgrade soil rather than a coarse-grained soil, as designed.
- Mean slab thickness values for six sections are more than 12.7
mm higher than the design value.
- Construction difficulties and deviations-Minor. Several PATB
sections contained too many fines in the mix.
- Data availability-Very good overall.
- Site condition data-Meets experimental conditions.
- Key PCC materials testing data availability for core
sections-Excellent, with 94 percent completed.
- Monitoring data availability-Very good, except that the initial
survey for faulting data was very late, 2.5 years after the
construction.
The Colorado SPS-2 site does not appear to exhibit significant
problems that will cause difficulty in performance analysis.
Delaware SPS-2
The Delaware SPS-2 project site is located in the southbound
lanes of U.S. 113 in central Delaware, between Milford and
Georgetown. U.S. 113 is a rural principal arterial; in 1989 the
AADT was 10,708, with 10 percent heavy trucks. The initial annual
ESALs are estimated at 234,000. The SPS-2 project was included in
the addition of two southbound lanes to an initial two-lane
roadway. The two new southbound lanes were separated from the
existing northbound lanes by a 7.92- to 12.8-m-wide median. Route
S-625 and another access road bisect this SPS-2 site. The traffic
from these routes is expected to have little impact on the SPS-2
site. There is no record of WIM installation at this site.
The roadway typically consists of two 3.66-m-wide lanes, an outside
shoulder width of 3.05 m, and an inside shoulder width of 1.22 m.
The subgrade consists of sand and silty sand. Test sections were
constructed on shallow cuts or fills. The cut sections ranged up to
1.52 m in depth. Several wetland areas exist adjacent to the
mainline pavement, where the water table is at or near the surface
for an extended time period.
This project was completed and opened to traffic on May 1, 1996.
All required core sections were constructed, and two supplemental
State test sections were constructed. Table 42 summarizes key
project information and data available for all the sections.
Project level information and data
availability Construction date: 05/01/1996
Table 42. Delaware SPS-2 project summary.
Climate - WF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 0 year |
FI: 103°C days, Precip. 1,144 mm
NA |
Yes |
Traffic |
WIM: 0
year |
N/A |
N/A |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
4.53
5.22 |
No
No |
PCC tests available |
On average 94% completed
for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
211 |
203 |
AGG |
No |
3.66 |
Yes |
6 |
3 |
3 |
0 |
4 |
Yes |
0214 |
224 |
|
AGG |
No |
4.27 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0215 |
297 |
279 |
AGG |
No |
4.27 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0216 |
279 |
|
AGG |
No |
3.66 |
Yes |
6 |
2 |
2 |
0 |
3 |
Yes |
0217 |
234 |
203 |
LCB |
No |
3.66 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0218 |
226 |
|
LCB |
No |
4.27 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0219 |
287 |
279 |
LCB |
No |
4.27 |
Yes |
6 |
2 |
2 |
0 |
3 |
Yes |
0220 |
307 |
|
LCB |
No |
3.66 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0221 |
208 |
203 |
PATB |
Yes |
3.66 |
Yes |
6 |
2 |
2 |
0 |
4 |
Yes |
0222 |
211 |
|
PATB |
Yes |
4.27 |
Yes |
6 |
2 |
2 |
0 |
3 |
Yes |
0223 |
300 |
279 |
PATB |
Yes |
4.27 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
0224 |
315 |
|
PATB |
Yes |
3.66 |
No |
6 |
2 |
2 |
0 |
3 |
Yes |
Overall- Fair. Seven
sections outside design range. |
Good, except for late
initial faulting surveys. |
Supplemental Sections - 1 PCC
section. |
0259 |
279 mm JPC (20.7 MPa f'c)
on 203 mm DGAB; 3.66 m lane; steel dowels |
6 |
2 |
2 |
0 |
3 |
Yes |
0260 |
254 mm JPC (20.7 MPa
f'c) on 203 mm DGAB; 3.66 m lane; steel dowels |
6 |
2 |
2 |
0 |
3 |
Yes |
|
|
Overall -
Excellent |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and Deviations
The following key observations were noted in the project
construction report:
- During paving of the LCB layer, depressions in the subgrade
occurred during stoppage of the paver. Transverse shrinkage cracks
developed in the LCB layer prior to PCC paving, and some of these
shrinkage cracks developed in the depression areas.
- During removal of the cracked PCC (Delaware Department of
Transportation (DelDOT) mix) in section 100205, construction
personnel noticed that some of the shrinkage cracks in the LCB had
reflected through the PCC. Some areas of the LCB had bonded to the
PCC; however, the underside areas of most of the slabs was smooth
and clean, which is representative of an unbonded condition. The
second application of a curing compound immediately before PCC
paving appears to have been effective in debonding the PCC, except
where surface depressions and irregularities existed in the
underlying LCB.
- A longitudinal crack had developed by October 13, 1995, in
section 100207 at 457 mm from the centerline and parallel to the
centerline. This crack was near the underlying construction joint
in the LCB. This crack was cored on October 26, 1995, and was not
found to extend the full depth of the concrete pavement. This crack
may be attributable to late sawing of the longitudinal joint, since
this section was paved on June 28 but longitudinal joint sawing was
not performed until July 3.
- Before removing the concrete in sections 100205, 100206, and
100207, coring of transverse and longitudinal shrinkage cracks was
performed. These cracks were found to extend either entirely or
partially through the PCC but not into the underlying LCB. No bond
was found to occur between the PCC and the underlying LCB.
- Removal of some of the DGAB occurred in sections 100201 and
100202 with removal of the cracked JPC. Additional DGAB was added
before JPC repaving in the test sections to create a uniform mat.
The DGAB was then reshaped and recompacted.
- After full-depth repair was completed, several additional
cracks developed during the winter of 1995-1996 in section 100205
(LCB). Two additional cracks developed in section 100201 (DGAB),
but no additional cracking developed in section 100209 (PATB).
- Full-depth repair of these cracks was performed from April 18
to 19, 1996. At this time, 17 fine transverse cracks were noticed
in various test sections. These cracks occurred at the edge of the
pavement and only extended a few meters into the slab panel.
- No. 57 Stone was used as the edge drain backfill instead of
PATB.
- Transverse joint sealant reservoirs were sawn to 19 mm width
and 38.1 mm depth, while the longitudinal joints were sawn to a
width of 6.4 mm and a depth of 13 mm. The transverse joints in all
test sections except sections 100206, 100202, and 100210 were
sealed with neoprene seals. The transverse joints in the remaining
sections and all longitudinal joints were sealed with hot poured
rubberized asphalt material.
The following deviations from SPS-2 guidelines were noted in the
project deviation report:
- Eight of the 12 test sections contained partial shallow cuts,
but the cut subgrades had to meet Type A borrow specifications.
Those cut subgrades that did not meet the Type A specifications
were excavated to receive 305 mm of Type A borrow (with prior
approval) (sections 100201, 100203, 100204, 100205, 100207, 100208,
100209, and 100211).
- A transverse construction joint was placed within section
100212.
- The longitudinal joint was sawn five days after the concrete
placement (sections 100211, 100203, and 100207).
- Bases did not extend the full width of the shoulder (with prior
approval).
- Neoprene was used in the transverse joints (hot poured in three
sections where the joints were rough), and hot-poured rubberized
asphalt was used in the longitudinal joint.
- No joint sealant was used between the mainline concrete
pavement and the asphalt shoulder.
- Joints were sealed in 1996 and in the second construction
season.
- The road was opened to construction traffic before joint
sealing.
- Tensile strength testing equipment was not obtained until after
July 25, 1995, so cylinders and cores requiring this test prior to
this time were missed.
- 365-day cores will not be obtained until the northbound lanes
have been rehabilitated and opened to traffic.
- Samples have been sent to the laboratories, but the materials
testing data available to date is not complete.
- For sections 100212, 100210, 100211, and 100209:
- Edge drains were not located at the outside edges of the
shoulder.
- Edge drain outlets were spaced at distances greater than 76
m.
