Supporting Materials for NCHRP Report 626 (2009)

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B-1 APPENDIX B DESCRIPTION OF FIELD TESTING PROJECTS IN PHASE 2 Appendix B describes the projects included in the field evaluation of NCHRP Project 10-65. As noted in the main body of the research report, the field evaluation was divided into two parts, referred to as Part A and Part B. The objective of Part A was to confirm the applicability and use of different NDT technologies and equipment identified from Phase 1 of the project. Findings from Part A formed the basis for selecting technologies and devices most suitable to determine construction quality. Part B focused on evaluating those technologies and test procedures selected at the end of Part A for further verification and refinement. B.1 – Projects Included in Part A Table B.1 lists the projects included in the Part A field testing plan, each of which is described in the following sections. Figure B.1 shows the general layout of test points for each section or lot within a project used for Part A testing. As noted in the body of the research report, most of the projects included in Part A had some type of anomalies built into the project for confirming that the NDT technologies and devices were able to identify those anomalies consistently. Table B.2 summarizes the anomalies within each of the Part A projects; this information was included in chapter 5 of the research report but is repeated here for completeness. Table B.1. Projects Included in Part A of the Field Evaluation NDT Technologies Project Identification Material Evaluated DCP Deflect. Seismic GPR Density IC 1 MnRoad Demonstration Embankment √ √ --- --- --- √ HMA – Surface NA --- √ √ √ √ Aggregate Base √ √ √ √ √ √ 2 TH-23 Reconstruction Project; Wilmar, MN. Embankment √ √ √ √ √ --- 3 I-85 Overlay; Auburn SMA Overlay NA √ √ √ √ √ HMA – Base NA √ √ √ √ √ 4 US-280 Reconstruction Project; Opelika, AL Aggregate Base √ √ √ √ √ --- 5 I-85 Ramp; Auburn, AL. Embankment √ √ √ √ √ √ HMA Base NA --- √ √ √ --- 6 SH-130 New Construction; Austin, TX. Embankment √ √ √ √ √ --- 7 SH-21 Widening Project; Caldwell, TX. High Plasticity Clay √ √ √ --- --- √ NA – Not Applicable DCP = Dynamic Cone Penetrometer, manual. Deflect. = Deflections measured with the Falling Weight Deflectometer or Light Weight Deflectometer. Seismic = Responses measured with the DSPA, PSPA, or GeoGauge. GPR = Ground Penetrating Radar, air-coupled antenna. Density = Non-Nuclear density measurements with PaveTracker, Pavement Quality Indicator, or Electrical Density Gauge. IC = Intelligent Compaction.

B-2 50025050 350 X X X X X X X X X X X X X X X 150 450 NDT Technology (Unbound Layers) Frequency of Test Segments or Lots • Density • Moisture • Seismic • LWD • DCP • GPR • Triplicate Tests • Clustered Tests • Varying density, between & within a lot • Varying moisture, between & within a lot • Material types NDT Technology (HMA Layer) Frequency of Test Segments or Lots • Density • Seismic • GPR • Triplicate Tests • Clustered Tests • Varying density, between & within lots • Varying asphalt content between lots • Mixture types Figure B.1. General Layout of Test Points and Testing Sequence for Each Section or Lot Included Within a Project B.1.1 MnROAD Intelligent Compaction and NDT Demonstration The IC demonstration project was sponsored by the Minnesota DOT and held at the MnROAD facility. In summary, this demonstration project included use of the BOMAG VariControl IC roller to compact a fine-grained soil, and companion testing with NDT devices⎯LWD, DCP, and GeoGauge. Other traditional in-place tests were also performed during construction. All testing was performed by Minnesota DOT personnel. No laboratory repeated load resilient modulus tests were planned or completed as part of this demonstration project. The IC roller that was used at this site to compact the embankment soil is shown in Figure B.2. After each lift reached the minimum stiffness requirement, as measured by the IC roller, the NDT devices were used to measure the properties of that lift. A report was prepared by the Minnesota DOT and shared with NCHRP Project 10-65.

B-3 Table B.2. Description of the Local Anomalies of the Unbound Materials and Soils and HMA Mixtures Placed Along Each Project Included in Part A Project Identification Unbound Sections Description of Differences Along Project Unbound Material and Soil Layers Area 2, No IC Rolling No planned difference between the points tested. SH-21 Subgrade, High Plasticity Clay; Caldwell, Texas Area 1, With IC Rolling With IC rolling, the average density should increase; lane C received more roller passes. Lane A of Sections 1 & 2 Prior to IC rolling, Lane A (which is further from I-85) had thicker lifts & a lower density. I-85 Embankment, Low Plasticity Clay; Auburn, Alabama All sections tested After IC rolling, the average density should increase & the variability of density measurements should decrease. South Section – Lane C Construction equipment had disturbed this area. In addition, QA records indicate that this area has a lower density. TH-23 Embankment, Silt-Sand-Gravel Mix; Spicer, Minnesota North Section – Lane A The area with the higher density and lower moisture content – a stronger area. SH-130, Improved Embankment, Granular; Georgetown, Texas All sections tested No planned differences between the areas tested. Section 2 (middle section) – Lane C Curb and gutter section; lane C was wetter than the other two lanes because of trapped water along the curb from previous rains. The water extended into the underlying layers. TH-23, Crushed Aggregate Base; Spicer, Minnesota Section 1 (south section) – Lane A Area with a higher density and lower moisture content; a stronger area. US-280, Crushed Stone Base; Opelika, Alabama Section 4 Records indicate that this area was placed with higher moisture contents and is less dense. It is also in an area where water (from previous rains) can accumulate over time. HMA Mixtures and Layers TH-23 HMA Base; Spicer, Minnesota Section 2, Middle or Northeast Section QA records indicate that a lower asphalt content was used in this area – asphalt content is still within the specifications. Section 2, Middle; All lanes QA records indicate a higher asphalt content was used in this area, but it is still within the specifications. I-85 SMA Overlay; Auburn, Alabama Lane C, All Sections This part or lane was the last area rolled using the pattern set by the contractor, and is adjacent to the traffic lane. Densities expected to be lower. Initial Test Sections, defined as A; Section 2, All Lanes Segregation identified in localized areas. In addition, QA records indicate lower asphalt content in this area of the project. Densities expected to be lower within this area. Supplemental Test Sections near crushed stone base sections, defined as B. Segregation observed in limited areas. US-280 HMA Base Mixture; Opelika, Alabama IC Roller Compaction Effort Section, Defined as C. Higher compaction effort was used along Lane C. SH-130 HMA Base Mixture; Georgetown, Texas All Sections No differences between the different sections tested.

B-4 Figure B.2. Embankment Soil at MnROAD Facility Being Compacted with the BOMAG VariControl Device/Roller B.1.2 NCAT Intelligent Compaction Demonstration The NCAT hosted an Intelligent Compaction Symposium and Demonstration in December 2004. As part of the symposium, various IC rollers were used to compact unbound fine- grained materials and HMA mixtures in the Auburn, Alabama, area. The projects on which the IC devices were demonstrated included the embankment on I-85 exit ramp 51 and the HMA layer on US-280 reconstruction. As part of the NCHRP Project 10-65 study, other NDT technologies were used to measure the in place properties of the pavement layers along these projects. The IC rollers used and test results obtained from this demonstration are presented in sections B.1.5 and B.1.6 of this appendix. B.1.3 TH-23 Project; Spicer, Minnesota This 13-mile project is along Highway 23 (TH-23) just north of Willmar, Minnesota. Dunnick Brothers was the contractor for the project. TH-23 was being reconstructed and expanded to a four-lane divided highway during 2004 construction season. The pavement cross section for this project included a 6-inch HMA layer, a 6-inch Class 6 aggregate base layer, and a Class 5 embankment over the subgrade. The Class 5 embankment was a gravelly-silty clay material with varying amounts of larger aggregate, and the thickness of this material varied over the project limits. The NCHRP Project 10-65 sections along TH-23 were located between the towns of New London and Spicer, and all tests were conducted between October 4 and 8, 2004.

B-5 Gas Station Section 2 / South Section 1 / North EXISTING TH 23 ROADWAY 1234512345 C O U N TY R O A D 8241+13.08337+12.28237+12.28226+00.3 A B C x x x x x x x x x x x x x x x A B C x x x x x x x x x x x x x x x NORTH ~ 2’ ~6’ ~ 4’ ~6’ (a) Embankment sections tested along TH-23. MALL Section 1 / SouthSection 3 / North EXISTING TH 23 ROADWAY BASE TEST POINTS ON TH-23, MN A B C 12345 x x x x x x x x x x x x x x x NORTH A B C 12345 x x x x x x x x x x x x x x x A B C 12345 x x x x x x x x x x x x x x x Section 2 / Middle 7956+007960+007962+007966+007971+237975+22 SOUTH (b) Class 6, crushed aggregate base material tested along TH-23. MALL A B C 5 4 3 2 1 x x x x x x x x x x x x x x x 5 4 3 2 1 x x x x x x x x x x x x x x x 5 4 3 2 1 x x x x x x x x x x x x x x x South Bound (OLD) M ed ia n E XI S TI N G T H 2 3 R O AD W AY (U S ED A S S O U TH B O U N D L A N E S ) I III IV II AC Section (Typ.)Section 1 to 3Tested 1 day after paving Section 4 Tested on day of paving North Bound (NEW PAVING) 7978+94.77977+84.04 3 2 1 Section 7939+99.77931+96.0 7937+97.47929+93.4 7924+99.87917+07.0 End Station Start Station (c) HMA base mixture tested along TH-23. [Note: Some of the physical properties of the HMA layer could not be varied as originally included in the test plan. The contractor for the TH-23 project had placed the HMA base mix a couple of days prior to the field testing. HMA mixture was being placed during the field testing, but this mix was in a critical area of the roadway (intersections), and NDT tests were not possible. The shoulders, considered to be in a non-critical area, were not paved during the NDT testing operations.] Figure B.3. Section Layout on TH-23 Expansion Project at Spicer, Minnesota

B-6 Three separate locations were selected for testing three materials: the first lift of the HMA base mixture, the Class 6 aggregate base, and the Class 5 embankment material. Each layer tested was divided into sections or lots as shown in Figure B.3. The NDT technologies used along this project are listed in Table B.3. Table B.3. Nondestructive Technologies Used for the TH-23 Project in Spicer, Minnesota NDT Technology Gravelly-Silty Clay Embankment Base, Class 6 Crushed Aggregate HMA Base FWD ⎯ ⎯ ⎯ LWD 1 (Loadmann)* 9 9 ⎯ LWD 2 (Dynatest)* 9 9 ⎯ LWD 3 (Carl Bro)* 9 9 ⎯ DCP 9 9 ⎯ GeoGauge (stiffness)* 9 9 ⎯ Seismic – PSPA for HMA, DSPA for soils* 9 9 9 GPR (thickness, AC voids; soil density)** 9 9 9 Non-nuclear HMA density 1 (PQI)* ⎯ ⎯ 9 Non-nuclear HMA density 2 (Troxler)* ⎯ ⎯ 9 Field Soil Moisture Tester (Preliminary evaluation) 9 ⎯ ⎯ Electrical Density Gauge; Density & Moisture Content* 9 9 ⎯ Intelligent Compaction Device-Caterpillar Roller ⎯ 9 ⎯ Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & volumetric properties ⎯ ⎯ 9 Sand cone tests; density & moisture content 9 9 ⎯ Moisture-density relationship tests 9 9 ⎯ Bulk material for laboratory modulus tests 9 9 9 * - Clustered tests performed at each test point – refer to figure B.1. ** - Triplicate runs used within each lot or section. The Caterpillar IC roller was brought to the project by the manufacturer after the crushed stone base and embankment material had already been compacted. As such, the vibratory setting on the roller was set at low amplitude and used to test the uniformity in the stiffness of the base section. The low amplitude setting was used so that the compacted base would not be disturbed or de-compacted just prior to placing the HMA base. Bulk samples for laboratory testing of the embankment, Class 6 base, and HMA mixture were taken during construction. Minnesota DOT personnel provided the moisture-density curves for the unbound materials and performed sand-cone tests at specific points for calibrating the electrical density gauge and other NDT devices. Copies of the mixture design data sheets and QA test results were also provided by Minnesota DOT for the areas tested

B-7 under NCHRP Project 10-65. HMA cores were recovered at specific locations to measure lift thicknesses, bulk specific gravity, and maximum specific gravity. These cores are also used for measuring the seismic modulus in the laboratory for calibration purposes. Embankment Layer: The embankment section, about 1500 feet in length, was a Class 5 subbase material with some large aggregate particles. This section was at the north end of the project near New London, Minnesota. The soil appeared uniform along this section, so the area was divided into two separate 500-foot-long lots (refer to Figure B.3a). Five test locations, 100 feet apart, were marked longitudinally. At each station, three test points were marked transversely to perform triplicate tests along the width of the section. At each of the 15 points in the section, clustered tests were performed with the point measurement devices to assess the repeatability of the specific NDT devices. Figure B.4 shows the condition of the embankment section during testing of the lots. Base Layer: The base layer assigned for testing was approximately 2,000 feet in length and divided into three areas, each about 500 feet in length. Each area was further divided into 15 sublots similar to the test layout shown in Figure B.3b. Figure B.5 shows the Class 6 base material and its condition during testing. HMA Layer: The first 3-inch lift of the HMA section assigned for this study was paved on October 1, 2004, 3 days prior to nondestructive testing (October 4, 2004). Three sections were selected for testing this layer over a length of about 3,000 feet (refer to Figure B.3c). The test layout was similar to that of the embankment and base layer, however, the stationing between each sublot was about 200 feet. B.1.4 I-85 Rehabilitation Project with SMA Overlay; Auburn, Alabama This rehabilitation project is along I-85 between Auburn and Montgomery, Alabama. In summary, the rehabilitation strategy included milling the existing HMA surface and placing a 1.5-inch SMA overlay. Figure B.6 shows the paving operation at the time of testing on this project, while Figure B.7 shows the compacted SMA mixture that was tested using the NDT technologies listed in Table B.4. Part A tests were conducted on October 26 through 28, 2004. Three test sections, each with test points located on a 5x3 grid pattern, were used for this project (refer to Figure B.1). Figure B.8 shows the specific section layout for this project, which includes 200-foot spacing between lots. Each lot was further divided into five sublots at 100-foot intervals. No specific tests for segregation and joint locations were included within this project, because of traffic in the adjacent lane during overlay placement. All testing was performed immediately after paving (refer to Table B.4 for the tests used on this project). Bulk samples and cores for laboratory testing were recovered during construction. Nuclear gauge density readings were also collected on the overlay at all test points. Cores were taken at specific test points to measure lift thickness, bulk specific gravity, and maximum specific gravity of the SMA mixture. These cores were also used for measuring the seismic modulus in the laboratory for calibration purposes.

B-8 Figure B.4. Embankment Material Placed and Tested Along the TH-23 Project Near Spicer, Minnesota (refer to Figure B.3a) Figure B.5. Caterpillar IC Roller Used to Test the Stiffness and Uniformity of the Class 6 Base Material Along the TH-23 Project Near Spicer, Minnesota (refer to Figure B.3b) The surface of the embankment layer was being used by construction traffic in selected areas. Although the embankment had been compacted, the surface was loose in specific areas. Testing within this area was completed, but not in an area with significant disturbance.

B-9 Figure B.6. Placement of the 1.5-inch SMA Overlay Tested During the I-85 Rehabilitation Project Near Auburn, Alabama (refer to Figure B.8) Figure B.7. Compacted SMA Overlay and Ground Penetrating Radar Testing Along the SMA Overlay Project Near Auburn, Alabama (refer to Figure B.8)

B-10 Table B.4. Nondestructive Technologies Used for the I-85 Overlay Project; Auburn, Alabama NDT Technology Subgrade Aggregate Base SMA Overlay FWD 9 Seismic (modulus)* 9 GPR (thickness and AC voids)** 9 Non-nuclear density 1 (PQI)* 9 Non-nuclear density 2 (Troxler)* 9 Intelligent compaction for HMA NA 9 (No results) Other Traditional Tests HMA mixture design test data 9 Nuclear gauge testing for density 9 HMA cores for thickness, densities & other volumetric properties 9 Bulk material for laboratory modulus tests NA 9 * - Clustered tests performed at each test point; refer to figure B.1. ** - Triplicate runs used within each section. Exit 22 Northbound lanes SB traffic Test lane M E D I A N OL3 OL2 OL1 P A V E R C B A 5 4 3 2 1 4’ 8’ 13.5’ S ho ul de r S B c en te rli ne OL Section (Typ.) I-85 Southbound sections tested on October 27, 2004 S ho ul de r S B c en te rli ne S ho ul de r S B c en te rli ne Figure B.8. Section Layout for Nondestructive Testing Along the I-85 Overlay Project, West of Auburn, Alabama

B-11 The BOMAG Asphalt Manager IC roller was intended for use on this project as an initial demonstration. However, a software-related problem occurred at the time of paving and caused the IC system to malfunction. Thus, the roller was not used for the test. The evaluation of intelligent compaction operations for HMA paving was therefore moved to the demonstration project conducted in December 2004. B.1.5 US-280 Expansion Project; Opelika, Alabama The US-280 expansion project was selected for testing HMA, crushed aggregate base material, an improved subgrade, and a soil with moderate plasticity that was used in fill areas. The contractor for this project was East Alabama Paving. The pavement section consists of a 6-inch aggregate subbase or improved subgrade, a 6-inch crushed aggregate base, a 4-inch permeable asphalt treated base, a 4-inch HMA base, and a 2-inch HMA wearing surface. The sections tested were located on US-280 at the intersection with Rt. 121, about 20 miles west of the Auburn/Opelika area. NDT was conducted along this project on separate occasions, which are defined as the initial project testing, supplemental project testing, and IC Demonstration. The testing conducted during each time is discussed in the following subsections of this chapter. Initial Project Testing The initial testing for the project was limited to the crushed aggregate base material and the first lift of the HMA base mixture. The tests were conducted on October 26 through 28, 2004. Bulk samples of the base and HMA materials for laboratory modulus testing were recovered. Nuclear gauge density readings were collected on both the base and HMA layers. HMA cores were removed at specific test points to measure lift thickness, bulk specific gravity, and maximum specific gravity. These cores were also used for measuring the seismic modulus in the laboratory for calibration purposes. Each layer tested was divided into sections or lots as shown in Figure B.1. NDT technologies used for testing each layer on this project are shown in Table B.5. The 6-inch improved subgrade had to be excluded from the field study because of construction traffic operations and traffic activity in one area and the embankment soil was too wet in another area. The improved subgrade was in a critical area with continuous construction and truck traffic. It was abandoned after some initial attempts were made to block traffic for a sufficient time period for the NDT measurements with minimal success. The fine-grained, moderate plasticity soil was also abandoned in the areas that were accessible after repeated efforts to locate the NDT test points—only to have construction traffic remove the paint marks for the test point locations and to deform the surface enough such that NDT could not be properly performed with all devices. Base Layer: The crushed aggregate base layer was tested in four sections along the shoulders in the westbound and eastbound lanes of US-280. Figure B.9 shows the section layout for the unbound aggregate base. The material placed along the shoulders had to be tested, because a chip seal had already been placed along the main lanes of the roadway (refer to Figure B.10). Both the east and westbound directions had two sections each. As shown in Figure B.10, each of the four sections was divided into five sublots 40 meters apart.

B-12 Each sublot consisted of three points, making a total of 60 test points for the base layer. Placement of the DSPA, LWDs, and GeoGauge on the chip seal surface was believed to be problematical because of the potential concentrated point loads on the aggregate. Table B.5. Nondestructive Technologies Used Along the US-280 Expansion Project Near Opelika, Alabama HMA Base NDT Technology Granular Embankment Crushed Aggregate Base 3-days After Paving Just After Paving FWD ⎯ 9 9 9 LWD 1 (Loadmann)* ⎯ ⎯ ⎯ ⎯ LWD 2 (Dynatest)* ⎯ 9 ⎯ ⎯ LWD 3 (Carl Bro)* ⎯ 9 ⎯ ⎯ GeoGauge (stiffness)* ⎯ 9 ⎯ ⎯ DCP ⎯ 9 ⎯ ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus)* ⎯ 9 9 9 GPR (thickness and AC voids)** ⎯ 9 9 9 Non-nuclear density 1 (PQI)* ⎯ ⎯ 9 9 Non-nuclear density 2 (Troxler)* ⎯ ⎯ 9 ⎯ Electrical Density Gauge; Density & Moisture Content* ⎯ 9 ⎯ ⎯ Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 9 Nuclear density gauge results ⎯ 9 9 9 Moisture-density relationship tests ⎯ 9 ⎯ ⎯ Bulk material for laboratory modulus tests ⎯ 9 9 9 * - Clustered tests performed at each test point; refer to figure B.1. ** - Triplicate runs within each section or lot. HMA Layer: Three sections were marked, totaling 2,500 feet. The first lift of the HMA base mixture was included in the field evaluation (refer to Figure B.11). The test layout for these sections is shown in Figure B.12. The HMA mixture in two of the sections was tested 3 days after paving. For the third section, testing was completed on the same day of paving and then repeated the day after paving. Segregation was also identified in some localized areas along these sections, and those areas were marked for testing. Both density and modulus values were measured at joint locations and in designated areas where mix segregation was evident using each of the NDT technologies. Cores were taken in some of the segregated areas to confirm the segregation.

B-13 Base 1 Median Shoulder East bound 3 ⌧⌧⌧ 1936+00 US-280 base layer test sections West bound Base 2 Base 3 Base 4 R ou te 1 21 B R I D G E 1 ⌧⌧⌧   2 ⌧⌧⌧ 4⌧⌧⌧ 5 ⌧⌧⌧ 1936+40 1936+80 1937+20 1937+60 3 ⌧⌧⌧1942+00 1 ⌧⌧⌧ 2 ⌧⌧⌧ 4 ⌧⌧⌧ 5⌧⌧⌧ 1942+40 1942+80 1943+20 1943+60 3 ⌧⌧⌧ 1936+00 1 ⌧⌧⌧ 2 ⌧⌧⌧ 4 ⌧⌧⌧ 5 ⌧⌧⌧ 1936+40 1936+80 1937+20 1937+60 3 ⌧⌧⌧ 1942+00 1 ⌧⌧⌧ 2⌧⌧⌧ 4 ⌧⌧⌧ 5⌧⌧⌧ 1942+40 1942+80 1943+20 1943+60 Shoulder A B C ⌧⌧⌧ • In each sublot, points A, B, C are spaced 5 feet apart • Station shown in for Point B R ou te 1 21 Figure B.9. Crushed Aggregate Base Sections Tested Along US-280, North of Opelika, Alabama Figure B.10. Crushed Aggregate Base Placed Along US-280 and Used in Part A of the Field Evaluation (refer to Figure B.9); US-280 Viewing East

B-14 Figure B.11. Placing the HMA Base Mixture Within Section 3 on Top of the Permeable Asphalt Base Layer Along US-280; North of Opelika, Alabama (refer to Figure B.12) Figure B.13 shows the segregation along the face of the core taken in one of these localized areas. Other cores disintegrated during the coring process—confirming the segregation. GPR tests were made both longitudinally down the roadway (parallel to the centerline) and diagonally across longitudinal joints. The transverse measurements were made to evaluate joint density and mixture condition along those joint. Supplemental Project Testing Additional HMA layer tests along US-280 were completed in December 2004, during the same time period of the IC demonstration workshops at NCAT. This segment of the HMA layer tested was located at the same stations as the crushed stone base layer initially tested. HMA layer tests were conducted on December 15 and 16, 2004, at this same location. Three HMA test sections were laid out as shown in Figure B.14. Sections 1 and 2 were paved 1 day prior to testing. Section 3 was paved on the day of testing, and the tests were performed immediately after paving. Some tests were also performed on Section 3 one day later, to assess how the test results would change with time after paving. The sections were again divided into a 5x3 grid, and in addition, sections 1 and 2 included points on the longitudinal joint between the two lanes. Figure B.15 shows the HMA that was tested and Table B.6 lists the nondestructive tests performed at these three sections. As with the previous projects, bulk samples were collected for laboratory testing and cores were recovered for determining lift thickness, specific gravity measurements, seismic testing in the laboratory, and calibration purposes.

B-15 O O Joint 1-2 Joint 1-4 A B C Seg 1-1 1874+72 Passing lane joint Shoulder East bound lane Legend ⌧ Test point  Joint O Segregation ⌧ ⌧ ⌧ 1 ⌧ ⌧ ⌧ 2 ⌧ ⌧ ⌧ 3 ⌧ ⌧ ⌧ 4 ⌧ ⌧ ⌧ 5   O O 1874+00 1874+40 1874+80 1875+20 1875+60 Seg 1-2 1875+20 AC 1 – US-280 – AC Segment (3 days after paving) O O Joint 2-1 Joint 2-5 A B C Seg 2-1 1878+78 Passing lane joint Shoulder East bound lane Legend ⌧ Test point  Joint O Segregation ⌧ ⌧ ⌧ 1 ⌧ ⌧ ⌧ 2 ⌧ ⌧ ⌧ 3 ⌧ ⌧ ⌧ 4 ⌧ ⌧ ⌧ 5   O O 1878+00 1878+40 1878+80 1879+20 1879+60 Seg 2-3 1879+48 AC 2 – US-280 – AC Segment (3 days after paving) O O Seg 2-1 1878+21  Joint 2-3 Joint 3-2 Joint 3-3 A B C Passing lane joint Shoulder East bound lane Legend ⌧ Test point  Joint ⌧ ⌧ ⌧ 1 ⌧ ⌧ ⌧ 2 ⌧ ⌧ ⌧ 3 ⌧ ⌧ ⌧ 4 ⌧ ⌧ ⌧ 5   1893+00 1893+40 1893+80 1894+20 1894+60 AC 3 – US-280 – AC Segment (just paved)  Joint 3-1 Figure B.12. HMA Base Mixture Sections Along US-280; North of Opelika, Alabama

B-16 (a) Core Taken in area without segregation. (b) Core taken in segregated area. Figure B.13. Face of Mixture Where a Core Was Taken from US-280; North of Opelika, Alabama Intelligent Compaction Demonstration A separate section of the HMA layer was tested on the US-280 project where the IC equipment for asphalt was demonstrated on December 16, 2004. The tests were performed on the day of paving and in a location where the BOMAG Asphalt Manger had been used for the compacting the HMA layer. Bulk samples were collected for laboratory testing, and cores were recovered for determining the lift thickness, specific gravity determinations, and seismic modulus measurements in the laboratory for calibration purposes. Test points were laid out, as shown in Figure B.16, and density tests were performed during compaction using the BOMAG Asphalt Manager. The test section was divided into an 11x2 grid, as shown in the Figure B.16. A Troxler nuclear density gauge and the PQI non-nuclear density gauge were the two NDT devices used to measure density. These NDT data were used to prepare density growth curves and compare the increase in density with an increase in HMA stiffness as measured by the Asphalt Manager. It is expected that the data can be used to correlate the output from the IC device to the measured density on the field.

B-17 S h o u l d e r S h o u l d e r M e d i a n Rt. 121 South 5 4 3 2 1 X X X X X X X X X X X X X X X A B C X X X NOTES FOR SECTION 1 and 2 • A, B, C are 4, 8, and 12 feet from centerline joint • Points 1 through 5 are 40 m apart • Point 1 is at 1736+40 US280 EAST BOUND US 280 WEST BOUND 5 4 3 2 1 X X X X X X X X X X X X X X X X X X C B A X X X X X X X X X X X X X X X C B A 1 2 3 4 5 Section 1 Section 2 Section 3 • Behind paver on 12/15/04 • Tested again by HVQ on 12/16/04 • Stationing not indicated Figure B.14. Section Layout for HMA Base Mixture Testing Along the US-280 Expansion Project; North of Opelika, Alabama Figure B.15. Eastbound Lanes of US-280 HMA Base Mixture Testing (refer to Figure B.14)

B-18 Table B.6. Nondestructive Technologies Used for the HMA Testing on US-280 Without Compaction Using the IC Roller HMA Base NDT Technology Subgrade Aggregate Base Sections 1, 2, 3 Section 3 After Paving FWD ⎯ ⎯ 9 ⎯ LWD 1 (Loadmann) – not available ⎯ ⎯ ⎯ ⎯ LWD 2 (Dynatest) – not available ⎯ ⎯ ⎯ ⎯ LWD 3 (Carl Bro)* ⎯ ⎯ ⎯ ⎯ GeoGauge (stiffness)* ⎯ ⎯ ⎯ ⎯ DCP ⎯ ⎯ ⎯ Seismic PSPA for HMA (modulus)* ⎯ ⎯ 9 9 GPR (thickness, HMA voids; soil density)** ⎯ ⎯ 9 9 Non-nuclear HMA density 1 (PQI)* ⎯ ⎯ 9 9 Non-nuclear HMA density 2 (Troxler)* ⎯ ⎯ 9 ⎯ Other Traditional Tests Nuclear gauge density measurements ⎯ ⎯ 9 ⎯ Core for thickness, bulk specific gravity & air voids ⎯ ⎯ 9 Bulk material for laboratory modulus tests ⎯ ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. ** - Triplicate runs used within each lot or section. B.1.6 I-85, Exit 51 Ramp Reconstruction; Auburn, Alabama The US-29 entrance and exit ramps along I-85 in Auburn, Alabama, were being reconstructed as part of the I-85 rehabilitation project. The contractor for this project was Scott Bridge Company. The northbound exit ramp along I-85 was used in the IC demonstration workshop hosted by NCAT in December 2004 (refer to section B.1.2). Most manufacturers of automated compaction equipment participated in this workshop and symposium. This same section was also included in NCHRP Project 10-65. Specifically, the 600-foot length of the prepared subgrade as part of the expansion of Exit 51 ramp on I-85 northbound lanes was selected for this testing. The project location is shown in Figure B.17. Testing of this low plasticity embankment soil location was conducted on December 14 and 15, 2004. NDT was completed in this area, both prior to and after compaction with the IC rollers. On December 14, 2004, the test section was laid out and NDT tests were performed. On December15, 2004, several roller passes were made by the AMMANN intelligent roller for soils in an operational mode that resulted in uniform compaction of the entire area as