- Construction guideline deviations:
- 3.8-MPa flexural strength concrete was not used on sections
100207, 100203, and 100211; 20.7 MPa compression strength tested
concrete was used instead.
- 3.8 MPa flexural strength concrete used on sections 100201,
100205, and 100209 was removed and replaced with 4.5 MPa flexural
strength.
- Sections 100202 and 100206 were placed with 6.2 MPa flexural
strength 6.5-bag mix. Concrete was later removed and replaced with
6.2 MPa flexural 7.5-bag mix.
- Profile index was greater than 158 mm/km for section 100205.
This section is scheduled for diamond grinding.
Project Status
Summary
Overall, this project site is in fair shape. The supplemental
sections also contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Fair, with the following problems:
- Subgrade type varies, with four sections having a fine-grained
subgrade soil type and not as designed.
- Mean slab thickness values for six sections are more than 12.7
mm higher than the design value.
- PCC strength was not within design guidelines.
- Construction difficulties and deviations-Moderate.
- Data availability-Very good overall except for traffic WIM.
- Site condition data-Very good except for change in
subgrade.
- Key PCC materials testing data availability for core
sections-Excellent, with 91 percent completed.
- Monitoring data availability-Very good, except that initial
survey for faulting data was very late, 2.5 years after the
construction.
- Traffic data-No WIM data are available for this SPS site.
Data from the Delaware SPS-2 site will require special analysis
techniques to adjust for various design factors that were not
constructed as planned.
Iowa SPS-2
The Iowa SPS-2 project site is located in the northbound lanes
of U.S. 65 in central Iowa, northeast of Des Moines. U.S. 65 is an
urban/principal arterial; in 1994 the AADT was 17,400, with 16
percent trucks. The estimated initial ESALs for the section is
approximately 600,000. The SPS-2 project was included in the
relocation of U.S. 65 in both the northbound and southbound
lanes.
The typical roadway consists of two 3.66-m-wide lanes, an outside
asphalt shoulder width of 3.05 m, and an inside shoulder width of
1.22 m. The SPS-2 sections were constructed on a portion of U.S. 65
that included both tangent and superelevated sections. All sections
were constructed on a tangent except sections 190215 and 190216.
These sections were constructed on the high side of a horizontal
curve with a superelevation rate of 2.5 percent. Vertical grades
throughout the project area range from -2.6 percent to +2.2
percent. Sections 1902215 through 190220 were constructed on fill
sections ranging from near 0 to 11.58 m in height. Sections 190221
through 190224 were constructed on cut sections ranging from 0.91
to 7.01 m.
WIM and AVC equipment were installed in June 1995 on U.S. 65,
approximately 1.61 km north of the junction with IA-163 (state
highway). Reconstruction was completed in 1994 during a period of
relatively wet weather conditions. The project site was opened to
traffic on December 1, 1994.
All required core sections were constructed. An additional
supplemental State test section was also constructed. Table 43
summarizes key project information and data available for all the
sections.
Project level information and data
availability Construction date: 08/01/1994
Table 43. Iowa SPS-2 project summary.
Climate - WF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 3 years |
FI: 580 °C days, Precip. 900 mm
NA |
Yes |
Traffic |
WIM: 1
year |
56,400 ESALs/year (<200,000) |
No |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.22
5.19 |
No
No |
PCC tests available |
On average 98% completed
for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
216 |
203 |
AGG |
No |
4.27 |
Yes |
5 |
2 |
2 |
1 |
3 |
Yes |
0214 |
213 |
|
AGG |
No |
3.66 |
Yes |
5 |
1 |
1 |
1 |
2 |
Yes |
0215 |
300 |
279 |
AGG |
No |
3.66 |
No |
5 |
1 |
2 |
1 |
3 |
Yes |
0216 |
295 |
|
AGG |
No |
4.27 |
No |
5 |
1 |
2 |
1 |
3 |
Yes |
0217 |
196 |
203 |
LCB |
No |
4.27 |
Yes |
5 |
2 |
2 |
1 |
3 |
Yes |
0218 |
208 |
|
LCB |
No |
3.66 |
Yes |
5 |
2 |
2 |
1 |
3 |
Yes |
0219 |
284 |
279 |
LCB |
No |
3.66 |
Yes |
5 |
1 |
2 |
1 |
3 |
Yes |
0220 |
290 |
|
LCB |
No |
4.27 |
Yes |
5 |
2 |
2 |
1 |
3 |
Yes |
0221 |
239 |
203 |
PATB |
Yes |
4.27 |
No |
5 |
2 |
2 |
1 |
3 |
Yes |
0222 |
211 |
|
PATB |
Yes |
3.66 |
Yes |
4 |
1 |
1 |
1 |
3 |
Yes |
0223 |
297 |
279 |
PATB |
Yes |
3.66 |
No |
5 |
1 |
1 |
1 |
3 |
Yes |
0224 |
295 |
|
PATB |
Yes |
4.27 |
No |
5 |
1 |
1 |
1 |
2 |
Yes |
Overall- Fair. Seven
sections outside design range. |
Good, but late initial
faulting survey for 0219 |
Supplemental Sections - 1 PCC
section. |
0259 |
279 mm JPC; 4.27 m wide lane |
5 |
1 |
1 |
1 |
2 |
Yes |
|
|
Overall - Good. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- Underground structures were located in 6 of the 13 sections
(sections 190213, 190214, 190215, 190217, 190219, and 190221).
These ranged from a 0.61-m diameter concrete pipe at 2.44 m below
profile grade to a 2.44-m by 3.05-m concrete pipe at 12.19 m below
profile grade.
- The contractor removed at least 0.3 m of geotextile from the
longitudinal edge drains due to the low permeability of the
geotextile.
- The boundaries of section 190222 were relocated after
construction because dowel bars with the wrong diameter were placed
in the initial boundaries of this section.
- Four sections (190215, 190216, 190212, and 190223) had concrete
thicknesses in excess of SPS-2 tolerances. These thicknesses ranged
from 8 to 23 mm above the desired thickness.
- During placement of the PCC pavement for test section 190222,
incorrect dowel baskets were placed. This area was removed, and the
section location was shifted to avoid the replaced pavement area.
Because of misinterpretation of guidelines, the section numbers
were revised. The correct numbers should be from 13 through 24.
This revision was done after most of the sampling and testing and
data collection had been completed.
Project Status
Summary
Overall, this project site is in fair shape. The appendices to
this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Poor. The key deviations are listed
below:
- Mean slab thickness values for five sections are more than 12.7
mm higher than the design value.
- Mean 14-day flexural strength values are more than 10 percent
below the design values.
- Lane width values of the two sections are wrong. This might be
a data entry error. A feedback report was submitted.
- Construction difficulties and deviations-Moderate.
- Data availability-Excellent overall.
- Site condition data-Good, except for deficient traffic data and
missing AWS data.
- Key PCC materials testing data availability for core
sections-Excellent, with 98 percent completed.
- Monitoring data availability-Very good, except that the initial
survey for faulting data for section 190219 was very late.
Data from the Iowa SPS-2 site will require special analysis
techniques to adjust for various design factors that were not
constructed as planned.
Kansas SPS-2
The Kansas SPS-2 project site is located in the westbound lanes
of I-70 in central Kansas, east of Abilene. I-70 is a rural
interstate; the estimated AADT is 13,750, with 21.4 percent trucks.
The initial annual ESALs in the design lane are estimated at
639,131. The roadway typically consists of two 3.66-m-wide lanes,
an outside shoulder width of 3.05 m, and an inside shoulder width
of 1.22 m. The SPS-2 project was included in the reconstruction of
I-70. The existing pavement was concrete. The SPS-2 test sections
were constructed on a tangent section of I-70 with vertical grades
ranging from -2.48 percent to +2.11 percent. All test sections were
constructed on fills.
An onsite weather monitoring station had not been installed before
completion of the project. However, installation was scheduled to
occur by 1994. A Toledo Model 9430TM high-speed WIM
system was installed onsite.
Construction of this SPS-2 project was completed on July 1, 1992.
The project site was opened to traffic on August 1, 1992. All
required core sections were constructed. A supplemental State test
section was also constructed. Table 44 summarizes key project
information and data available for all the sections.
Project level information and data
availability Construction date: 07/01/1992
Table 44. Kansas SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 4 years |
FI: 259°C days, Precip. 819 mm
FI: 254°C days, Precip. 698 mm |
No |
Traffic |
WIM: 1
year |
639,131 ESALs/year (<200,000) |
Yes |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
4.23
5.81 |
No
Yes |
PCC tests available |
On average 98% completed
for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
196 |
203 |
AGG |
No |
3.66 |
Yes |
7 |
5 |
2 |
2 |
2 |
No |
0214 |
188 |
|
AGG |
No |
4.27 |
No |
8 |
6 |
2 |
2 |
2 |
No |
0215 |
282 |
279 |
AGG |
No |
4.27 |
Yes |
8 |
7 |
2 |
2 |
2 |
No |
0216 |
287 |
|
AGG |
No |
3.66 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0217 |
198 |
203 |
LCB |
No |
3.66 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0218 |
201 |
|
LCB |
No |
4.27 |
Yes |
8 |
6 |
2 |
2 |
2 |
No |
0219 |
287 |
279 |
LCB |
No |
4.27 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0220 |
279 |
|
LCB |
No |
3.66 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0221 |
216 |
203 |
PATB |
Yes |
3.66 |
Yes |
8 |
5 |
2 |
2 |
1 |
No |
0222 |
211 |
|
PATB |
Yes |
4.27 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0223 |
282 |
279 |
PATB |
Yes |
4.27 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
0224 |
277 |
|
PATB |
Yes |
3.66 |
Yes |
8 |
5 |
2 |
2 |
2 |
No |
Overall- Excellent, except
for 0202. |
Good, except for deficient
faulting data. |
Supplemental Sections - 1 PCC
section. |
0259 |
305 mm doweled JPC (4.1 MPa
mix) on 152 mm stabilized base and 152 mm modified Flyash subgrade,
3.66 m lane. |
7 |
2 |
2 |
2 |
1 |
No |
|
Overall, Excellent, except for
0202. |
Overall - Good, except
for deficient faulting data. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- The LTPP SPS Project Construction Report indicates that the
PATB was difficult to place. The contractor placed this material
too thick in several of the test sections. The excess was removed
with a trimmer. During initial construction operations, the PATB
deformed when compacted. This problem was resolved as the
contractor gained experience with this material.
- Underground structures were present in sections 200204, 200208,
200209, 200210, 200211, and 200212. Median drains were present in
several test sections. However, these drains were at least 1.52 m
below the pavement surface.
- Weather station was not installed until 1996 (4 years after
construction was complete).
- The DOT staff experienced many problems with the sampling and
testing requirements.
- An insufficient number of cores was specified in the sampling
and testing plan.
- Field cores of the PATB could not be collected. Therefore, it
was impossible to conduct tests on samples CA 01, 02, 03, 05, 47,
48, 51, and 54.
- Traffic monitoring data was only submitted for 1993 (78-day
period).
- The first distress survey was not performed until April
1993.
- Vertical curves (-2.48 to +2.11 percent grade) exist within the
limits of the test sections.
- Several underground structures exist within the limits of the
test sections.
- Many of the sections contain 457-mm median drains. These drains
are located >1.5 m below the surface of the pavement.
- Sections 200204, 200208, 200209, and 200211 have box culverts
located within their limits.
- Section 200210 contains a transverse drain for the PATB.
- Section 200211 contains a median drain ±1.2 m below the surface
of the pavement.
- Several sections have concrete pavement thicknesses that exceed
the allowable tolerance of ±6.4 mm (200209 = +13 mm; 200210 = 7.6
mm; 200211 = -25.4 mm; 200212 = -48 mm; and 200204 = +10 mm).
- Construction was delayed due to an extremely wet and rainy
season.
- The contractor experienced many problems while trying to place
the PATB. Trimming was often required to obtain the desired
thickness.
- Type C fly ash was used to help dry up and stabilize the
subgrade.
- Section 200201 required one full-depth repair and two
partial-depth patches in 1995.
- Section 200204 required two partial-depth patches in 1995.
Project Status
Summary
Overall, this project site is in good shape. The appendices to
this report contain a significant amount of monitoring data (except
for faulting surveys). The following summarizes the status of this
project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Annual precipitation value is higher than the planned dry
climatic zone.
- Mean slab thickness values for five sections are more than 12.7
mm higher than the design value.
- Mean 14-day flexural strength values for the lower strength
concrete are more than 10 percent above the design values.
- Construction difficulties and deviations-Relatively minor.
- Data availability-Excellent overall.
- Site condition data-Good, except for deficient traffic data and
missing AWS data.
- Key PCC materials testing data availability for core
sections-Poor, with only 66 percent completed.
- Monitoring data availability-Good, except for deficient
faulting data.
The Kansas SPS-2 site exhibits some significant problems (data
unavailable and construction deviations) that will cause difficulty
in performance analysis.
Michigan SPS-2
The Michigan SPS-2 project site is located in the northbound and
southbound lanes of U.S. 23 in southeastern Michigan, approximately
16 km west of Toledo. U.S. 23 is a rural principal arterial; in
1989 the AADT was 35,000, with 22 percent heavy trucks. The initial
year ESALs was estimated at 1,346,045. The SPS-2 project was
included in the reconstruction of 9.7 km of U.S. 23 in both the
northbound and southbound lanes. Consear Road, a low-volume county
road, bisects this SPS-2 site. Traffic counts taken in the
northbound lanes reveal that traffic south of this interchange is 7
percent higher than traffic north of this interchange (AVC data
only).
The roadway typically consists of two 3.66-m-wide lanes, an outside
asphalt shoulder width of 3.05 m, and an inside shoulder width of
1.22 m. The SPS-2 sections were constructed on a portion of U.S. 23
that is relatively straight and flat. Vertical grades throughout
the project area range from 0.00 percent to +0.55 percent. Most of
the sections were constructed on shallow fills. However, sections
260214, 260218, and 260219 were constructed on deeper fills. All
sections except 260214, 260218, and 260219 were constructed in
tangent sections. Section 260214 was constructed in a
superelevation transition area, while sections 260218 and 260219
were constructed on a full superelevation of 0.037 m/m.
WIM and AVC equipment were installed on U.S. 23 south of Consear
Road. Only AVC equipment was installed north of Consear Road.
Reconstruction of U.S. 23 began in April 1993 with removal of the
existing pavement layers. Construction of the subgrade progressed
from mid-May through mid-June, and placement and compaction of the
embankment was completed by mid-June. Undercuts were completed in
Sections 260216, 260022, and 260223 due to unstable soil conditions
revealed during proofrolling. These undercuts were 11 m wide and
0.3 m deep, but only extended for a partial length of each section.
The undercuts were backfilled with embankment borrow clay. Base and
subbase layer construction began by mid-June and was completed by
mid-September 1993. Concrete paving commenced on September 13, 1993
(excluding control section) and was completed on September 21,
1993. The project site was opened to traffic in November
1993.
All required core sections were constructed, and one supplemental
State test section was constructed. Table 45 summarizes key project
information and data available for all the sections.