B-19 perceived by this particular IC model (refer to Figure B.18). Tests were repeated at the same locations using the same devices to assess the change in material properties as a result of the additional roller passes. Bulk samples of the soil were collected for laboratory testing. Nuclear gauge density readings were also made on the embankment soil both before and after the IC rolling. S h o u l d e r S h o u l d e r Median Rt. 121 South US280 EAST BOUND US 280 WEST BOUND X X X X X X X X X X X X X X X X X X X X X X B C 1 2 3 4 5 6 7 8 9 10 11 Section 1 Section 2 Section 4 • Tested on 12/16/04 • Tested behind BOMAG Asphalt Manager • Stationing not indicated • C is 4 feet from edge, B is 8 feet from edge. Figure B.16. Section Layout for US-280 HMA Base Mixture Testing with BOMAG’s Asphalt Manager IC Roller The soil placed in the embankment area was relatively wet (high moisture content) and variable at the time of testing. More importantly, the depth or thickness of the embankment varied across this area for widening the exit ramp area. The number of roller passes or compaction effort being used was the same for the entire area within a specific section. Two test sections, each with test points located on a 5x4 grid pattern, were used for this project. A total of 40 test points were used in the project and were located in areas with different lift thicknesses. Figure B.17 shows the project and section layout for this area. Table B.7 lists the nondestructive technologies that were used on this project before and after IC rolling. B.1.7 Texas SH-130 Construction; Georgetown, Texas State Highway (SH) 130 is a project undertaken by the Texas DOT, and is one of the largest projects of this magnitude in recent times. SH 130 is planned to serve as a tollway that runs nearly parallel to and east of Interstate 35 to ease traffic congestion issues in the Metropolitan Austin area, and is expected to be completed by December 2007. The project extends from

B-20 the north of Georgetown southward to the southeast of Austin, through Williamson and Travis Counties. The approximate location of the NCHRP Project 10-65 sections is shown in Figure B.19. Subgrade test site Section 1 Section 2 5 * * * * 4 * * * * 3 * * * * 2 * * * * 1 * * * * A B C D 5 * * * * 4 * * * * 3 * * * * 2 * * * * 1 * * * * A B C D Gas Station Hotel I-85 No rth I-85 So uth To NCAT •1 thru 5 @ 50 feet sp. •A thru D @ 4 feet sp. 5 * * * * 4 * * * * 3 * * * * 2 * * * * 1 * * * * A B C D 5 * * * * 4 * * * * 3 * * * * 2 * * * * 1 * * * * A B C D Figure B.17. Embankment Test Locations and Section Layout for Exit 51 Ramp of I-85 North; Near Auburn, Alabama (Map courtesy MapquestTM) Figure B.18. Intelligent Compaction Roller of the Embankment Soil at Exit 51 Ramp – I-85 Improvements (refer to Figure B.17)

B-21 Table B.7. Nondestructive Technologies Used for Embankment Testing on the I-85 Exit 51 Ramp in Auburn, Alabama Low Plasticity Soil Embankment NDT Technology Before IC After IC Aggregate Base HMA Base FWD ⎯ ⎯ ⎯ ⎯ LWD 1 (Loadmann) – not available ⎯ ⎯ ⎯ ⎯ LWD 2 (Dynatest) – not available ⎯ ⎯ ⎯ ⎯ LWD 3 (Carl Bro)* ⎯ 9 ⎯ ⎯ GeoGauge (stiffness)* 9 9 ⎯ ⎯ DCP 9 9 ⎯ ⎯ Seismic DSPA for soils (modulus)* 9 9 ⎯ ⎯ GPR (thickness, AC voids; soil density)** 9 9 ⎯ ⎯ Non-nuclear HMA density 1 (PQI) ⎯ ⎯ ⎯ ⎯ Non-nuclear HMA density 2 (Troxler) ⎯ ⎯ ⎯ ⎯ Field Soil Moisture Tester (Preliminary evaluation) ⎯ ⎯ ⎯ ⎯ Electrical Density Gauge; Density & Moisture Content* 9 9 ⎯ ⎯ Intelligent compaction-Caterpillar ⎯ 9 ⎯ ⎯ Other Traditional Tests Nuclear gauge density measurements 9 9 ⎯ ⎯ Moisture-density relationship tests 9 ⎯ ⎯ Bulk material for laboratory modulus tests 9 ⎯ ⎯ * - Clustered tests conducted at each test point, refer to figure B.1. ** - Triplicate runs within each section. LoneStar Infrastructure is the prime contractor on this project, and project management is provided by HDR, Inc. Aviles Engineering serves as a subcontractor to HDR to assist in managing the construction of this project. Dr. Weng On Tam of Aviles Engineering was the primary contact for NCHRP Project 10-65. Dr. Tam also coordinated with the Texas DOT to provide on-site escort for NCHRP Project 10-65 personnel throughout the testing phase. The project was under various stages of construction because of recent rainfall in the central Texas area at the time of testing. The testing was limited to the embankment and HMA base layer, and conducted on April 12 through 14, 2005. The contractor provided a fairly large area of an improved granular embankment material that had been compacted and accepted by the owner. HMA layer tests were conducted on the same day of paving along a segment of I- 35. The NDT technologies used for testing each layer on this project are shown in Table B.8. Bulk samples of the embankment and HMA base mixture were collected for laboratory testing. Densities were collected on the embankment and HMA layer with a nuclear density gauge. HMA cores were removed at specific test points to measure core thicknesses, bulk specific gravity, and air voids.

B-22 Section 1 S ection 2 Subgrade Section AC Section at I-35 S ection 2 Figure B.19. State Highway 130 Construction Sections and Test Locations for the Improved Granular Embankment and HMA Base Mixture (Courtesy LoneStar InfrastructureTM)

B-23 Table B.8. Nondestructive Technologies Used for the Texas SH-130 Project, Near Georgetown, Texas NDT Technology Granular Embankment Aggregate Base HMA Base FWD ⎯ ⎯ ⎯ LWD 1 (Loadmann)* ⎯ ⎯ ⎯ LWD 2 (Dynatest)* ⎯ ⎯ ⎯ LWD 3 (Carl Bro)* 9 ⎯ ⎯ DCP 9 ⎯ ⎯ GeoGauge (stiffness)* 9 ⎯ ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus)* 9 ⎯ 9 GPR (thickness, AC voids; soil density)** 9 ⎯ 9 Non-nuclear HMA density 1 (PQI)* ⎯ ⎯ 9 Non-nuclear HMA density 2 (Troxler)* ⎯ ⎯ 9 Electrical Density Gauge; Density & Moisture Content* 9 ⎯ ⎯ Intelligent Compaction Device-Caterpillar Roller ⎯ ⎯ ⎯ Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests; density & moisture content 9 ⎯ ⎯ Moisture-density relationship tests 9 ⎯ ⎯ Bulk material for laboratory modulus tests 9 ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. ** - Triplicate runs used within each lot or section. Improved Embankment Layer: The improved granular embankment material that was tested consisted of 30-inch fill material on top of the existing subgrade. Figure B.20 shows the section layout for the embankment testing, while Figure B.21 shows the condition of that material prior to testing. As noted on the figure, each embankment section was divided into four sublots, about 40 meters apart. Each sublot consisted of three points, making a total of 36 test points for the embankment. HMA Layer: The contractor provided access to about 1,500 feet of HMA section that was paved during the ongoing construction and just prior to testing. Three HMA sections were marked for testing (AC1, AC2, and AC3), as shown in Figure B.22. AC1 and AC2 were tested about 16 hours after paving, while section AC 3 was tested immediately after compaction. Grid patterns similar to previous tests were maintained for the current tests. In addition, test points were laid out along the transverse and longitudinal construction joints. The HMA base mixture had exhibited checking during the rolling process prior to any NDT tests being completed under NCHRP Project 10-65. Changes were made to the HMA mixture which eliminated the checking. Those changes made were unknown during the day of testing.

B-24 M edian A B C 4 3 2 1 x x x x x x x x x x x x A B C 4 3 2 1 x x x x x x x x x x x x A B C 4 3 2 1 x x x x x x x x x x x x III I II EXISTIN G TH 23 R O A D W A Y I-35 SO U TH I-35 N O R TH Dirt State Route 485 (East west) M edian x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x xEXISTIN G TH 23 R O A D W A Y I-35 SO U TH I-35 N O R TH Figure B.20. Improved Granular Embankment Sections Tested Along SH-130 Near Georgetown, Texas Figure B.21. Surface Condition of the Thick Improved Granular Embankment Tested Along SH-130, Near Georgetown, Texas

B-25 EXISTING I-35 ROADWAY SOUTH NORTH TEMPORARY PCBC PCC SHOULDER Lane 1 (2” + 2” lifts) Section 1 / South/ Lane 1 Section 3 / North A B C 1 2 3 4 5 x x x x x x x x x x x x x x x 6 x x x Lane 2 (4” lift)Section 3 / North A B C 1 2 3 4 5 x x x x x x x x x x x x x x x 6 x x x Section 2 / South/ Lane 2 Section 3 / North/ Lane 2 Section 3 / North A B C 1 2 3 4 5 x x x x x x x x x x x x x x x 6 x x x B R I D G E Construction joint and test points Figure B.22. HMA Section Layout for Testing Along SH-130 Near Georgetown, Texas (NOT TO SCALE) B.1.8 Texas SH-21 Widening Project; Caldwell, Texas SH-21 was widened in 2005 to a four-lane divided highway just east of Caldwell, Texas. The subgrade or existing soil along this project consists of high plasticity clay. The Texas Transportation Institute (TTI) used portions of this widening project for a research study related to intelligent compaction of unbound materials. Mr. Tom Scullion was TTI’s Principal Investigator for the project. Two areas of the part being used by TTI were included as part of NCHRP Project 10-65 (refer to Figure B.23). Testing of the high plasticity clay soil was conducted on August 18 and 19, 2005, after compaction and testing with the instrumented roller. Figure B.24 shows the roller equipped with testing equipment and used to compact the subgrade soil, as a part of the TTI research project. Table B.9 lists the nondestructive technologies that were used along this project. Test points were located within the first area on a 5x3 grid, while the second area included equally- spaced test points along a longitudinal line. Figure B.23 shows the test plan layout for this area, while Figure B.25 shows the general area and condition of the subgrade that was included as a part of NCHRP Project 10-65. The high plasticity clay was relatively dry near the surface and shrinkage cracks where observed during testing in area 2, without any IC rolling. These shrinkage cracks were not present in the area after IC rolling. Bulk samples of the subgrade soil were collected for laboratory testing. Densities and water content data were collected on the subgrade with a nuclear density gauge.

B-26 Figure B.23. Layout for the High Plasticity Clay Soil Tested Along the Texas SH-21 Widening Project, East of Caldwell, Texas (Not to Scale) B.2 – Projects Included in Part B As noted above and documented in the research report, Part B testing was designed based on results from Part A. The NDT devices that were selected for Part B of the field evaluation were those that were capable of detecting changes in the material or workmanship, while providing real-time data to assist project construction and/or inspection personnel on the job. The PSPA and GeoGauge were recommended for measuring the modulus of HMA and unbound layers, respectively. However, the DSPA and DCP were also used on several of the Part B projects to test unbound layers. The DSPA was used because that device had a higher success rate than the GeoGauge, and the DCP was used to assist in determining the target resilient modulus of the unbound material. The non-nuclear density gauges were also used to measure the density of the HMA layers. Existing SH-21 Roadway Westbound Eastbound Shoulder 1 2 3 4 5 94+00 95 96 97 98+00 A x x x x x x x x x x B x x x x x C x x x x x Widened Roadway – New Construction County Rd. 130 Median Area 2: • Tested on August 18, 2005 • Five test points spaced at 50 ft. • Point #1 located about 100 ft. east of driveway near County Rd. 130 Area 1: • Tested on August 18, 2005 • Five test points spaced at 100 ft. along each of the three rows.

B-27 Figure B.24. Roller Used to Compact and Test the Soil Prior to the Use of other NDT Technologies along the Texas SH-21 Widening Project; East of Caldwell, Texas Figure B.25. Overview of the Area and Condition of the Subgrade that was Tested along the Texas SH-21 Widening Project, East of Caldwell, Texas

B-28 Table B.9. Nondestructive Technologies Used for the Texas SH-21 Widening Project, East of Caldwell, Texas NDT Technology High Plasticity Clay Subgrade Aggregate Base HMA Mix FWD ⎯ ⎯ ⎯ LWD 1 (Loadmann)* ⎯ ⎯ ⎯ LWD 2 (Dynatest)* ⎯ ⎯ ⎯ LWD 3 (Carl Bro)* 9 ⎯ ⎯ DCP; Two devices used 9 ⎯ ⎯ GeoGauge (stiffness)* 9 ⎯ ⎯ Seismic – DSPA for soils (modulus)* 9 ⎯ ⎯ GPR (thickness, AC voids; soil density)** ⎯ ⎯ ⎯ Non-nuclear HMA density 1 (PQI)* ⎯ ⎯ ⎯ Non-nuclear HMA density 2 (Troxler)* ⎯ ⎯ ⎯ Electrical Density Gauge; Density & Moisture Content* ⎯ ⎯ ⎯ Intelligent Compaction Device 9 ⎯ ⎯ Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests; density & moisture content 9 ⎯ ⎯ Moisture-density relationship tests 9 ⎯ ⎯ Bulk material for laboratory modulus tests 9 ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. ** - Triplicate runs used within each lot or section. The layout of test points for each lot within the Part B field evaluation was developed for each project. A random set of test points or a test grid similar to that illustrated in Figure B.1 was followed for most projects. HMA layers were tested at two different times: right after paving and 24 hours after paving to monitor the increases in seismic modulus. Samples were collected of the HMA and unbound materials for laboratory testing, similar to Part A. Six sites were included in Part B testing, with multiple visits and materials covered for several test sites. Table B.10 lists the projects included in the Part B field evaluation, each of which is described in the following sections. The following provides a tabulated summary of the special features and positive and negative points of each project included in Part B.