Project level information and data
availability Construction date: 11/01/1993
Table 45. Michigan SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 3 years |
FI: 259°C days, Precip. 819 mm
FI: 254°C days, Precip. 698 mm |
Yes |
Traffic |
WIM: 5
years |
1.346.0451 ESALs/year
(>200,000) |
Yes |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
4.27
6.71 |
No
Yes |
PCC tests available |
On average 82% completed
for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
218 |
203 |
AGG |
No |
4.27 |
No |
9 |
5 |
5 |
1 |
5 |
Yes |
0214 |
226 |
|
AGG |
No |
3.66 |
No |
9 |
4 |
4 |
1 |
5 |
Yes |
0215 |
284 |
279 |
AGG |
No |
3.66 |
Yes |
9 |
4 |
4 |
1 |
5 |
Yes |
0216 |
290 |
|
AGG |
No |
4.27 |
Yes |
9 |
5 |
5 |
1 |
5 |
Yes |
0217 |
216 |
203 |
LCB |
No |
4.27 |
Yes |
7 |
4 |
4 |
1 |
4 |
Yes |
0218 |
180 |
|
LCB |
No |
3.66 |
No |
8 |
3 |
3 |
1 |
3 |
Yes |
0219 |
277 |
279 |
LCB |
No |
3.66 |
Yes |
9 |
4 |
4 |
1 |
5 |
Yes |
0220 |
282 |
|
LCB |
No |
4.27 |
Yes |
8 |
4 |
4 |
1 |
5 |
Yes |
0221 |
208 |
203 |
PATB |
Yes |
4.27 |
Yes |
8 |
5 |
5 |
1 |
6 |
Yes |
0222 |
213 |
|
PATB |
Yes |
3.66 |
Yes |
9 |
4 |
4 |
1 |
5 |
Yes |
0223 |
279 |
279 |
PATB |
Yes |
3.66 |
Yes |
9 |
4 |
4 |
1 |
5 |
Yes |
0224 |
284 |
|
PATB |
Yes |
4.27 |
Yes |
9 |
4 |
4 |
1 |
5 |
Yes |
Overall- Excellent, except
for 0202. |
Good, except for deficient
faulting data. |
Supplemental Sections - 1 PCC section. |
0259 |
267 mm JRC on 102 mm OGDB on 76 mm aggregate base. |
9 |
4 |
4 |
1 |
4 |
Yes |
|
|
Overall - Excellent |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
For sections 260213 through 260220, the moisture content of the
subgrade was not maintained within the range of 85 to 120 percent
of the optimum moisture content. Moderate-to-severe desiccation
cracks (up to 50.8 mm width and 254 mm depth) developed in the
subgrade, which was compacted dry of optimum since the completed
embankment was exposed to hot and dry weather conditions before
construction of the overlying base or subbase layers. This occurred
on all sections except those constructed with PATB. Cracking did
not occur on PATB sections because the DGAB was placed soon after
completion of the embankment.
Michigan DOT required the contractor to scarify the desiccated
subgrade sections and recompact severely desiccated subgrade to
SPS-2 requirements.
- The following are some specific observations:
Project Status
Summary
Overall, this project site is in good shape except for the
concrete strength (the high and low strengths are practically the
same after 1 year). The appendices to this report contain a
significant amount of monitoring data. The following summarizes the
status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Mean 14-day flexural strength value for 3.8 MPa cell is more
than 10 percent below the design value.
- Construction difficulties and deviations-Moderate.
- Data availability-Excellent overall.
- Site condition data-Very good.
- Key PCC materials testing data availability for core
sections-Good, with 82 percent completed.
- Monitoring data availability-Excellent.
Data from the Michigan SPS-2 site will require special analysis
techniques to adjust for various design factors that were not
constructed as planned.
Nevada SPS-2
The Nevada SPS-2 project site is located in north central
Nevada, approximately 8 km west of Battle Mountain, in the outer
eastbound lane of I-80. The SPS-2 sections extend from station
1596+65 to station 64+50 (milepost 223.7). The initial annual ESALs
were estimated to be 812,944.
The construction work on this segment of I-80 consisted of removing
the existing AC surfacing, cement-treated base (CTB), DGAB, and
embankment. The original subgrade was stabilized with lime, and the
embankment was replaced. The SHRP structural sections were then
placed on top of the embankment. The terrain surrounding the test
sections is generally flat with minimal ground cover.
All required core sections were constructed. One supplemental State
section was also constructed. Table 46 summarizes key project
information and data available for all the sections.
Project level information and data
availability Construction date: 11/01/1993
Table 46. Nevada SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 5 years |
FI: 276°C days, Precip. 819 mm
FI: 181°C days, Precip. 698 mm |
Yes |
Traffic |
WIM: 1
year |
1.346.0451 ESALs/year
(>200,000) |
Yes |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.60
5.41 |
Yes
No |
PCC tests available |
On average 82% completed
for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
234 |
203 |
AGG |
No |
3.66 |
No |
4 |
6 |
2 |
1 |
2 |
Yes |
0214 |
208 |
|
AGG |
No |
4.27 |
No |
2 |
4 |
2 |
1 |
2 |
Yes |
0215 |
302 |
279 |
AGG |
No |
4.27 |
Yes |
4 |
3 |
2 |
1 |
2 |
Yes |
0216 |
300 |
|
AGG |
No |
3.66 |
Yes |
8 |
15 |
8 |
1 |
8 |
Yes |
0217 |
216 |
203 |
LCB |
No |
3.66 |
Yes |
4 |
5 |
2 |
1 |
2 |
Yes |
0218 |
198 |
|
LCB |
No |
4.27 |
No |
2 |
3 |
2 |
1 |
2 |
Yes |
0219 |
277 |
279 |
LCB |
No |
4.27 |
Yes |
4 |
2 |
2 |
1 |
2 |
Yes |
0220 |
279 |
|
LCB |
No |
3.66 |
Yes |
4 |
2 |
2 |
1 |
2 |
Yes |
0221 |
226 |
203 |
PATB |
No |
3.66 |
Yes |
4 |
6 |
2 |
1 |
3 |
Yes |
0222 |
257 |
|
PATB |
Yes |
4.27 |
Yes |
4 |
5 |
3 |
1 |
3 |
Yes |
0223 |
287 |
279 |
PATB |
Yes |
4.27 |
Yes |
4 |
4 |
3 |
1 |
2 |
Yes |
0224 |
NA -
Section taken out of the SPS-2 study from the
beginning. |
Overall- Excellent, except
for 0202. |
Good, except for deficient
faulting data. |
Supplemental Sections - 1 PCC section. |
0259 |
267 mm JRC on 38 mm leveling course, 27.6 MPa ± 20% 14-day
compressive strength. |
4 |
2 |
2 |
1 |
2 |
Yes |
|
|
Overall - Excellent. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- This project site was constructed over an existing section of
highway, and the removal of the existing pavement structure was
required. When this was performed, it was discovered that the
subgrade, which was sandy silt, was out of specifications for NDOT
subgrade material. This required the lime stabilization of the top
0.3 m of subgrade material.
- After this stabilization, embankment material was placed and
compacted. FWD testing on the embankment showed that sections
320201, 320205, 320207, and 320209 had significantly higher
deflections than the other sections.
- The DGAB was placed on 8 of the 12 sections. The material was
placed in either one or two lifts, depending on the design
thickness. Sections 320201 and 320209 were found to have high
variations in deflections during FWD testing, and section 320203
had deflections in the first 38.1 m, while the other five sections
were more consistent.
- As per the SPS-2 experiment design, four sections received a
102-mm PATB. Edge drains were constructed on these sections
utilizing a geotextile and open-graded rock placed in
trenches.
- As per the SPS-2 experiment design, four sections had a 152-mm
LCB placed directly on the embankment. The LCB was placed in one
12.19-m-wide pass and no joints were sawed. All sections except
320206 exhibited extensive cracking within 2 weeks of paving.
The PCC consisted of three different mixes. Section 320259 was
the State standard mix, six sections were constructed using a 3.3
MPa mix, and six were constructed using a 5.2 MPa mix. The typical
SPS-2 project has six 3.8 MPa and six 6.2 MPa mixes, but it wasn't
possible to reach the 6.2 MPa target using local materials, so the
target strengths were revised. A number of other problems that
occurred during PCC paving are detailed in appendix B.
- The majority of the problems with the PCC paving came as a
result of the mixes being significantly different than those
typically used by the paving crew. This was especially true for the
5.2 MPa mix. Proof of this fact is that section 320259, which was
the State standard mix, had none of the problems with shrinkage
cracks and tearing that were so common for the majority of the
project. The primary conclusion that can be made on the basis of
this project is that trying to perform nonstandard construction can
cause significant problems. It is highly unlikely that the majority
of the test sections will last anywhere close to their design
lives.