B-29 Sponsor Agency Missouri DOT Project Location St. Clair & Union, Missouri Project Identification Two-lane widening project – shoulder reconstruction and HMA Overlay across entire width of roadway. The HMA base was 4 inches in thickness, while the HMA overlay was 1.75 inches in thickness. Materials Tested HMA Base and HMA Wearing Surface Special Features Tender HMA base mixture placed along the shoulder. Issues Rain occurred during the shoulder placement or construction. The wet weather did not affect placement of the HMA mixture. Positive Aspects 1. The contractor rolled the HMA mixture placed along the shoulder. The confined edge of the HMA was being rolled using the cold-side pitch method. It was observed that the HMA mixture was being pushed away from the cold joint. The PaveTracker was used to measure the density along the confined joint. The densities were low. The contractor was encouraged to change the rolling pattern – roll from the hot side of the joint. Densities were measured with both the PaveTracker and nuclear density gauge along the confined joint. The densities increased by about 5 to 8 pcf between the two rolling patterns. The contractor changed the rolling pattern to increase the joint density. 2. Another positive aspect is that the PSPA did identify the soft HMA mixture after placement through problems with obtaining a smooth waveform from the PSPA. It was originally believed that the PSPA had been damaged during transport; however, the PSPA was identifying the mixture to be tender. 3. The initial wearing surface/overlay was found to have low air voids and was rejected by the DOT. The PSPA and PaveTracker did identify these differences during construction and placement. The test results for the new mixture placed were found to be statistically different. Negative Aspects 1. Rains resulted in delays and scheduling conflicts. The rain caused the contractor to move off of the job and return weeks later. Thus, the test equipment was not left with the contractor nor agency personnel. However, both the contractor and agency personnel did use the equipment on site during initial testing when the shoulder was being placed with positive results and comments. 2. The HMA mixture being placed along the shoulders was a soft mixture. In fact, the mixture was so soft that indentations could be observed from light loads on the mix after it had cooled down to 160F. The PSPA was used to test the HMA mixture being placed along the shoulder. This point could also be a positive aspect of the project. 3. The unbound aggregate base course was planned to be tested along the shoulder areas after the surface material had been removed, the base material scarified and compacted or removed and replaced. However, the unbound aggregate base along the shoulder area was found to be in excellent structural condition and was able to support the construction equipment. Thus, the unbound aggregate base layer was left in place without any additional compaction and work. Use of the GeoGauge, DSPA, and DCP were excluded from the field testing plan.

B-30 Sponsor Agency Missouri DOT Project Location NCAT Test Track Project Identification New construction of two structural sections placed at the NCAT test track facility. Both test sections were instrumented by NCAT. Materials Tested Crushed limestone base layer and an HMA binder layer Special Features None. However, the pavement structure did include a high binder content base mix or crack resistant layer. This layer was not tested under the NCHRP Project 10-65. Issues None. However, the crushed limestone layer was compacted at a water content that was below the optimum water content. This required many more passes or coverages of the roller than expected or planned. Positive Aspects 1. Density and modulus growth curves were measured using both the GeoGauge and DSPA devices. Two DCP’s were used to measure the in place strength of the base material. 2. Density growth curves were also measured using the PaveTracker for the HMA binder mixture. Negative Aspects None. Sponsor Agency Michigan DOT Project Location Saginaw, Michigan; I-75 Project Identification I-75 rehabilitation included PCC rubblization in the northbound lanes and milling and overlaying the existing HMA surface in the southbound direction with 7 inches of HMA, consisting of a 3 inch HMA base, 2 inch HMA Binder layer, 2 inch Wearing surface. The portion included in NCHRP Project 10-65 was confined to the southbound lanes. Materials Tested HMA 4-C base and HMA 3-C binder layers. Included both Superpave designed mixtures along the main lanes and Marshall designed mix placed along the shoulders. Special Features None. Issues Rain occurred during the testing period that delayed the paving operation, but it is believed that the rain had no impact on the HMA mixtures being placed. Positive Aspects Density growth curves were developed for the HMA base and binder layers. Negative Aspects During the testing operation, the DOT rejected about 2 miles of HMA that had been previously placed. The contractor ceased paving operations until the cause of the rejected material could be determined. The equipment was not left with the agency and contractor personnel because of this problem and dispute of test results in the DOT’s day-to-day acceptance plan. In addition, the wearing surface was not tested as part of NCHRP Project 10-65.

B-31 Sponsor Agency North Dakota DOT Project Location Williston, North Dakota Project Identification Realignment and new construction of US-2 between Minot and Williston. Materials Tested HMA base layer (PG58-28); Crushed Gravel – Class 5 Base; Fine-grained embankment (soil-aggregate mix) Special Features The crushed aggregate base layer was tested in two conditions; the first area had been placed over a year ago, while the second area had been placed a couple of weeks prior to arrival at the project site. The surface of the crushed stone base that had been placed the previous construction season received a prime coat to protect it from construction traffic. The test equipment was left with the DOT and contractor personnel for use in testing other areas of the project as the paving materials were placed. Issues Rain and tornados occurred during the week of testing. The unbound materials were tested prior to the rainfall and the HMA layer was tested prior to and after the storm. Positive Aspects Both the DOT and contractor personnel used all gauges during and after the testing under NCHRP Project 10-65. Negative Aspects The HMA base mixture checked and tore during one day’s production. The checking and mat tears occurred under the finish roller – after the density had been obtained by the contractor using the breakdown and intermediate rollers. The PaveTracker and PSPA were used to test the area with checking. The checking and tears were found to be severe in localized areas. This is also considered to be a positive aspect of this project, in terms of using the NDT devices. Sponsor Agency Ohio DOT Project Location Freemont, Ohio Project Identification Realignment and widening of SR-53, near Freemont, Ohio; between Toledo and Columbus, Ohio. Materials Tested HMA 19 mm base mixture and crushed stone base layer (304 base material). Special Features None. Issues Rain and wet weather occurred during the week of testing. The contractor also had problems with the plant which delayed another project in the area. Thus, the contractor did not move the paving equipment and rollers back on the project until the testing under NCHRP Project 10-65 had been completed. The test equipment, however, was left with the DOT personnel for use and continued testing for the following weeks. The DOT retained the test equipment for more than two weeks. Positive Aspects 1. Water from the recent rains had accumulated in areas with insufficient drainage to remove the rainfall from the pavement area. The DCP, GeoGauge and DSPA measured low modulus values in the areas where water had been standing and allowed to penetrate the base layer. 2. The PSPA and PaveTracker were used to test the HMA base mixture in all areas where the DOT had taken cores for acceptance testing. Negative Aspects No HMA paving and placement of the unbound aggregate base material was completed during the initial week of testing. Thus, density and modulus growth curves could be obtained from this project for the HMA base mixture and aggregate base layer.

B-32 Sponsor Agency Alabama DOT Project Location NCAT Test Track Project Identification Mill and HMA overlay of three test sections along the test track. Test Sections E-5, E- 6, and E-7 were used in the NCHRP Project 10-65 field evaluation. Materials Tested HMA wearing surface with 45 percent RAP and a PG76-22 that included Sasobit in Section E-7. The asphalt used in the other two sections included a PG 67-22 without any modification (Section E-5), and a PG76-22 with SBS (Section E-6). Special Features High amount of RAP with and without asphalt modification using Sasobit and SBS in the HMA overlay. Issues None. Positive Aspects None, with the exception of comparing the density and seismic modulus for mixtures with high amounts of RAP and varying asphalt grades and different asphalt modifiers, as compared to mixtures without RAP. Negative Aspects None; however, the HMA overlay was placed a week prior to the testing under NCHRP Project 10-65. Thus, density growth curves were not obtained. Sponsor Agency Florida DOT Project Location NCAT Test Track Project Identification New construction; two structural sections that were constructed; one with a neat asphalt mix (Section N-1) and the other with a polymer modified asphalt mix (Section N-2). Both of these test sections were instrumented by NCAT. Materials Tested Limerock base material; a high binder content HMA base mix considered a crack resistant layer; HMA binder layer with neat asphalt; an HMA binder layer with modified asphalt. Special Features Pavement cross section included a 3-inch high binder base layer to resist fatigue crack initiation at the bottom of the pavement. This layer or mixture was tested. Two other HMA mixtures were tested – Florida’s standard neat asphalt type mixture and another with a polymer modified asphalt. Issues 1. The temperature of the HMA neat asphalt mix was low at the time of placement. The low temperature made getting density difficult and caused the mixture to check and tear under the rollers. 2. The HMA mixture with the neat asphalt checked during compaction in localized areas. The checking was considered severe in a localized area. The PMA and high binder content base layer did not check or tear under the roller or at least the mat checking and tears were not observed during mixture placement and compaction. Positive Aspects A comparison of a neat HMA mix to that of a PMA mix. The HMA neat mix did check while the PMA mix did not check. Two DCPs were used to test the limerock base layer. Negative Aspects None. However, the contractor had a lot difficulty in getting the required density for both the HMA neat asphalt mix and the PMA mix. A rubber tired roller was used to continue the compaction operation for many hours. The density did finally reach the required value. PaveTrack and PSPA tests were completed on the mix with the low densities, as well as with the required or specific density.

B-33 Sponsor Agency Oklahoma DOT Project Location NCAT Test Track Project Identification New construction; two structural test sections that were built side-by-site. It was originally designed that these two sections would be full-depth HMA pavements placed over a high plasticity subgrade soil imported from Oklahoma. Both of these sections were instrumented by NCAT. Sections N-8 and N-9 included neat asphalt within the lower layers, while Section N-9 included SPS in the upper layers. Materials Tested High plasticity clay soil was in a relatively dry condition (with extensive and wide shrinkage cracks), and high plasticity clay soil compacted to the optimum dry density (without the shrinkage cracks that could be observed at the surface); HMA binder layer with a PG67-22 and a dense graded granite aggregate. Special Features Wide shrinkage cracks existed in the high plasticity clay soil at the time of initial testing for NCHRP Project 10-65. Issues None, other than the wide shrinkage cracks. The GeoGauge was used with and without the thin sand layer. Positive Aspects 1. The effects of wide shrinkage cracks in a high plasticity clay soil can be assessed in terms of their effect on the test results from the GeoGauge and DSPA. 2. Two DCPs were also used to test the subgrade soil in different conditions. 3. Density and modulus growth curves were measured during the original compaction of the clay soil. Negative Aspects The surface of the high plasticity clay soil was removed, the lower soil scarified, reworked, and re-compacted, and a 6-inch layer of local chert aggregate was placed. A misunderstanding of the cross section for these structural sections had occurred. The Oklahoma DOT wanted an intermediate layer of aggregate placed between the HMA base and high plasticity clay. Thus, the NCHRP Project 10-65 tests on the high plasticity clay were performed twice. Sponsor Agency South Carolina DOT Project Location NCAT Test Track Project Identification New construction of a structural section at the NCAT test facility. This section was instrumented by NCAT. Materials Tested Crushed granite base layer; HMA base mixture and HMA binder layer with a PG67- 22 asphalt and limestone aggregate. Special Features None Issues The water content of the crushed granite base layer was about half of the optimum water moisture content. Contractor had difficulty compacting the aggregate base to the specified density. Multiple rollers were tried for compacting the crushed granite layer; including the BOMAG Asphalt Manager. The Asphalt Manager created a problem by disturbing (decompacted) the surface of that base layer. Positive Aspects Density and modulus growth curves were measured for the crushed granite base material using relatively dry material, as noted above. Negative Aspects The water content of the crushed granite base was about half of the optimum water content, and the roller that was available could not densify this material past a specific density. A heavier roller had to be brought to the test section to get the required density, but after the NCHRP Project 10-65 tests had been completed. The DSPA and GeoGauge did detect the lower density levels.

B-34 Sponsor Agency Texas DOT Project Location Odessa, Texas Project Identification Reconstruction of I-20 main lanes, due to construction of overpass, and reconstruction of frontage roads. HMA was placed in two 2-inch lifts. Materials Tested HMA Coarse Matrix High Binder Content Base Layer (CMHB) under new DOT specification; the crushed stone base course material was not tested. A surface treatment had already been placed on top of the crushed stone base layer at the time of testing. Special Features None Issues None Positive Aspects 1. Contractor and DOT were already using the PaveTrack for setting the rolling pattern and DOT was already using the PSPA for acceptance confirmation. Density growth curves were measured by both the contractor’s and NCHRP Project 10-65 PaveTracker devices. Contractor was positive towards using the non-nuclear density gauges and did use the PSPA. Results from the PSPA demonstrated that the HMA mixture was meeting all minimum requirements of the mixture. 2. Multiple PSPAs were used on this project; the one being used under NCHRP 10-65 and by the Odessa district office. The Texas DOT had already used the PSPA for use as a forensic tool in evaluating the failure, prior to the contractor finishing the paving, on a 7-mile section of I-20 through Odessa. The DOT and UTEP agreed to provide that data for use on NCHRP 10-65. Negative Aspects 1. Plant breakdown that significantly delayed paving operation during the week scheduled for the testing under NCHRP Project 10-65. 2. High winds and sand storm occurred during paving that resulted in contractor ceasing paving operations during the week selected for testing under NCHRP Project 10-65. 3. The crushed stone base layer with typical aggregate in west Texas (similar to a caliche) was planned for testing. However, crushed stone base materials had already been covered with a surface treatment prior to NCHRP 10-65 testing. Thus, the DCP, DSPA, and GeoGauge were not used on this project. Sponsor Agency Texas DOT Project Location Odessa, Texas Project Identification Mill and overlay main lanes along Loop 338. Materials Tested --- Special Features HMA overlay was a modified asphalt mixture with rubber. Issues Project was cancelled, as noted below. Positive Aspects --- Negative Aspects Contractor was delayed from another project and plant breakdown further delayed the paving operation. Contractor’s new schedule was to place the HMA modified asphalt mix with rubber after Thanksgiving. Thus, project was cancelled relative to NCHRP Project 10-65.

B-35 Sponsor Agency Pecos Research and Test Center Project Location Pecos, Texas Project Identification New construction of the entrance roadway to a private facility located near Pecos, Texas. Materials Tested Caliche base typically used for county roads in west Texas. Special Features Salcido Sand and Gravel Company was placing a caliche base without time restrictions. Material was used to measure the increase in material strength with successive passes of a static steel drum roller. Issues None. Positive Aspects Modulus growth curves were developed using two devices; the DCP and GeoGauge. Negative Aspects None. B.2.1 US-47, Missouri The US-47 project consisted of reconstructing the shoulder and overlaying the two-lane state route in St. Clair, Missouri (see Figure B.26). The project was south of St. Louis, just north of I-44 and south of US Highway 50E. The mainline and shoulders in both directions were being paved, and the contractor was N.B. West. This project was paved during nighttime hours (Figure B.27). Testing on this project was conducted in two phases to cover the shoulder and mainline paving operations. Two different HMA mixture designs were used, one for the shoulder and one for main line paving. Two independent set of tests were conducted for the two areas, and are referred to as preliminary and supplemental tests. Table B.10. Listing of Project Sites and the NDT Devices Used Within the Part B Field Evaluation NDT Technologies Unbound Materials HMA Project Identification Material Evaluated Geogauge DCP DSPA PSPA NNDG 1 US-47, Missouri – July 9-12, Aug 16-17, 2006 HMA NA √ √* 2 I-75 Michigan, July 25-27, 2006 HMA NA √ √* Subgrade √* √ √ Granular Base √* √ √ NA 3 US-2, North Dakota Aug 23-31, 2006 HMA NA √ √* Subgrade √* √ √ Granular Base √* √ √ NA 4 NCAT Test Track, Alabama Sep 25-29, Oct 9-11, 2006 HMA NA √ √ Granular Base √* √ √ NA 5 US-53, Ohio Oct 17-20, 2006 HMA NA √ √* 6 I-20, Texas Nov 13-16, 2006 HMA NA √ √ NA – Not Applicable DCP = Dynamic Cone Penetrometer, manual. DSPA = Dirt Seismic Pavement Analyzer. Density = Non-Nuclear density measurements with PaveTracker * - Multiple gauges used to evaluate variability between two devices with the same NDT technology and underlying software.