Project Status
Summary
Overall, this project site is in poor shape. The appendices to
this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Subgrade type varies, and nine sections have a different
subgrade type than was designed.
- Mean 14-day flexural strength value for the 6.2 MPa cell is
5.41 MPa, or more than 10 percent below the design value.
- Construction difficulties and deviations-Major problems that
led to extensive early cracking.
- Data availability-Excellent overall.
- Site condition data-Very good.
- Additional traffic data are needed.
- Key PCC materials testing data availability for core
sections-Excellent, with 97 percent completed.
- Monitoring data availability-Excellent.
Data from the Nevada SPS-2 site will require special analysis
techniques to adjust for various design factors that were not
constructed as planned. In particular, slab cracking will not be
able to be evaluated in comparison with other sites; this may cause
other problems that will complicate performance analysis.
North Carolina SPS-2
The North Carolina SPS-2 project site is located in the
southbound lanes of U.S. 23, near Lexington, NC. U.S. 52 is a rural
principal arterial with an AADT of 23,500 to 26,100 (1994) and 13
percent heavy trucks. The annual ESALs was estimated at 750,902.
The SPS-2 project was included in the construction of 7.8 km of
U.S. 52 in both the northbound and southbound lanes. U.S. 64
bisects this SPS-2 site. All test sections except section 370204
are located north of the U.S. 64 interchange. This section will be
monitored with AVC equipment to determine if the traffic south of
U.S. 64 is different from traffic to the north of U.S. 64.
The roadway typically consists of two 3.66-m-wide lanes, an outside
shoulder width of 3.05 m, and an inside width of 1.22 m. The
shoulders were constructed with econocrete instead of the SPS-2
required flexible bituminous design. The majority of SPS-2 test
sections were constructed on tangent sections with slight grades.
Sections that include a 203-mm PCC slab were constructed as add-on
lanes adjacent to the mainline travel lane. This parallel roadway
section was constructed through some deep cuts and high
embankments.
Seasonal monitoring sensors, strain gauges, and linear variable
differential transducers were installed on several test sections.
Reconstruction began in 1992 with earthwork grading.
All required core sections were constructed. Two supplemental State
test sections were also constructed. Table 47 summarizes key
project information and data available for all the sections.
Project level information and data
availability Construction date: 11/01/1993
Table 47. North Carolina SPS-2 project summary.
Climate - WNF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 5 years |
FI: 47°C days, Precip. 1,151 mm
FI: 67°C days, Precip. 1,199 mm |
Yes |
Traffic |
WIM: 5 years |
750,902 ESALs/year
(>200,000) |
Yes |
Subgrade type |
Fine-grained soil for
all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
N/A
N/A |
N/A
N/A |
PCC tests available |
On average
82% completed for core sections Fair |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0201* |
229 |
203 |
AGG |
No |
3.66 |
No |
10 |
25 |
9 |
1 |
10 |
Not quite |
0202 |
259 |
|
AGG |
No |
4.27 |
No |
8 |
2 |
1 |
1 |
2 |
Not quite |
0203 |
284 |
279 |
AGG |
No |
4.27 |
Yes |
8 |
2 |
1 |
1 |
2 |
Not quite |
0204 |
284 |
|
AGG |
No |
3.66 |
Yes |
7 |
2 |
1 |
1 |
1 |
Not quite |
0205 |
203 |
203 |
LCB |
No |
3.66 |
Yes |
8 |
3 |
1 |
1 |
2 |
Not quite |
0206 |
213 |
|
LCB |
No |
4.27 |
No |
8 |
2 |
1 |
1 |
2 |
Not quite |
0207 |
295 |
279 |
LCB |
No |
4.27 |
Yes |
8 |
2 |
1 |
1 |
2 |
Not quite |
0208 |
284 |
|
LCB |
No |
3.66 |
Yes |
7 |
3 |
1 |
1 |
1 |
Not quite |
0209 |
218 |
203 |
PATB |
No |
3.66 |
Yes |
8 |
5 |
5 |
1 |
6 |
Not quite |
0210 |
213 |
|
PATB |
Yes |
4.27 |
Yes |
8 |
2 |
1 |
1 |
2 |
Not quite |
0211 |
290 |
279 |
PATB |
Yes |
4.27 |
Yes |
8 |
2 |
1 |
1 |
2 |
Not quite |
0212* |
277 |
|
PATB |
Yes |
3.66 |
Yes |
8 |
3 |
1 |
1 |
1 |
Not quite |
Overall- Fair, four
sections outside design range. |
Overall - Good, except for
late initial surveys. |
Supplemental Sections - 2 PCC sections. |
0259 |
254 mm JRC on 102 mm PATB on 25.4 mm AC on 203 mm
lime-stabilized subgrade. |
7 |
2 |
1 |
1 |
2 |
Yes |
0260 |
279 mm JRC on 2.54 cm AC on 127 mm BTB on 203 mm cement-treated
subgraded. |
8 |
2 |
1 |
1 |
2 |
Yes |
|
|
Overall - Excellent. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- Edge drains were located at a 0.61-m offset from the pavement
edge, rather than the SPS-2 required 2.4-m offset. Stone was used
instead of PATB as trench backfill.
- Econocrete shoulders were approved for use instead of asphalt
shoulders.
- The DGAB extended only 0.61 m into the shoulder from the
pavement edge.
- Dowel bars (25.4 mm diameter) were utilized on sections, which
included a 203-mm PCC. The LCB was constructed to extend only 0.61
m into the shoulder from the pavement edge.
- Cracks developed in the LCB layer in several sections before
construction of the PCC. These cracks were covered with tar paper
prior to PCC paving. Several of these cracks reflected through the
PCC. Consequently, some of these slabs were repaired.
Project Status
Summary
Overall, this project site is in fair shape. The appendices to
this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Mean PCC slab thickness for the 203-mm cell is more than 12.7
mm above the design value.
- No data are available to evaluate the mean 14-day flexural
strength adequacy.
- Construction difficulties and deviations-Minor data
availability-Fair overall.
- Site condition data-Very good.
- Key PCC materials testing data availability for core
sections-Poor, with only 37 percent completed.
- Monitoring data availability-Very good. Some sections have late
initial surveys.
North Dakota SPS-2
The North Dakota SPS-2 project is located in the eastbound lanes
of I-94 in eastern North Dakota, west of Fargo. I-94 is a rural
interstate; in 1996 the AADT was 8,310, with 12 percent trucks. The
initial annual ESALs in the design lane are estimated at
246,000.
The roadway typically consists of two 3.66-m-wide lanes, an outside
shoulder width of 3.05 m, and an inside shoulder width of 1.22 m.
The SPS-2 project was included in the reconstruction of a concrete
pavement that included 229-mm concrete on 76-mm aggregate base on
152- to 229-mm aggregate subbase. The SPS-2 test sections were
constructed on a portion of I-94 that is very flat and relatively
straight. All sections except North Dakota supplemental sections
380260 and 360261 were constructed on tangent sections.
Several delays were encountered during subgrade preparation, due to
the presence of extremely wet clayey soils. Construction of
individual test sections was completed on October 1, 1994, and the
pavements were opened to traffic on November 1, 1994.
All required core sections were constructed. Six supplemental State
test sections were constructed. Table 48 summarizes key project
information and data available for all the sections.