B-36 a) Should Condition Before Paving b) Should After Paving Figure B.26. Shoulder Paved on US-47, Missouri, and Used in the Part B Evaluation

B-37 Figure B.27. Nighttime Paving Along US-47, Missouri The original plan was to test the unbound crushed stone base along the shoulders as that material was being scarified and recompacted. After the existing surface was removed, the crushed stone base was found to be in good condition. The Missouri DOT field personnel made a decision to leave that material in place without any other work. Thus, no work was completed on the crushed stone base, other than measuring the in-place density of that material, so the NDT field evaluation was eliminated from this project. Preliminary HMA Testing on Shoulder The shoulder, paved between stations 45+00 and 105+13, was tested in the preliminary phase between July 9 and July 12, 2006. As noted above, the existing shoulder in this location contained an aggregate base layer that was determined to be suitable and left in place. No NDT was performed on the base layer. The paving operation followed the milling operation. The test points selected were along the centerline of the shoulder and along the longitudinal edge (confined edge) in both the northbound and southbound directions, as shown in Figure B.28. A set of tests were conducted on July 9 and July 11, 2006, during the paving operations. An additional set of readings were taken on July 12, 2006, on a section of the southbound shoulder paved on July 9 (see Figure B.29).

B-38 10 0+ 50 88 +5 0 88 +0 0 73 +2 0 51 +5 0 45 +8 0 Sp ec ia l po in t 84+40 Northbound towards Union Southbound towards St. Clair Asphalt shoulder Asphalt shoulder 93+25 ????? 105+60 113+35 115+65 ????? ????? Legend Tests conducted along the centerline of the shoulder Tests conducted along the confined edge US 47 Asphalt Shoulder test section. (tests conducted at the time of paving) 10 0+ 50 10 0+ 50 88 +5 0 88 +0 0 88 +0 0 73 +2 0 73 +2 0 51 +5 0 51 +5 0 45 +8 0 45 +8 0 Sp ec ia l po in t Sp ec ia l po in t 84+40 84+40 93+25 93+25 ????? ????? 105+60 105+60 113+35 113+35 115+65 115+65 ????? ????? ????? ????? Figure B.28. Layout of Test Points on the Shoulder Paved on US-47, Missouri 96 +1 3 Northbound towards Union Southbound towards St. Clair Asphalt shoulder Asphalt shoulder Legend Tests conducted along the centreline of the shoulder Tests conducted along the confined edge 1 05 +1 3 10 4+ 13 10 2+ 13 99 +1 3 93 +1 3 92 +1 3 91 +1 3 90 +1 3 89 +1 3 88 +1 3 87 +1 3 86 +1 3 85 +1 3 84 +1 3 96 +1 3 96 +1 3 10 5+ 13 10 5+ 13 10 4+ 13 10 4+ 13 10 2+ 13 10 2+ 13 99 +1 3 99 +1 3 93 +1 3 93 +1 3 92 +1 3 92 +1 3 91 +1 3 91 +1 3 90 +1 3 90 +1 3 89 +1 3 89 +1 3 88 +1 3 88 +1 3 87 +1 3 87 +1 3 86 +1 3 86 +1 3 85 +1 3 85 +1 3 84 +1 3 84 +1 3 Figure B.29. Layout of Points for Tests Conducted Three Days After Paving on the Shoulder Paved in the Southbound Direction on US-47, Missouri

B-39 The PSPA and non-nuclear density gauge (Troxler model) were used for this project. Two Troxler devices were used, to determine the variability between these devices (Figure B.30). Density and modulus tests were also conducted on the HMA layer with each roller pass to develop a density growth curve. HMA cores and bulk material samples were also collected for laboratory testing. A summary of testing conducted and the data collected is shown in Table B.11. An important feature of this project was that the contractor used the non-nuclear density gauge to change the rolling pattern that was being used to compact the HMA along the longitudinal, confined joint with the traffic lane. The contractor used the non-nuclear gauge to check the density of the shoulders in real-time to optimize the rolling operation, while maximizing the density along that longitudinal joint. Supplemental HMA Testing on Mainline and Shoulder NDT was conducted during subsequent paving of the mainline and shoulder in the southbound direction on August 16-17, 2006. The lots selected for NCHRP Project 10-65 testing were north of the shoulder sections tested in July 2006, and spanned between stations 189+00 and 255+01. The contractor and agency discovered a problem with the HMA overlay mixture during the second day of paving and discontinued the paving operation. Thus, data were limited during the second day of paving over the shoulder sections to compare differences in NDT measurements. The section layouts for the two days of paving are shown in Figures B.31 and B.32. Figure B.30. Multiple Non-nuclear Density Gauge and PSPA Testing on US-47, Missouri

B-40 Table B.11. Nondestructive Test Devices Used for the US-47 Project, Near St. Clair, Missouri NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness)* , † ⎯ ⎯ ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) *, #, ⎯ ⎯ 9 Non-nuclear HMA density (Troxler)*, #, † ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests ⎯ ⎯ 9 Moisture-density relationship tests ⎯ ⎯ ⎯ Bulk material for laboratory modulus tests ⎯ ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and 36 hours after paving # - Testing included measurements to develop a density growth curve B.2.2 I-75 Rehabilitation Project, Michigan The rehabilitation of the I-75 southbound lanes just north of Saginaw, Michigan, was included in Part B. This project included milling the existing HMA surface and overlaying the traffic and passing lanes with multiple lifts of HMA. The shoulder and outer lane were tested from stations 2751+00 to 3170+00, and 3112+87 and 3219+14, respectively. All paving was performed during daytime hours, and the Michigan 3C Marshall-design was used on this project. A summary of all NDT performed is presented in Table B.12. The shoulder and mainlines were each divided into two sections. The test point layouts for sections 1 through 4 are shown in Figures B.33 through B.36. The shoulder sections were tested on July 25 and 26, 2006. Section 1 of the shoulder testing was performed on HMA that had been paved on July 19 to 21, 2006, while Section 2 was tested immediately after paving (see Figures B.37 and B.38). Sections 3 and 4 along the traffic or outer lane were tested immediately after paving on July 25 to 27, 2006. The pattern of the breakdown or primary vibratory roller used on the shoulder and the outer lane is shown in Figure B.39. This vibratory roller was followed by three additional rollers along the traffic lane, for a total of about 12 to 14 passes. The intermediate, pneumatic, and static steel drum rollers were being used within the temperature sensitive zone and damaged or decompacted the HMA base mixture. The number of passes was increased to rebuild the density obtained by the primary roller. Use of the PaveTracker non-nuclear density gauge clearly showed this condition in real-time. The contractor was made aware of this observation, but did not take corrective action during the initial paving.

B-41 25 5+ 61 25 5+ 00 22 8+ 09 22 5+ 09 22 2+ 09 Northbound towards Union Southbound towards St. Clair Asphalt shoulder Asphalt shoulder US 47 Asphalt Southbound Lane & Shoulder test section. (tests conducted at the time of paving on 8/16) 25 4+ 00 25 3+ 40 25 1+ 61 25 0+ 22 24 8+ 00 24 6+ 02 24 4+ 00 24 3+ 05 21 9+ 09 21 7+ 49 21 3+ 09 20 1+ 09 19 6+ 29 19 2+ 59 18 9+ 09 Legend Tests conducted with PaveTracker only. Tests conducted with PaveTracker and NDG A B C D E 25 5+ 61 25 5+ 61 25 5+ 00 25 5+ 00 22 8+ 09 22 8+ 09 22 5+ 09 22 5+ 09 22 2+ 09 22 2+ 09 25 4+ 00 25 4+ 00 25 3+ 40 25 3+ 40 25 1+ 61 25 1+ 61 25 0+ 22 25 0+ 22 24 8+ 00 24 8+ 00 24 6+ 02 24 6+ 02 24 4+ 00 24 4+ 00 24 3+ 05 24 3+ 05 21 9+ 09 21 9+ 09 21 7+ 49 21 7+ 49 21 3+ 09 21 3+ 09 20 1+ 09 20 1+ 09 19 6+ 29 19 6+ 29 19 2+ 59 19 2+ 59 18 9+ 09 18 9+ 09 a) Test points in US-47 mainline testing O ut er e dg e In ne r e dg e Outer Lane 12 ft CL Distances to test locations are approximate. 1 2 3 4 At each Test Location 4 reading were taken in clockwise direction. Shoulder 1ft Designates Test Location A B EDC U nc on fin ed e dg e C on fin ed e dg e 6 ft 3ft 6ft 1ft < 1ft (very close to the edge) North (towards Union) Testing Direction (towards St. Clair) O ut er e dg e In ne r e dg e U nc on fin ed e dg e C on fin ed e dg e b) Test points layout at each test station Figure B.31. Layout of Points for Tests Conducted During Mainline and Shoulder Paving in the Southbound Direction on US-47, Missouri

B-42 4+ 00 Northbound towards Union Southbound towards St. Clair Asphalt shoulder Asphalt shoulder Legend Tests conducted along the centerline of the 6-ft shoulder Tests conducted along 1-ft from the confined edge US 47 Asphalt Shoulder test section. (tests conducted on bad asphalt section on 8/17) 0+ 00 1+ 00 2+ 00 3+ 00 5+ 00 6+ 00 7+ 00 8+ 00 9+ 00 10 +0 0 4+ 00 4+ 00 0+ 00 0+ 00 1+ 00 1+ 00 2+ 00 2+ 00 3+ 00 3+ 00 5+ 00 5+ 00 6+ 00 6+ 00 7+ 00 7+ 00 8+ 00 8+ 00 9+ 00 9+ 00 10 +0 0 10 +0 0 a) Test points layout along section U nc on fin ed e dg e C on fin ed e dg e 6 ft CL Distances to test locations are approximate. Designates Test Location 1 2 3 4 At each Test Location 4 reading were taken in clockwise direction. Shoulder A B 3ft 1ft North (towards Union) Testing Direction (towards St. Clair) U nc on fin ed e dg e C on fin ed e dg e b) Test points layout at each test station Figure B.32. Layout of Points for Supplemental Testing of the HMA Mixture that Was Rejected Along US-47, Missouri

Table B.12. Nondestructive Devices Used for the I-75 Overlay Rehabilitation Project Near Saginaw, Michigan NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness)* , † ⎯ ⎯ ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) *, #, ⎯ ⎯ 9 Non-nuclear HMA density (Troxler)*, #, † ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests## ⎯ ⎯ 9 Moisture-density relationship tests ⎯ ⎯ ⎯ Bulk material for laboratory modulus tests ⎯ ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and 36 hours after paving # - Testing included measurements to develop a density growth curve ## - Nuclear density readings were not collected on cold asphalt B.2.3 US Route 2, New Construction; Minot, North Dakota The construction of Route 2 between the cities of Williston and Minot in North Dakota was selected for the Part B field evaluation. The pavement cross section for this project included 8 inches of different layers of HMA over a 15-inch crushed aggregate base layer over the existing subgrade. Segments of this project were under different levels of completion with respect to the construction of the subgrade, base, and HMA layers during the 2006 construction season. Thus, segments of each layer under different conditions were tested. The general location of the test sections for each material type along Route 2 is shown in Figure B.40. Test dates were selected to coincide with the HMA paving operation. The subgrade and base layers on the west end of the project near Ray, North Dakota, were completed a few weeks prior to the dates of testing. HMA paving was performed in the vicinity of Stanley, where the base layer had been previously placed in the fall of 2005. A prime coat was placed on the base layer in this area. HMA layer testing was conducted during the paving operation on August 23. In addition, a portion of the base layer placed in 2005 (over which HMA was being placed) was also tested on the same day. The HMA section tested on August 23 was retested 24 hours after a rain event. On August 25, two additional sections of HMA, one additional section of the base, and a section of the subgrade were tested. Details of all section are given below for each layer, while Table B.13 provides a summary of NDT devices and field tests conducted along Route 2 in North Dakota. B-43

I-75 Asphalt Shoulder test section. (tests conducted on cold AC on 7/25/06) 27 56 +0 0 Southbound lanes - towards Saginaw Asphalt shoulder Legend PaveTracker test locations 27 63 +0 0 27 62 +0 0 27 60 +0 0 27 57 +0 0 27 55 +0 0 27 53 +0 0 27 51 +0 0 27 56 +0 0 27 63 +0 0 27 62 +0 0 27 60 +0 0 27 57 +0 0 27 55 +0 0 27 53 +0 0 27 51 +0 0 27 56 +0 0 27 56 +0 0 27 63 +0 0 27 63 +0 0 27 62 +0 0 27 62 +0 0 27 60 +0 0 27 60 +0 0 27 57 +0 0 27 57 +0 0 27 55 +0 0 27 55 +0 0 27 53 +0 0 27 53 +0 0 27 51 +0 0 27 51 +0 0 a) Test section layout C on fin ed e dg e U nc on fin ed e dg e Shoulder 1ft 1ft 6ft 12 ft CL Distances to test locations are approximate. Designates Test Location 1 2 3 4 At each Test Location 4 reading were taken in clockwise direction. C on fin ed e dg e U nc on fin ed e dg e b) Transverse position of test points at each station Figure B.33. General Layout of Test Points Along Shoulder for Section 1; I-75, Saginaw, Michigan; HMA Paved on July 19 to 21 and Tested on July 25, 2006 B-44

31 46 +9 7 Southbound lanes - towards Saginaw Asphalt shoulder Legend PavTracker test locations 31 70 +0 0 31 65 +0 0 31 47 +0 0 32 46 +9 4 31 46 +9 2 31 42 +0 0 31 34 +4 0 31 31 +8 4 31 34 +8 0 31 34 +7 6 31 22 +0 0 31 15 +8 9 31 15 +8 5 31 15 +8 0 C B A 3158+00 3155+40 3153+00 DGC points 31 46 +9 7 31 46 +9 7 31 70 +0 0 31 70 +0 0 31 65 +0 0 31 65 +0 0 31 47 +0 0 31 47 +0 0 32 46 +9 4 32 46 +9 4 31 46 +9 2 31 46 +9 2 31 42 +0 0 31 42 +0 0 31 34 +4 0 31 34 +4 0 31 31 +8 4 31 31 +8 4 31 34 +8 0 31 34 +8 0 31 34 +7 6 31 34 +7 6 31 22 +0 0 31 22 +0 0 31 15 +8 9 31 15 +8 9 31 15 +8 5 31 15 +8 5 31 15 +8 0 31 15 +8 0 3158+00 3158+00 3155+40 3155+40 3153+00 3153+00 a) Test section layout U nc on fin ed e dg e C on fin ed e dg e 1ft 1.5ft 12 ft CL Distances to test locations are approximate. Designates Test Location Shoulder A H G B F E D C 1/3 1/3 1/3 1/4 1/4 1/4 1/4 Station 3170+00 U nc on fin ed e dg e C on fin ed e dg e U nc on fin ed e dg e C on fin ed e dg e U nc on fin ed e dg e C on fin ed e dg e 1ft 12 ft CL Distances to test locations are approximate. Designates Test Location Shoulder A G BF E D C 1/3 1/3 1/3 1/3 1/3 1/3 Station 3142+00 U nc on fin ed e dg e C on fin ed e dg e b) Layout for stations 3170+00 and 3142+00 Note: All other points on test section were more or less centered and evenly distributed across width of the section Figure B.34. General Layout of Test Points Along Shoulder for Section 2; I-75, Saginaw, Michigan; Testing Performed Immediately After Paving on July 25, 2006 B-45

31 61 +4 3 Southbound lanes - towards Saginaw Asphalt shoulder Legend PavTracker test locations I-75 Asphalt Outer lane test section. (tests conducted on hot AC on 7/25 including DGC) 31 62 +0 0 31 61 +9 0 31 61 +8 0 31 61 +3 3 31 61 +3 2 31 58 +1 9 31 58 +1 1 31 58 +0 1 31 51 +0 2 31 50 +9 8 31 50 +8 9 33 15 1+ 09 31 42 +0 0 31 34 +6 7 C B A 31 34 +5 3 31 34 +4 0 31 22 +0 0 31 13 +0 9 31 12 +9 7 31 12 +8 7 Outer Lane 31 61 +4 3 31 61 +4 3 31 62 +0 0 31 62 +0 0 31 61 +9 0 31 61 +9 0 31 61 +8 0 31 61 +8 0 31 61 +3 3 31 61 +3 3 31 61 +3 2 31 61 +3 2 31 58 +1 9 31 58 +1 9 31 58 +1 1 31 58 +1 1 31 58 +0 1 31 58 +0 1 31 51 +0 2 31 51 +0 2 31 50 +9 8 31 50 +9 8 31 50 +8 9 31 50 +8 9 33 15 1+ 09 33 15 1+ 09 31 42 +0 0 31 42 +0 0 31 34 +6 7 31 34 +6 7 31 34 +5 3 31 34 +5 3 31 34 +4 0 31 34 +4 0 31 22 +0 0 31 22 +0 0 31 13 +0 9 31 13 +0 9 31 12 +9 7 31 12 +9 7 31 12 +8 7 31 12 +8 7 a) Test section layout O ut er e dg e In ne r e dg e Outer Lane 12 ft CL Distances to test locations are approximate. Sh ou ld er 1ft Designates Test Location A G BF E D C 1/3 1/3 1/3 1/3 1/3 1/3 Station 3142+00 O ut er e dg e In ne r e dg e Sh ou ld er b) Layout for stations 3142+00 Note: All other points on test section were more or less centered and evenly distributed across width of the section Figure B.35. General Layout of Test Points Along Section 3, Outer Lane; I-75, Saginaw, Michigan; Testing Performed Immediately After Paving on July 25, 2006 B-46

32 08 +0 0 Southbound lanes - towards Saginaw Asphalt shoulder Legend PavTracker test locations I-75 Asphalt Outer lane test section. (tests conducted on hot AC on 7/27 including DGC) 32 19 +1 4 32 11 +0 3 32 11 +0 0 32 04 +0 0 31 98 +0 0 31 95 +0 0 31 92 +0 0 31 89 +0 0 31 83 +0 0 31 80 +0 0 31 77 +0 0 31 86 +0 0 31 74 +0 0 31 71 +0 0 C B A Outer Lane 32 19 +1 2 32 08 +0 0 32 08 +0 0 32 19 +1 4 32 19 +1 4 32 11 +0 3 32 11 +0 3 32 11 +0 0 32 11 +0 0 32 04 +0 0 32 04 +0 0 31 98 +0 0 31 98 +0 0 31 95 +0 0 31 95 +0 0 31 92 +0 0 31 92 +0 0 31 89 +0 0 31 89 +0 0 31 83 +0 0 31 83 +0 0 31 80 +0 0 31 80 +0 0 31 77 +0 0 31 77 +0 0 31 86 +0 0 31 86 +0 0 31 74 +0 0 31 74 +0 0 31 71 +0 0 31 71 +0 0 32 19 +1 2 32 19 +1 2 a) Test section layout O ut er e dg e In ne r e dg e Outer Lane 12 ft CL Distances to test locations are approximate. Sh ou ld er 1ft Designates Test Location A BF E D C 1/5 1/3 1/5 1/5 1/5 1/5 Station 3204+00 O ut er e dg e In ne r e dg e Sh ou ld er b) Layout for stations 3204+00 Note: All other points on test section were more or less centered and evenly distributed across width of the section Figure B.36. General Layout of Test Points Along Section 4, Outer Lane; I-75, Saginaw, Michigan; Testing Performed Immediately After Paving on July 27, 2006 B-47

Figure B.37. General View of the Paving Operation Along I-75 of the Traffic Lane and Shoulder Near Saginaw, Michigan Figure B.38. PaveTracker Non-Nuclear Density Gauge Being Used Along the Shoulder of the I-75 Rehabilitation Project, Near Saginaw, Michigan B-48

C on fin ed e dg e U nc on fin ed e dg e Shoulder 1 2 3 4 5 6 C on fin ed e dg e U nc on fin ed e dg e a) Shoulder paving In ne r e dg e O ut er e dg e Outer Lane 4 5 6 7 2 1,3 In ne r e dg e O ut er e dg e b) Outer lane paving Figure B.39. Rolling Pattern of the Primary or Breakdown Vibratory Roller Used for the HMA Paved Along Shoulder and Outer Lanes, I-75 Rehabilitation; Saginaw, Michigan B-49

East US-2 Test Sections Minot Williston Tests conducted on newly laid base and subgrade layers Tests conducted on base laid in 2005 construction year Tests conducted on newly placed AC layers Figure B.40. Location of HMA, Crushed Stone Base, and Subgrade Test Sections Along Route 2 in North Dakota Table B.13. Nondestructive Devices Used for the US Route 2 Project at Ray and Stanley, North Dakota NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness)* , †, ^^ 9 9 ⎯ DCP 9 9 ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) *, #,, ^^ 9 9 9 Non-nuclear HMA density (Troxler)*, #, †, ^^ ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests## ⎯ ⎯ 9 Moisture-density relationship tests 9 ⎯ ⎯ Bulk material for laboratory modulus tests 9 9 9 * - Clustered tests performed at each test point – refer to figure B.38 – 44. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and 24 hours after paving # - Testing included measurements to develop a density growth curve ## - Nuclear density readings were not collected on cold asphalt ^^ - Devices used in contractor testing B-50

Subgrade Layer: The embankment or subgrade section, about 2000 feet in length, was defined as silty clay with sand and gravel (#5 Proctor). The selected section was located in the inner lane at the west end of the project near Ray, North Dakota. Test points were marked 200 feet apart and were located at mid-width of the lane. Figure B.41 shows the test point layout of the subgrade section. Balloon density tests were conducted along with DCP tests for some areas, and bulk samples of the soil were collected for laboratory resilient modulus testing. Figure B.42 shows the condition of the subgrade layer that was tested. This layer did contain large aggregate particles that definitely had an influence on the NDT results when using the DCP and GeoGauge (see Figure B.43). 25 59 +0 0 Testing direction East Bound (towards Minot) Legend Only Geogauge tests Tests conducted with Geogauge and DCP 2 55 5+ 00 25 56 +0 0 25 57 +0 0 25 61 +0 0 25 63 +0 0 25 65 +0 0 25 69 +0 0 C A 25 71 +0 0 25 73 +0 0 25 67 +0 0 B Shoulder 25 59 +0 0 25 59 +0 0 25 55 +0 0 25 55 +0 0 25 56 +0 0 25 56 +0 0 25 57 +0 0 25 57 +0 0 25 61 +0 0 25 61 +0 0 25 63 +0 0 25 63 +0 0 25 65 +0 0 25 65 +0 0 25 69 +0 0 25 69 +0 0 25 71 +0 0 25 71 +0 0 25 73 +0 0 25 73 +0 0 25 67 +0 0 25 67 +0 0 Figure B.41. General Layout of Test Points on Test Section on Subgrade Along Route 2 Near Ray, North Dakota Figure B.42. Condition of Subgrade Layer Tested Along Route 2 Near Ray, North Dakota B-51

Large aggregate particles in the embankment soil caused refusal of the DCP in localized areas. These particles found near the surface also had an impact on the DSPA and GeoGauge readings. Figure B.43. Photo Showing the Large Aggregate Particles Encountered During Testing of the Subgrade Soil Base Layer: The base layer on this project was a Class 5 crushed gravel material. As stated earlier, the base layer was tested at two locations, nearly Stanley and Ray on August 23 and 25, 2006, respectively. These are referred to as Sections 1 and 2 and represent the base layer prepared in 2005 and 2006. Section 1 was primed shortly after the DOT had accepted the layer during the previous construction season, while Section 2 consisted of the crushed gravel base that had just been placed. The test point layout of Sections 1 and 2 are shown in Figures B.44 and B.45, while Figures B.46 and 47 show pictures of the test section. The crushed gravel has very low cohesion and is a non-plastic material. The aggregate particles on the surface become easily disturbed under construction traffic. Prior to testing with the DSPA and GeoGauge the surface of the crushed aggregate base layer that had yet to be primed was swept to remove the loose particles (see Figure B.48). Those loose particles reduced the resilient modulus values estimated with the DSPA and GeoGauge. The North Dakota DOT does not have a specified density for granular bases. For acceptance, the DOT requires ordinary compaction of the base layer. Bulk samples of the aggregate base were taken from stockpiles of the crushed gravel that had yet to be used for repeated load B-52

resilient modulus testing and determining the M-D relationship for this material. An M-D relationship was unavailable for the Class 5 base material during the dates of testing. 50 58 +0 0 Paving direction East Bound (towards Minot) Legend Only Geogauge tests Tests conducted with Geogauge and DCP 50 52 +0 0 50 54 +0 0 50 56 +0 0 50 62 +0 0 50 64 +0 0 50 66 +0 0 50 72 +0 0 C B A 50 76 +0 0 50 78 +0 0 Inner Lane 50 50 +0 0 50 70 +0 0 50 82 +0 0 C A 50 58 +0 0 50 58 +0 0 50 52 +0 0 50 52 +0 0 50 54 +0 0 50 54 +0 0 50 56 +0 0 50 56 +0 0 50 62 +0 0 50 62 +0 0 50 64 +0 0 50 64 +0 0 50 66 +0 0 50 66 +0 0 50 72 +0 0 50 72 +0 0 50 76 +0 0 50 76 +0 0 50 78 +0 0 50 78 +0 0 50 50 +0 0 50 50 +0 0 50 70 +0 0 50 70 +0 0 50 82 +0 0 50 82 +0 0 Note: Constructed in Fall 2005, and tests conducted on Aug 23, 2006 with a tack coat. C is 4-ft from outer edge, B is 3-ft from C and A is 3-ft from B. Figure B.44. General Layout of Test Points on Section 1 of Base Layer of Route 2 Near Stanley, North Dakota (refer to Figure B. 46) 24 85 +0 0 Testing direction East Bound (towards Minot) Legend Only Geogauge tests Tests conducted with Geogauge and DCP 2 49 3+ 00 24 91 +0 0 24 89 +0 0 24 81 +0 0 24 79 +0 0 24 77 +0 0 24 69 +0 0 C A 24 65 +0 0 24 61 +0 0 24 73 +0 0 24 57 +0 0 D Shoulder 24 85 +0 0 24 85 +0 0 24 93 +0 0 24 93 +0 0 24 91 +0 0 24 91 +0 0 24 89 +0 0 24 89 +0 0 24 81 +0 0 24 81 +0 0 24 79 +0 0 24 79 +0 0 24 77 +0 0 24 77 +0 0 24 69 +0 0 24 69 +0 0 24 65 +0 0 24 65 +0 0 24 61 +0 0 24 61 +0 0 24 73 +0 0 24 73 +0 0 24 57 +0 0 24 57 +0 0 Note: Constructed in July 2006, and tests conducted on Aug 25, 2006. Figure B.45. General Layout of Test Points on Section 2 of Base Layer of Route 2 Near Ray, North Dakota (refer to Figure B.47) B-53

Figure B.46. Section 1 of the Crushed Aggregate Base that Had Been Primed Along Route 2 Near Stanley, North Dakota (refer to Figure B. 44) a) Section selected for testing b) Close-up view of Class 5 base c) Geogauge testing using multiple devices d) PSPA testing on base material Figure B.47. Section 2 of the Crushed Aggregate Base that Had Yet to be Primed Along Route 2 Near Stanley, North Dakota (refer to Figure B. 45) B-54

The other important note is that all loose crushed gravel was removed prior to using the NDT devices in the sections where the prime coat had not been placed. Sand was placed in a thin layer to ensure proper contact between the bottom of the GeoGauge and surface of the Crushed grave base. Figure B.48. Surface Preparation of the Crushed Gravel to Remove the Loose Aggregate Prior to NDT Testing; US Route 2, North Dakota HMA Layer: The HMA layer was paved in 2-inch lifts with a PG 58-28 binder mixture and tests were conducted on three sections. As stated earlier, the first section was tested on August 23, 2006, and retested on August 24, after a rain event. Section 1 was located along the inner lanes of eastbound direction. Figure B.49 shows the segment of Section 1 used for testing immediately after paving, while Figure B.50 shows the condition of the HMA tested the following day. All free water was removed prior to density testing with the non-nuclear density gauges (see Figure B.50.c). Test points along this section were spaced every 400 feet and staggered at three points along the width of the lane, as shown in Figure B.51. Sections 2 and 3 were located along the inner lanes in the eastbound direction and were tested on August 25, 2006, immediately after the paving. Figure B.52 shows the condition of the HMA layer within Section 2, while Figures B.53 and 54 provide the test point layout for Sections 2 and 3, respectively. A few areas were found along Section 3 where the HMA base mixture was rolled within the temperature sensitive zone and had left checking cracks and tears in the surface. The NDT devices were used to test the HMA mixture in these areas. The test points were spaced at 200 feet longitudinally and staggered transversely in Section 2, while test points were spaced successively at 200 and 400 feet in Section 3 along the centerline of the lane. NDT readings were also taken at one station in Section 2 after each roller pass to develop density growth curves for the mixture. Mixture design details and the JMF were provided by the DOT for this mixture. NDT readings were also taken at those locations within Sections 1 through 4 where the DOT and contractor had taken cores for QA purposes (see Figure B.55). The contractor and DOT personnel were trained to use the NDT devices. They used these gauges over about a 2-week period following the testing dates included in NCHRP Project B-55

10-65. The test data and observations were provided from the contractor and DOT personnel using the devices. a) Section 1 material tested b) Non-nuclear device for HMA density c) PSPA device for HMA modulus Figure B.49. Section 1 of HMA Along Route 2 Near Stanley, North Dakota; Testing Conducted Immediately After Paving (refer to Figure B.51) B-56

a) Section 1 after rain in 24 hours b) Close-up view of Section 1 after rain c) and d) Non-nuclear density testing with multiple devices after rain in 24 hours Figure B.50. Section 1 of HMA Along Route 2 Near Stanley, North Dakota; Testing Conducted 24 Hours After Paving and Rain Event (refer to Figure B. 51) B-57