Project level information and data
availability Construction date: 11/01/1994
Table 48. North Dakota SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 17
years
AWS: 5 years |
FI: 1,313°C days, Precip. 545 mm
FI: 1,162°C days, Precip. 534 mm |
Yes |
Traffic |
WIM: 0
year |
N/A |
N/A |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
N/A
N/A |
N/A
N/A |
PCC tests available |
On average 82% completed
for core sections Fair |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
208 |
203 |
AGG |
No |
4.27 |
No |
2 |
2 |
2 |
1 |
3 |
Not quite |
0214 |
201 |
|
AGG |
No |
3.66 |
No |
2 |
2 |
1 |
1 |
2 |
Not quite |
0215 |
279 |
279 |
AGG |
No |
3.66 |
Yes |
2 |
2 |
1 |
1 |
1 |
Not quite |
0216 |
284 |
|
AGG |
No |
4.27 |
Yes |
2 |
2 |
1 |
1 |
1 |
Not quite |
0217 |
201 |
203 |
LCB |
No |
4.27 |
Yes |
2 |
1 |
2 |
1 |
3 |
Not quite |
0218 |
201 |
|
LCB |
No |
3.66 |
No |
2 |
1 |
1 |
1 |
2 |
Not quite |
0219 |
277 |
279 |
LCB |
No |
3.66 |
Yes |
2 |
1 |
1 |
1 |
2 |
Not quite |
0220 |
277 |
|
LCB |
No |
4.27 |
Yes |
2 |
1 |
1 |
1 |
2 |
Not quite |
0221 |
206 |
203 |
PATB |
No |
4.27 |
Yes |
2 |
1 |
2 |
1 |
3 |
Not quite |
0222 |
208 |
|
PATB |
Yes |
3.66 |
Yes |
2 |
1 |
1 |
1 |
2 |
Not quite |
0223 |
282 |
279 |
PATB |
Yes |
3.66 |
Yes |
2 |
1 |
1 |
1 |
2 |
Not quite |
0224 |
274 |
|
PATB |
Yes |
4.27 |
Yes |
2 |
1 |
1 |
1 |
2 |
Not quite |
Overall- Fair, four
sections outside design range. |
Overall - Good, except for
late initial surveys. |
Supplemental Sections - 6 PCC
sections. |
0259 |
254 mm doweled JPC (ND mix)
on 203 mm salve with skewered joints and 3.66 m lanes. |
2 |
1 |
1 |
1 |
2 |
Yes |
0260 |
279 mm doweled JPC
(ND mix) on DGAB with skewed joints and 4.27 m lanes. |
2 |
2 |
1 |
1 |
1 |
Yes |
0261 |
279 mm
doweled JPC (3.8 MPa MR) on DGAB with skewed joints and 3.66 m
lanes. |
2 |
2 |
1 |
1 |
1 |
Yes |
0262 |
279 mm
doweled JPC on LCB with skewed joints (various lengths) and 4.27 m
lanes. |
2 |
1 |
1 |
1 |
2 |
Yes |
0263 |
279 mm doweled JPC on
PATB with random skewed joints and 3.66 m lanes. |
2 |
1 |
1 |
1 |
2 |
Yes |
0264 |
279 mm doweled
JPC on PATB with skewed joints and 4.27 m lanes. |
2 |
1 |
1 |
1 |
2 |
Yes |
|
|
Overall - Good. |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and Deviations
The following key observations were noted in the project
construction report:
- The LCB was difficult to place until the mix design was changed
to increase the strength of this layer. The thickness tolerances on
four core SPS-2 sections were not met (sections 380217, 380218,
380219, and 380220).
- Transverse cracks developed in section 380217. These cracks
reflected through the 203-mm PCC within 5 days after construction
of the PCC.
- The PATB deformed when compacted.
- The subgrade in section 380218 was unstable and should have
been undercut. This caused some initial frost heave, but the
condition has corrected itself.
- The layer thickness for the following sections contained
deviations:
- 380217-LCB not within the 0.012 m design tolerance, based only
on rod and level.
- 380218 and 380220-LCB not within the 0.012 m design tolerance,
based on both rod and level, and core results.
- 380219-LCB not within the 0.012 m design tolerance, based on
core results.
- LCB was difficult to place, so the mix was made stronger than
the guidelines.
- PATB was difficult to roll due to its fluid-like
characteristics and its short length requirements.
- On section 380217, the transverse cracks in the LCB reflected
through to the 203 mm of PCC pavement.
- Sections 380260 and 380261 were built on slight superelevations
just after the on-ramp from Casselton.
Project Status
Summary
Overall, this project site is in good shape. The appendices to
this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good (however, PCC strength is
unknown). The key deviations are listed below:
- Annual precipitation value is higher than the planned dry
climatic zone. Mean slab thickness values for five sections are
more than 12.7 mm higher than the design value.
- No data are available to evaluate the mean 14-day flexural
strength adequacy.
- Construction difficulties and deviations-Relatively minor.
- Data availability-Good overall.
- Site condition data-Fair. Traffic data not available at the
time of analysis.
- Key PCC materials testing data availability for core
sections-Good, with 81 percent completed.
- Monitoring data availability-Very good, except for the initial
surveys of the longitudinal profile.
The North Dakota SPS-2 site does not appear to exhibit
significant problems that will cause difficulty in performance
analysis.
Ohio SPS-2
The Ohio SPS-2 project site is located in the northbound lanes
of U.S. 23 in central Ohio, approximately 48 km north of Columbus.
U.S. 23 is a rural principal arterial; in 1994 the AADT was 20,210,
with 12 percent trucks. The initial annual ESALs are estimated at
600,000. The roadway typically consists of two 3.66-m-wide lanes,
an outside asphalt shoulder width of 3.05 m, and an inside asphalt
shoulder width of 1.22 m. The SPS-2 test sections were constructed
on a portion of U.S. 23 that is relatively straight and flat.
Permanent WIM equipment consisting of weigh plates was mounted in
each lane of U.S. 23. Additional instrumentation was installed in
the SPS-2 project area to collect environmental data, including
temperatures of individual pavement layers and moisture freeze/thaw
conditions of the subbase and subgrade layers. The load-response
monitoring instrumentation that was installed included strain,
deflection, and pressure gauges.
Construction started in the fall of 1994 with the subgrade
preparation. Individual test sections were completed by October
1995, and the project was open to traffic on October 1, 1996. All
required core sections were constructed. Seven supplemental State
test sections were also constructed. Table 49 summarizes key
project information and data available for all the sections.
Project level information and data
availability Construction date: 09/01/1996
Table 49. Ohio SPS-2 project summary.
Climate - WF |
Data Availability |
Average Values |
As planned? |
CLM: 17 years
AWS: 6 years |
FI: 375°C days, Precip.
972 mm
FI: 121°C days, Precip. 730 mm |
Yes |
Traffic |
WIM: 0
year |
N/A |
N/A |
Subgrade type |
Fine-grained soil for all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
4.72
4.23 |
No
No |
PCC tests
available |
On average
96% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0201 |
201 |
203 |
AGG |
No |
4.27 |
No |
4 |
5 |
1 |
1 |
2 |
Yes |
0202 |
211 |
|
AGG |
No |
3.66 |
No |
4 |
4 |
1 |
1 |
2 |
Yes |
0203 |
277 |
279 |
AGG |
No |
3.66 |
Yes |
4 |
3 |
1 |
1 |
2 |
Yes |
0204* |
282 |
|
AGG |
No |
4.27 |
Yes |
8 |
15 |
1 |
1 |
3 |
Yes |
0205 |
203 |
203 |
LCB |
No |
4.27 |
Yes |
4 |
4 |
1 |
1 |
2 |
Yes |
0206 |
201 |
|
LCB |
No |
3.66 |
No |
4 |
3 |
1 |
1 |
2 |
Yes |
0207 |
282 |
279 |
LCB |
No |
3.66 |
Yes |
4 |
3 |
1 |
1 |
2 |
Yes |
0208 |
279 |
|
LCB |
No |
4.27 |
Yes |
4 |
3 |
1 |
1 |
2 |
Yes |
0209 |
206 |
203 |
PATB |
No |
4.27 |
Yes |
4 |
5 |
1 |
1 |
2 |
Yes |
0210 |
203 |
|
PATB |
Yes |
3.66 |
Yes |
4 |
5 |
1 |
1 |
2 |
Yes |
0211 |
290 |
279 |
PATB |
Yes |
3.66 |
Yes |
4 |
4 |
1 |
1 |
2 |
Yes |
0212 |
269 |
|
PATB |
Yes |
4.27 |
Yes |
4 |
4 |
1 |
1 |
2 |
Yes |
Overall- Fair, four
sections outside design range. |
Overall -
Excellent. |
Supplemental Sections - 7 PCC
sections. |
0259 |
279 mm JPC (3.8 MPa MR) on
152 mm DGAB |
3 |
4 |
1 |
0 |
2 |
Yes |
0260 |
279 mm JPC (3.8 MPa
MR) on 102 mm PATB on 1022 mm DGAB |
4 |
4 |
1 |
1 |
2 |
Yes |
0261 |
279 mm JPC
(3.8 MPa MR) on 102 mm CTPB on 1022 mm DGAB |
4 |
3 |
1 |
1 |
2 |
Yes |
0262 |
279 mm
JPC on 102 mm CTPB on 102 mm DGAB |
3 |
3 |
1 |
1 |
2 |
Yes |
0263 |
279 mm JPC on 152 mm
DGAB |
3 |
3 |
1 |
0 |
2 |
Yes |
0264 |
279 mm JPC on
152 mm DGAB |
4 |
2 |
1 |
0 |
2 |
Yes |
0265 |
279 mm
JPC (3.8 MPa MR) on 102 mm PATB on 102 mm DGAB |
4 |
4 |
1 |
1 |
2 |
Yes |
|
|
Overall -
Excellent |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- The LTPP SPS Project Deviation Report indicates that some of
the DGAB cracked during compaction (sections 390259 and 390204).