50 20 +0 0 Paving direction East Bound (towards Minot) Legend Only PaveTracker tests were conducted 50 10 +0 0 50 12 +0 0 50 16 +0 0 50 24 +0 0 50 28 +0 0 50 32 +0 0 50 40 +0 0 C B A 50 44 +0 0 50 48 +0 0 Inner Lane 50 06 +0 0 50 36 +0 0 50 20 +0 0 50 20 +0 0 50 10 +0 0 50 10 +0 0 50 12 +0 0 50 12 +0 0 50 16 +0 0 50 16 +0 0 50 24 +0 0 50 24 +0 0 50 28 +0 0 50 28 +0 0 50 32 +0 0 50 32 +0 0 50 40 +0 0 50 40 +0 0 50 44 +0 0 50 44 +0 0 50 48 +0 0 50 48 +0 0 50 06 +0 0 50 06 +0 0 50 36 +0 0 50 36 +0 0 Note: Tests conducted during paving on August 23, 2006 and also on cold pavement on August 24, 2006 after a rain event. Figure B.51. General Layout of Test Points Along Section 1 of HMA Layer Along Route 2 Near Stanley, North Dakota a) HMA paved material for testing b) Seismic testing example for Section 2 Figure B.52. Section 2 of HMA Testing Along Route 2 Near Stanley, North Dakota (refer to Figure B. 53) B-58

B-59 51 34 +0 0 Paving direction East Bound (towards Minot) 51 28 +0 0 51 30 +0 0 51 32 +0 0 51 36 +0 0 51 40 +0 0 51 44 +0 0 51 52 +0 0 C B A C is 3-ft from outer edge, B is 6-ft from outer edge and A is 9 to 12-ft from outer edge Inner Lane 51 26 +0 0 51 48 +0 0 Also location for DGC 51 34 +0 0 51 34 +0 0 51 28 +0 0 51 28 +0 0 51 30 +0 0 51 30 +0 0 51 32 +0 0 51 32 +0 0 51 36 +0 0 51 36 +0 0 51 40 +0 0 51 40 +0 0 51 44 +0 0 51 44 +0 0 51 52 +0 0 51 52 +0 0 51 26 +0 0 51 26 +0 0 51 48 +0 0 51 48 +0 0 Figure B.53. General Layout of Test Points Along Section 2 of HMA Layer; Route 2 Near Stanley, North Dakota 50 20 +0 0 Paving direction East Bound (towards Minot) 50 10 +0 0 50 12 +0 0 50 16 +0 0 50 24 +0 0 50 28 +0 0 50 32 +0 0 50 40 +0 0 C B A 50 44 +0 0 50 48 +0 0 Inner Lane 50 22 +6 0 50 36 +0 0 50 46 +4 0 50 58 +8 0 50 20 +0 0 50 20 +0 0 50 10 +0 0 50 10 +0 0 50 12 +0 0 50 12 +0 0 50 16 +0 0 50 16 +0 0 50 24 +0 0 50 24 +0 0 50 28 +0 0 50 28 +0 0 50 32 +0 0 50 32 +0 0 50 40 +0 0 50 40 +0 0 50 44 +0 0 50 44 +0 0 50 48 +0 0 50 48 +0 0 50 22 +6 0 50 22 +6 0 50 36 +0 0 50 36 +0 0 50 46 +4 0 50 46 +4 0 50 58 +8 0 50 58 +8 0 Figure B.54. General Layout of Test Points Along Section 3 of HMA Layer; Route 2 Near Stanley, North Dakota

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Figure B.55. The PSPA and Non-Nuclear Density Gauges Were Used to Test the HMA Base and Other Mixtures in the Areas Where the North Dakota DOT and Contractor Took Cores for QA Purposes B.2.4 NCAT Test Track, Opelika, Alabama Several sections of the NCAT pavement test track were included in the Part B field evaluation. Figure B.56 shows a schematic of the test track and indicates specific sections that were used within the Part B field study. The 2006 test sections were reconstructed in the fall of 2006, and the contractor was East Alabama Paving. For all test sections included n NCHRP Project 10-65, a significant amount of material data was made available by NCAT. For example, mixture design and gradation test results were provided for use during the data interpretation process and bulk material samples were made available to perform the laboratory tests. Two trips were made to the test track for Part B from September 25 to 29, 2006, and October 8 to 12, 2006. The sections that were incorporated into Part B tests, the date of construction and testing, and the NDT devices used are summarized in Table B.14. In addition, Table B.15 summarizes the NDT in a format consistent with the tables provided for all other test sites. B-61

* * * * # # # # - Tests on Hot and Cold HMA * - Tests on multiple lifts Base layer tests Subgrade layer tests HMA layer tests Figure B.56. NCAT Test Track Sections Used in the Part B Field Evaluation that Were Overlaid or Reconstructed in 2006 Table B.14. Summary of the Materials Tested Within Each Test Section at NCAT Granular Base/Subgrade HMA NCAT Test section ID Test date Layer Geogauge DCP DSPA NDG Troxler PSPA NDG Cores E5-7 (AL) 26-Sep NA 9 9 9 Yes E5-7 (AL) 27-Sep NA 9 †† 9†† N1 & N2 (FL) 26-Sep Base 9 9 9 9 N1 & N2 (FL) 27-Sep NA 9* 9 9 Yes N1 & N2 (FL) 28-Sep Base 9 9 9 9 9*, # 9,# 9,# Yes N8 & N9 (OK) 28-Sep Subgrade 9 9 9 9 N8 & N9 (OK) 9-Oct Subgrade 9,# 9# 9# 9# N10 (MO) 9-Oct Base 9†* 9 9 9 N10 (MO) 10-Oct NA 9* 9 9 Yes S11 (SC) 9-Oct Base 9†* 9 9 9 S11 (SC) 11-Oct Base 9* 9 9 9 9* 9 9 Yes * Testing included measurements to develop a density growth curve. # Multiple lifts tested. † Multiple devices used for the NDT technology. †† Cold HMA tested. B-62

Table B.15. Nondestructive Devices Used to Test the Different Test Sections Along the NCAT Test Track NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness)* , †, # 9 9 ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) *, #, 9 9 9 DCP 9 9 Non-nuclear HMA density (Troxler)*, #, † ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ NCAT HMA cores for densities & other volumetric properties ⎯ ⎯ NCAT Nuclear density tests## NCAT NCAT NCAT Moisture-density relationship tests 9 9 ⎯ Bulk material for laboratory modulus tests 9 9 9 * - Clustered tests performed at each test point – refer to figure B.1. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and 24 hours after paving # - Testing included measurements to develop a density growth curve ## - Nuclear density readings were not collected on cold asphalt NCAT – Data provided by NCAT. Laboratory test data, as well as QA data, were made available to NCHRP Project 10-65 by NCAT. Bulk material was sampled for resilient modulus testing, and HMA cores were drilled to determine mix volumetrics. A brief description of each test section is provided below for each material type. Subgrade Layer: Subgrade in the Oklahoma Sections N-8 and N-9 were tested during the construction of the first lift and the final lift in September and October 2006. Test points were marked 50 feet apart in the longitudinal direction, and three test points were selected in the transverse direction at each station tested. Figure B.57 and B.58 show the test layout of the Oklahoma N-8 and N-9 subgrade sections. The embankment material used on the Oklahoma N-8 and N-9 sections was a high plasticity clay soil with chert. The clay had a Plasticity Index of 28 and 75 percent fines (minus 200 material). Nuclear density and DCP tests were conducted in some areas where the NDT devices were used. Bulk samples of the soil were collected for laboratory resilient modulus testing. In addition, a few points within this section were used to measure the density and modulus growth curves during compaction. The surface of the high plasticity clay soil was relatively dry and exhibited extensive shrinkage cracks at the time of testing. The shrinkage cracks did affect the GeoGauge readings, even when using the thin layer of sand for leveling and ensuring good contact B-63

between the GeoGauge and surface of the clay soil. Figure B.59 shows the subgrade layer being constructed and tested. Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0+ 00 0+ 25 0+ 75 1+ 25 1+ 75 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 00 0+ 00 0+ 25 0+ 25 0+ 75 0+ 75 1+ 25 1+ 25 1+ 75 1+ 75 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d a) Layout for first lift in September, 2006 Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0 +0 0 0+ 20 0+ 54 1+ 40 1+ 80 2+ 00 (a pp ro x. ) St ar t En d C B A 0+ 50 0+ 00 0+ 00 0+ 20 0+ 20 0+ 54 0+ 54 1+ 40 1+ 40 1+ 80 1+ 80 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 50 0+ 50 b) Layout for last lift in October 2006 Figure B.57. Layout of Test Points on Subgrade Section N-8 at NCAT (refer to Tables B.14 and B.15) B-64

Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0+ 00 0+ 25 0+ 75 1+ 25 1+ 65 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C A B 0+ 00 0+ 00 0+ 25 0+ 25 0+ 75 0+ 75 1+ 25 1+ 25 1+ 65 1+ 65 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d b) Layout for first lift in September 2006 Paving direction (counter-clockwise) Outer Lane 0+ 00 0+ 10 0+ 50 1+ 20 1+ 40 2+ 00 (a pp ro x. ) St ar t En d C A B 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 1+ 20 1+ 20 1+ 40 1+ 40 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d b) Layout for last lift in October 2006 Figure B.58. Layout of Test Points on Subgrade Section N-9 at NCAT (refer to Tables B.14 and B.15) B-65

a) View of section Oklahoma section N-9. b) Subgrade compaction c) Field instrumentation by NCAT d) Geogauge testing on subgrade soil e) DSPA testing on subgrade soil Figure B.59. Oklahoma Subgrade Section Tested at NCAT Test Track B-66

Base Layer: Three different base types were tested at the NCAT test track. The Florida limerock base placed in Sections N-1 and N-2 were tested in September 2006, the Missouri Class 5 base material placed in section N-10 was tested in October 2006, and the South Carolina Vulcan crushed granite base placed in Section S-11 was tested in October 2006. Figures B.60 through B.63 show the test point layout for these test sections. These test sections were paved with HMA the next day after the base layer testing had been completed, and were also included as part of the HMA tests under NCHRP Project 10-65. A second lift of the Florida DOT sections was placed within 48 hours and included in the test program as well. Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0+ 00 0+ 10 0+ 50 1+ 50 1+ 95 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 1+ 50 1+ 50 1+ 95 1+ 95 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d Figure B.60. Layout of Test Points Along the Florida Limerock Base Placed in Section N-1 at the NCAT Test Track (refer to Tables B.14 and B.15) B-67

Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0+ 00 0+ 10 0+ 50 1+ 50 1+ 95 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 1+ 50 1+ 50 1+ 95 1+ 95 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d Figure B.61. Layout of Test Points Along the Florida DOT Limerock Base Placed in Section N-2 at the NCAT Test Track (refer to Tables B.14 and B.15) Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP 0+ 00 0+ 20 0+ 54 1+ 40 1+ 60 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 60 0+ 85 1+ 00 1+ 10 0+ 00 0+ 00 0+ 20 0+ 20 0+ 54 0+ 54 1+ 40 1+ 40 1+ 60 1+ 60 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 60 0+ 60 0+ 85 0+ 85 1+ 00 1+ 00 1+ 10 1+ 10 Figure B.62. Layout of Test Points Along the Missouri Crushed Limestone Base Placed in Section N-10 at the NCAT Test Track (refer to Tables B.14 and B.15) B-68

Paving direction (counter-clockwise) Outer Lane Legend Only Geogauge tests Tests conducted with Geogauge and DCP/NDG 0+ 00 0+ 30 0+ 70 1+ 40 1+ 70 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 80 1+ 00 1+ 20 0+ 00 0+ 00 0+ 30 0+ 30 0+ 70 0+ 70 1+ 40 1+ 40 1+ 70 1+ 70 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 80 0+ 80 1+ 00 1+ 00 1+ 20 1+ 20 Figure B.63. Layout of Test Points Along the South Carolina Crushed Granite Base Placed in Section S-11 at the NCAT Test Track (refer to Tables B.14 and B.15) The DSPA and Geogauge devices were used to test these materials at all points. DCP tests were performed at selected points. In addition, the non-nuclear density gauges, DSPA, and GeoGauge were used within N-10 and S-11 test sections to measure the increase in density and modulus of the base materials under specific intervals of the roller. Multiple GeoGauges and the DSPA were used to test all of the base materials and to develop modulus-growth curves during compaction (see Figure B.64). The Florida limerock base in Sections N-1 and N-2 is a good quality nonplastic base material with a maximum dry density of 116.1 pcf, an optimum water content of 12.5 percent, and a LBR value of 147.0. The Class 5 crushed aggregate base placed in the Missouri N-10 section is also a good quality aggregate with a maximum dry density of 130 pcf and an optimum water content of 10 percent. The Vulcan crushed granite base material placed in the South Carolina S-11 section has a maximum dry density of 138.1 pcf and an optimum water content of 5 percent. Figures B.65, B.66, and B.67 include photos of the surface condition of the Florida limerock, Missouri crushed limestone, and South Carolina crushed granite base, respectively. Bulk samples of these base materials were collected for laboratory resilient modulus testing and confirming the M-D relationships obtained from NCAT for controlling the placement of these base materials. B-69

Figure B.64. Multiple GeoGauges Being Used to Test the Missouri Crushed Stone Base and Determine the Modulus-Growth Curve During Compaction B-70

Figure B.65. Florida Limerock Base Placed in NCAT Test Sections N-1 and N-2 HMA Layer: Seven different HMA sections were tested within the Part B field investigations at the NCAT test track. These included the following: • Alabama Sections E-5, E-6, and E-7; During paving and 24 hours after paving • Florida Sections N-1 and N-2; Lift 1 and lift 2 • Missouri N-10; First lift of paving • South Carolina S-11; First lift of paving The Alabama E-5 to 7 sections and Florida sections were tested in September 2006, while the Missouri and South Carolina sections were tested in October 2006. Figures B.68 through B.70 show the test layout of the Alabama sections. The HMA mixture placed in these sections included a high percentage of RAP and different asphalt binders with and without asphalt modification. A PG67 asphalt was used in the HMA mix placed on Section E-5, a PG76 with SBS was used in Section E-6, and a PG76 with Sasobit was used in Section E-7. B-71

a) Section view b) Rolling operation c) Close-up view of compacted base d) NDT testing Figure B.66. Missouri Crushed Limestone Base Placed in NCAT Test Section N-10 Figure B.67. South Carolina Crushed Granite Base Placed in NCAT Section S-11 B-72