Contaminated PATB was removed and replaced due to an oil spill in
section 390260.
- Monolithic construction of base layers would have ensured that
a layer of uniform thickness and material quality would have been
constructed transversely across the typical pavement section.
Monolithic construction would also have created the highest support
conditions at the pavement edge, which is often the most critical
stress area (edge stresses and positive curling stresses) for a
doweled JPCP. Only the CTPB width can be considered
monolithic.
- Individual pavement layer thicknesses are often in excess of
LTPP tolerances. Variability of a single layer depth occurs both
within an individual test section and from section to section for
those test sections that have common layer depth requirements.
- 390259 and 390204-Some surface aggregate cracked due to
compaction.
- 390260-Oil spilled on PATB. Contaminated sections removed and
replaced.
Project Status
Summary
Overall, this project site is in very good shape. The appendices
to this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Mean 14-day flexural strength values deviated by more than 10
percent from the design values.
- Construction difficulties and deviations-Relatively minor.
- Data availability-Excellent overall.
- Site condition data-Good, traffic data not available.
- Key PCC materials testing data availability for core
sections-Excellent, with 96 percent completed.
- Monitoring data availability-Excellent.
The Ohio SPS-2 site does not appear to exhibit significant
problems that will cause difficulty in performance analysis.
Washington SPS-2
The Washington SPS-2 project site is located in the northbound
lanes of S.R. 395 in eastern Washington, 4.8 km south of Ritzville.
S.R. 395 is an urban principal arterial; in 1993 the AADT was
18,000. The initial annual ESALs are estimated at 461,759. The
SPS-2 project includes construction of two new northbound lanes and
the upgrade of S.R. 395 to a four-lane divided highway. The new
lanes were constructed uphill from the existing lanes. Two sections
were located in a cut (section 530203 and 530259), while all other
sections were located on fills. The roadway design for this project
consists of two 3.66-m-wide lanes, an outside shoulder width of
3.05 m, and an inside shoulder width of 1.22 m.
The initial SPS-2 sections were constructed on a horizontal curve
to the left from the beginning of the SPS-2 project to Station
2050+00. Section 530201 is partially located within a horizontal
curve and partially located within a superelevation runout area.
Sections 530205, 530206, 530207, and 530208 are on tangent, while
the remaining sections were constructed on a curve to the left. The
maximum superelevation rate for this curve is 3 percent. Vertical
grades range from 0.14 percent to 3 percent.
Construction of the SPS-2 site started in June 1993 with the
removal of the existing pavement. Construction of individual test
sections was completed by November 1, 1995.
All required core sections were constructed, as was one
supplemental State test section. Table 50 summarizes key project
information and data available for all the sections.
Project
level information and data availability Construction date:
11/01/1995
Table 50. Washington SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 17 years
AWS: 5 years |
FI: 265°C days, Precip.
308 mm
FI: 138°C days, Precip. 355 mm |
Yes |
Traffic |
WIM: 2 years |
N/A |
Yes |
Subgrade type |
Fine-grained soil for
all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
3.34
5.7 23 |
No
Yeso |
PCC tests
available |
On average
96% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0201 |
221 |
203 |
AGG |
No |
3.66 |
No |
4 |
5 |
3 |
0 |
3 |
Yes |
0202 |
211 |
|
AGG |
No |
4.27 |
Yes |
4 |
5 |
3 |
0 |
3 |
Yes |
0203 |
282 |
279 |
AGG |
No |
4.27 |
Yes |
4 |
5 |
3 |
0 |
3 |
Yes |
0204* |
284 |
|
AGG |
No |
3.66 |
Yes |
4 |
5 |
3 |
0 |
3 |
Yes |
0205 |
216 |
203 |
LCB |
No |
3.66 |
Yes |
4 |
4 |
3 |
0 |
3 |
Yes |
0206 |
218 |
|
LCB |
No |
4.27 |
No |
4 |
4 |
3 |
0 |
3 |
Yes |
0207 |
282 |
279 |
LCB |
No |
4.27 |
Yes |
4 |
4 |
3 |
0 |
3 |
Yes |
0208 |
284 |
|
LCB |
No |
3.66 |
Yes |
4 |
4 |
3 |
0 |
3 |
Yes |
0209 |
229 |
203 |
PATB |
No |
3.66 |
No |
4 |
5 |
3 |
0 |
3 |
Yes |
0210 |
211 |
|
PATB |
Yes |
4.27 |
Yes |
4 |
5 |
3 |
0 |
3 |
Yes |
0211 |
300 |
279 |
PATB |
Yes |
4.27 |
No |
4 |
5 |
3 |
0 |
3 |
Yes |
0212 |
287 |
|
PATB |
Yes |
3.66 |
Yes |
4 |
5 |
3 |
0 |
3 |
Yes |
Overall- Fair, four
sections outside design range. |
Overall -
Excellent. |
Supplemental Sections - 1PCC
section. |
0259 |
Undoweled 254 mm JPC (4.5
MPa MR) on 76 mm ATB on 51 mm crushed surfacing base courses; 4.27
m lane. |
4 |
4 |
3 |
0 |
3 |
Yes |
|
|
Overall -
Excellent |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and Deviations
The following key observations were noted in the project
construction report:
- Construction traffic helped to further consolidate the DGAB as
evidenced by an average density of 2,106 kg/m3 for those
DGAB sections receiving construction traffic and an average density
of 1,867 kg/m3 for the control section (section 530259)
that did not receive construction traffic.
- Six of the eight test sections constructed with DGAB had
average thicknesses between 10 and 23 mm greater than SPS-2
specifications.
- The average PATB thickness was 66 mm with 10 mm standard
deviation. The SPS-2 specified thickness was 76 mm ±6.4 mm.
- The average LCB thickness was either 155 or 157 mm for each
test section paved with LCB. The SPS-2 specified thickness was 152
mm ±6.4 mm.
- The 203-mm PCC test sections had average thicknesses ranging
from 211 to 206 mm. Sections 530201, 530206, and 530209 had
thicknesses of 221, 218, and 216 mm, respectively.
- All 279-mm PCC test sections had PCC thicknesses within 7.6 mm
of the specified depth.
- The 14-day core compressive strengths for three of the four LCB
test sections were within SHRP tolerances of 3.4 to 5.2 MPa.
Section 530207 had compressive strengths up to 2.5 times as high as
other LCB test sections. This was attributed to a water-cement
ratio lower than the mix design.
- All but one PATB section had an average thickness of either 97
or 99 mm. Section 530212 had an average PATB thickness of 89
mm.
- The 3.8 MPa mix had hairline cracks below the sawn transverse
joint and 6.4 mm joint widths several days after paving for the
DGAB and LCB sections. The 203-mm PCC on LCB (section 530205) had
not cracked at the transverse joints by October 2, 1995.
- The 6.2 MPa mix had larger cracked joint widths than the 3.8
MPa mix for corresponding sections.
- The 3.8 MPa mix had cracked joints up to 7.9 mm in the PATB
sections, while the 6.2 MPa mix had transverse and average joint
crack width of 13 mm on PATB sections.
- Section 530206 developed shrinkage cracks from 1.6 to 3.2 mm in
width. All but 1 slab was cracked, and 19 of the 32 slabs had more
than 5 cracks per slab.
- Transverse and longitudinal joints were sealed with a hot pour
material.
- FWD testing revealed that those sections constructed in cut
areas had the most variability in support (0.4 to 1.4 mm), while
those test sections constructed on embankments had more uniform
support.
Project Status Summary
Overall, this project site is in good shape. The appendices to
this report contain a significant amount of monitoring data. The
following summarizes the status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Mean 14-day lower flexural strength values deviated by more
than 10 percent from the design values.
- Mean slab thickness value for the 279 mm cell deviated by more
than 12.7 mm from the design value.
- Construction difficulties and deviations-Relatively minor.
- Data availability-Excellent overall.
- Site condition data-Good; need more traffic data.
- Key PCC materials testing data availability for core
sections-Excellent, with 100 percent completed.
- Monitoring data availability-Excellent.
The Washington SPS-2 site does not appear to exhibit significant
problems that will cause difficulty in performance analysis.
Wisconsin SPS-2
The Wisconsin SPS-2 project site is located on the westbound and
eastbound lanes of Wisconsin State Highway 29 (STH-29), a rural
arterial road, in Marathon County, WI. This site is roughly 5.6 km
east of Hatley, WI. In 1995, the ADT was 6,650 vehicles with a
truck distribution of 29.5 percent. The initial annual ESALs were
estimated at 500,000. The site is located on a 0.3 percent
downgrade with four curves in between. The maximum curve does not
exceed 2 degrees with a superelevation equal to 0.055 l/l. The
lanes are 3.66 m and 4.27 m wide, with an outside shoulder of 3.05
m and an inside shoulder of 1.83 m.
A WIM system was installed on August 29, 1997. The WIM equipment
used was a DAW-1000 bending plate unit manufactured by PAT
Equipment.
The subgrade preparation for this project began in early June
1997, and paving operations were completed by mid-October 1997.
All required core sections were constructed. Eight supplemental
State test sections were also constructed. Table 51 summarizes key
project information and data available for all the sections.
Project level information and data
availability Construction date: 10/01/1997
Table 51. Wisconsin SPS-2 project summary.
Climate - DF |
Data Availability |
Average Values |
As planned? |
CLM: 0 year
AWS: 0 year |
N/A
N/A |
N/A |
Traffic |
WIM: 0 year |
N/A |
N/A |
Subgrade type |
Fine-grained soil for
all. |
As designed? |
Varies |
Flexural strength
14-day MPa |
Design value |
Actual Averages |
Within 10%? |
3.8
6.2 |
4.37
6.09 |
No
Yes |
PCC tests
available |
On average
71% completed for core sections |
Section level key design factors and
monitoring data availability
Key pavement design factors |
Monitoring data availability, No. of
tests |
ID |
Slab Thick. mm |
Base type |
With Drain |
Lane Width m |
As Design ? |
IRI |
FWD |
Distress |
Meet Min. Req'd? |
|
Actual |
Design |
Manual |
Photo. |
Faulting |
0213 |
NA |
203 |
AGG |
No |
4.27 |
NA |
3 |
1 |
1 |
0 |
1 |
Yes |
0214 |
|
AGG |
No |
3.66 |
3 |
1 |
1 |
0 |
2 |
Yes |
0215 |
279 |
AGG |
No |
3.66 |
3 |
1 |
1 |
0 |
1 |
Yes |
0216 |
|
AGG |
No |
4.27 |
3 |
1 |
1 |
0 |
1 |
Yes |
0217 |
203 |
LCB |
No |
4.27 |
3 |
1 |
1 |
0 |
1 |
Yes |
0218 |
|
LCB |
No |
3.66 |
3 |
1 |
1 |
0 |
1 |
Yes |
0219 |
279 |
LCB |
No |
3.66 |
3 |
1 |
1 |
0 |
1 |
Yes |
0220 |
|
LCB |
No |
4.27 |
3 |
1 |
1 |
0 |
1 |
Yes |
0221 |
203 |
PATB |
No |
4.27 |
3 |
1 |
1 |
0 |
1 |
Yes |
0222 |
|
PATB |
Yes |
3.66 |
3 |
1 |
1 |
0 |
1 |
Yes |
0223 |
279 |
PATB |
Yes |
3.66 |
3 |
1 |
1 |
0 |
1 |
Yes |
0224 |
|
PATB |
Yes |
4.27 |
3 |
1 |
1 |
0 |
1 |
Yes |
Overall- Not enough
data. |
Overall -
Excellent. |
Supplemental Sections - 8 PCC
sections. |
0259 |
279 mm JPC (3.8 MPa MR) on
152 mm DGAB |
3 |
1 |
1 |
0 |
1 |
Yes |
0260 |
279 mm JPC (3.8 MPa
MR) on 152 mm DGAB, with alternative dowel bar placement |
3 |
1 |
1 |
0 |
1 |
Yes |
0261 |
203 mm JPC
(3.8 MPa MR) on 102 mm OGDB on 102 mm DGAB |
3 |
1 |
1 |
0 |
1 |
Yes |
0262 |
203 mm
JPC (6.3 MPa MR) on 152 mm DGAB, with tied concrete shoulder |
3 |
1 |
1 |
0 |
1 |
Yes |
0263 |
203-279 mm JPC (3.8 MPa
MR) on 152 mm DGAB, variable pavement thickness |
3 |
1 |
1 |
0 |
1 |
Yes |
0264 |
279 mm JPC (3.8
MPa MR) on 152 mm DGAB, with composite dowels |
3 |
1 |
1 |
0 |
1 |
Yes |
0265 |
279 mm
JPC (3.8 MPa MR) on 152 mm DGAB, with stainless steel dowels. |
3 |
1 |
1 |
0 |
1 |
Yes |
0266 |
|
3 |
0 |
0 |
0 |
0 |
Yes |
|
|
Overall -
Excellent |
Note: * Indicates seasonal monitoring
section(s)
Bolded and Italic letters represent
constructed values that are either not as designed or outside the
design range. For slab thickness, the design range is set at
(design value +/- 12.7 mm)
Key Observations and
Deviations
The following key observations were noted in the project
construction report:
- During the splitspoon testing, a number of areas had existing
concrete slabs located beneath the old pavement structure. These
areas of concrete were removed and fill was placed in these
areas.
- Because of the process used to remove the existing pavement, it
was not possible to obtain undisturbed samples of the existing base
or subbase material.
- Soil boring records were provided that made it unnecessary to
perform shoulder probes. The depth to rigid layer exceeded 6.1
m.
Project Status
Summary
Overall, this project site is in good shape, given the available
data. The appendices to this report contain a significant amount of
monitoring data as well as significant materials testing data.
However, site condition data, pavement structure data, and other
key pavement design feature data are deficient at this time. Not
enough data exist in the database to assess the designed versus
constructed status of the project.
The following summarizes the status of this project:
- Designed versus constructed-Good. The key deviations are listed
below:
- Mean 14-day lower flexural strength values deviated by more
than 10 percent from the design values.
- Construction difficulties and deviations-Relatively minor.
- Data availability-Some missing data, probably in the
pipeline.
- Site condition data not available at the time of analysis.
- Key PCC materials testing data availability for core
sections-Fair, with 71 percent completed.
- Monitoring data availability-Excellent.
|