0+ 70 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Alabama E-5 (Tests conducted on Hot Asphalt on 8/26 + cold on 8/27) 0+ 00 0+ 10 0+ 40 0+ 47 1+ 00 1+ 07 1+ 30 1+ 60 1+ 93 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A C is 4-ft from outer edge, B is 3-ft from C and A is 3-ft from B 0+ 70 0+ 70 0+ 00 0+ 00 0+ 10 0+ 10 0+ 40 0+ 40 0+ 47 0+ 47 1+ 00 1+ 00 1+ 07 1+ 07 1+ 30 1+ 30 1+ 60 1+ 60 1+ 93 1+ 93 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d Figure B.68. Test Point Layout Along the Alabama E-5 Test Section at NCAT (refer to Tables B.14 and B.15) 0+ 76 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Alabama E-6 (Tests conducted on Hot Asphalt on 8/26 + cold on 8/27) 0+ 00 0+ 10 0+ 55 1+ 00 1+ 17 1+ 45 1+ 90 2+ 05 2+ 16 (a pp ro x. ) St ar t En d NCAT Test Track Layout C is 4-ft from outer edge, B is 3-ft from C and A is 3-ft from B C B A 0+ 76 0+ 76 0+ 00 0+ 00 0+ 10 0+ 10 0+ 55 0+ 55 1+ 00 1+ 00 1+ 17 1+ 17 1+ 45 1+ 45 1+ 90 1+ 90 2+ 05 2+ 05 2+ 16 (a pp ro x. ) 2+ 16 (a pp ro x. ) St ar t En d Figure B.69. Test Point Layout Along the Alabama E-6 Test Section at NCAT (refer to Tables B.14 and B.15) B-73

0+ 75 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Alabama E-7 (Tests conducted on Hot Asphalt on 8/26 + cold on 8/27) 0+ 00 0+ 10 0+ 50 0+ 90 1+ 20 1+ 30 1+ 70 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C is 4-ft from outer edge, B is 3-ft from C and A is 3-ft from B C B A 0+ 75 0+ 75 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 0+ 90 0+ 90 1+ 20 1+ 20 1+ 30 1+ 30 1+ 70 1+ 70 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d Figure B.70. Test Point Layout Along the Alabama E-7 Test Section at NCAT (refer to Tables B.14 and B.15) These Alabama test sections were tested soon after paving and 24 hours after paving to evaluate the effect of temperature drop on modulus gain. As shown in the figures, the test points were laid out in a grid pattern. PSPA and the PQI non-nuclear density measurements were recorded at all points. A nuclear gauge was also used within these test sections to measure the density of the in-place mixture. Figure B.71 shows a picture of the finished section and NDT. Figures B.72 and B.73 show the test point layout of the Florida N-1 and N-2 HMA sections that were tested in September 2006. Tests were performed on two lifts that were paved on consecutive days within each test section. The first HMA lift was 3 inches thick, and the second lift was 2 inches thick. The HMA placed was a 19-mm mixture with limestone aggregate. This first lift was a high binder content, crack resistant layer compacted to an air void level of 3 percent. The target density for the second lift was 145 pcf and target air void level was 7 percent. A PG 64-22 was used in the layers placed along Section N-1, while polymer modified asphalt with SBS was used in the mixtures placed along Section N-2. During both days of testing, density growth readings were recorded after each roller pass at specific locations. Multiple devices were used for non-nuclear density measurement to evaluate variability between their readings. Figure B.74 shows the paving and testing of these sections. As with some of the other projects included in Part B, the Florida N-1 section at NCAT exhibited checking and mat tears during the compaction (see Figure B.75). B-74

a) Paving of Alabama sections at NCAT test track b) NDT testing immediately after paving Figure B.71. Paving and General Surface Condition of the Alabama E-5, E-6, and E-7 Test Sections Placed NCAT B-75

0+ 65 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Florida N-1 (Tests conducted on Hot Asphalt - Lift 1 + DGC on 8/27) 0+ 00 0+ 10 0+ 50 1+ 50 1+ 95 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout A is 5-ft from inner edge, B is 3-ft from A and C is 3-ft from B C B A 0+ 30 1+ 90 0+ 65 0+ 00 0+ 10 0+ 50 1+ 50 1+ 95 2+ 00 (a pp ro x. ) St ar t En d 0+ 30 1+ 90 0+ 65 0+ 65 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 1+ 50 1+ 50 1+ 95 1+ 95 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 30 0+ 30 1+ 90 1+ 90 a) Lift 1 tested on August 28, 2006 0+ 80 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Florida N-1 (Tests conducted on Hot Asphalt - Lift 2 + DGC on 8/28) 0+ 00 0+ 10 0+ 50 1+ 25 1+ 45 2+ 00 (a pp ro x. ) S ta rt En d A is 5-ft from inner edge, B is 3-ft from A and C is 3-ft from B C B A 0+ 40 1+ 40 0+ 80 0+ 80 0+ 00 0+ 00 0+ 10 0+ 10 0+ 50 0+ 50 1+ 25 1+ 25 1+ 45 1+ 45 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) S ta rt En d 0+ 40 0+ 40 1+ 40 1+ 40 b) Lift 2 tested on August 29, 2006 Figure B.72. Test Point Layout Along Florida Test Section N-1 at NCAT (refer to Tables B.14 and B.15) B-76

0+ 70 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Florida N-2 (Tests conducted on Hot Asphalt - Lift 1 + DGC on 8/27) 0+ 00 0+ 85 0+ 50 1+ 20 1+ 50 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout A is 5-ft from inner edge, B is 3-ft from A and C is 3-ft from B C B A 0+ 30 1+ 45 0+ 70 0+ 70 0+ 00 0+ 00 0+ 85 0+ 85 0+ 50 0+ 50 1+ 20 1+ 20 1+ 50 1+ 50 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 30 0+ 30 1+ 45 1+ 45 a) Lift 1 tested on August 28, 2006 0+ 75 Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker, PQI & Nuclear Density Gauge NCAT Test Section – Florida N-2 (Tests conducted on Hot Asphalt - Lift 2 + DGC on 8/28) 0+ 00 0+ 85 0+ 80 1+ 70 1+ 52 2+ 00 (a pp ro x. ) St ar t En d A is 5-ft from inner edge, B is 3-ft from A and C is 3-ft from B C B A 0+ 20 1+ 40 0+ 75 0+ 75 0+ 00 0+ 00 0+ 85 0+ 85 0+ 80 0+ 80 1+ 70 1+ 70 1+ 52 1+ 52 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 20 0+ 20 1+ 40 1+ 40 b) Lift 2 tested on August 29, 2006 Figure B.73. Test Point Layout Along Florida N-2 Test Section at NCAT (refer to Tables B.14 and B.15) B-77

a) Paving first lift b) Finished surface with first lift c) Two lift completed d) Finished surface; checking & mat tears e) NDT testing – Nonnuclear density gage f) NDT seismic testing and core Figure B.74. Paving and NDT Measurements in Florida N-1 and N-2 Test Sections B-78

Figure B.75. Checking and Mat Tears Exhibited Along the Florida Section N-1 Figure B.76 shows the test layout for the Missouri N-10 section. A 2-inch lift was paved using a PG64-22 asphalt mixture. The first lift was included in Part B. A grid pattern was adopted for this section and density growth readings were recorded as well. Readings from two non-nuclear Troxler gauges were obtained for this section. Nuclear density readings were also measured along this section. Figures B.77 and B.78 include the test layout and the paving operations for the South Carolina section S-11 at NCAT. Data was collected during the paving of the first HMA lift of this section. The lift thickness for that layer was 2 inches. A grid pattern with three test points in the transverse direction at four stations within the section was used as the testing plan. B.2.5 SR-53 New Construction; Fremont, Ohio The SR 53 project selected for the Part B field evaluation was just south of the Ohio Turnpike and east of Toledo. The pavement design included two layers of HMA over a 6- inch aggregate base over a cement treated embankment layer placed on the natural subgrade. During the testing dates selected for this project, about 1800 feet of HMA was being paved in a specific area and several finished base layers were available (see Figure B.79). All tests were complete on October 18 and 19, 2006. The NDT devices that were used on all previous projects were used on this project and summarized in Table B.16. A brief description of the base and HMA test section is provided below. B-79

Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker and NDG NCAT Test Section – Missouri N10 (Tests conducted on hot AC – first lift – 10/10/06 – Grid and DGC) 0+ 00 0+ 40 1+ 70 1+ 60 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 65 0+ 80 1+ 16 1+ 20 0+ 00 0+ 00 0+ 40 0+ 40 1+ 70 1+ 70 1+ 60 1+ 60 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 65 0+ 65 0+ 80 0+ 80 1+ 16 1+ 16 1+ 20 1+ 20 Figure B.76. Test Point Layout Along Missouri N-10 Test Section at NCAT (refer to Tables B.14 and B.15) Paving direction (counter-clockwise) Outer Lane Legend Only PaveTracker tests Tests conducted with PaveTracker and NDG NCAT Test Section – Alabama S11 (Tests conducted on hot AC – first lift – 10/11/06 – Grid and DGC) 0+ 00 0+ 20 1+ 30 1+ 80 2+ 00 (a pp ro x. ) St ar t En d NCAT Test Track Layout C B A 0+ 90 1+ 70 0+ 50 0+ 00 0+ 00 0+ 20 0+ 20 1+ 30 1+ 30 1+ 80 1+ 80 2+ 00 (a pp ro x. ) 2+ 00 (a pp ro x. ) St ar t En d 0+ 90 0+ 90 1+ 70 1+ 70 0+ 50 0+ 50 Figure B.77. Test Point Layout Along the South Carolina S-11 Test Section at NCAT (refer to Tables B.14 and B.15) B-80

Figure B.78. HMA Compacted Using a Pneumatic Roller in the South Carolina Section S-11 at NCAT B-81

Figure B.79. New Construction Project Along SR-53 Near Toledo, Ohio Included in the Part B Field Evaluation Table B.16. Nondestructive Devices Used for the Ohio SR-53 Project in Ohio NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness)* , †, ⎯ 9 ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) *, #, ⎯ 9 9 DCP ⎯ 9 Non-nuclear HMA density (Troxler)*, †, ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests ⎯ 9 9 Moisture-density relationship tests ⎯ 9 ⎯ Bulk material for laboratory modulus tests ⎯ 9 9 * - Clustered tests performed at each test point – refer to figure B.1. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and weeks after paving B-82

Base Layer: The base layer on the SR 53 project was a crushed stone base classified as Ohio 304 base material. It had rained within the 24-hour period preceding the base testing, and the base material was relatively damp at the surface. A cement treated subgrade material was used underneath the base layer tested. The aggregate base layer had a laboratory maximum dry density of 135.2 pcf and an optimum moisture content of 8.5 percent. Bulk material samples were collected for laboratory resilient modulus testing and M-D relationships confirmation that were provided during construction. Figure B.80 shows the test point layout of the base section. All test points were located in the southbound lanes, and were roughly at 200 feet staggered transversely. GeoGauge and DSPA tests were performed at each test point along with DCP tests at selected points. Figures B.81 to B.83 include photos of the condition of the base and the NDT devices used to test the crushed stone base along SR-53 new construction project. HMA Layer: The HMA mixture tested within NCHRP Project 10-65 for the field evaluation was classified as a 19-mm HMA base mixture and was the first lift placed above the crushed stone base layer. Tests were conducted on the newly placed HMA base mixture over a length of about 3000 feet. Test points were randomly chosen along the project width and at the selected locations where cores were taken for QA purposes. All tests were conducted in the shoulder, inner or outer lanes in the southbound direction. Figure B.84 shows the test point layout of the HMA test section. Test data were collected behind the paver in the inner lane as shown in Figure B.85. Bulk material as well as core samples were collected for laboratory testing. DOT personnel provided details on the mixture design, and QA testing data. 49 0+ 80 49 1+ 00 49 0+ 90 48 9+ 00 48 8+ 90 48 8+ 80 48 6+ 90 48 6+ 80 48 4+ 00 48 7+ 00 48 0+ 80 48 2+ 00 48 1+ 90 48 3+ 90 48 1+ 80 47 9+ 90 47 9+ 80 47 8+ 00 48 0+ 00 47 7+ 90 47 7+ 80 43 0+ 50 43 0+ 00 42 9+ 50 43 1+ 50 43 1+ 00 42 9+ 00 42 8+ 50 42 8+ 00 Northbound lanes Southbound lanes Legend Only Geogauge test Geogauge and DCP 487+20 480+20 49 0+ 80 49 0+ 80 49 1+ 00 49 1+ 00 49 0+ 90 49 0+ 90 48 9+ 00 48 9+ 00 48 8+ 90 48 8+ 90 48 8+ 80 48 8+ 80 48 6+ 90 48 6+ 90 48 6+ 80 48 6+ 80 48 4+ 00 48 4+ 00 48 7+ 00 48 7+ 00 48 0+ 80 48 0+ 80 48 2+ 00 48 2+ 00 48 1+ 90 48 1+ 90 48 3+ 90 48 3+ 90 48 1+ 80 48 1+ 80 47 9+ 90 47 9+ 90 47 9+ 80 47 9+ 80 47 8+ 00 47 8+ 00 48 0+ 00 48 0+ 00 47 7+ 90 47 7+ 90 47 7+ 80 47 7+ 80 43 0+ 50 43 0+ 50 43 0+ 00 43 0+ 00 42 9+ 50 42 9+ 50 43 1+ 50 43 1+ 50 43 1+ 00 43 1+ 00 42 9+ 00 42 9+ 00 42 8+ 50 42 8+ 50 42 8+ 00 42 8+ 00 Figure B.80. Test Point Layout Along the Crushed Stone Base Section of SR-53 New Construction at Fremont, Ohio B-83

Figure B.81. Crushed Stone Base Section Tested Along US-53 at Fremont, Ohio Figure B.82. NDT Testing of the Crushed Stone Base with Multiple GeoGauges and the DSPA Along SR-53 in Ohio B-84

Figure B.83. Seismic Testing of the Crushed Stone Base Layer Along SR-53 New Construction Project in Fremont, Ohio B-85

Legend PaveTracker tests on cold AC PaveTracker tests on hot AC Test direction Northbound SR 53 Southbound lanes (Fremont, Ohio) (Tests on Cold & Hot Asphalt on 10/18/06) C or e #4 -4 C or e #4 -5 C or e #4 -7 C is on Left wheel path, B is along the Center line and A is on the Right wheel path C or e #4 -8 C or e #4 -9 Northbound lanes C or e #4 -6 C or e #2 C or e #5 C or e #6 C or e #4 -1 0 46 1+ 00 (C or e # 2- 2) 50 6+ 60 50 7+ 05 50 7+ 35 Southbound lanes Shoulder 46 2+ 31 (C or e # 2- 3) 46 3+ 50 (C or e # 2- 4) 46 5+ 70 (C or e # 2- 5) 46 6+ 50 (C or e # 2- 6) 46 8+ 30 (C or e # 2- 7) 47 0+ 50 (C or e # 2- 8) 47 1+ 70 (C or e # 2- 9) 47 3+ 50 (C or e # 2- 10 ) 51 1+ 85 (C or e #3 -3 ) 51 6+ 30 (C or e # 3- 4) 51 8+ 75 (C or e # 3- 5) 52 5+ 80 (C or e # 3- 7) 53 2+ 50 (C or e # 3- 9) C B A C B A C B A Inner lane Outer lane C or e #4 -4 C or e #4 -4 C or e #4 -5 C or e #4 -5 C or e #4 -7 C or e #4 -7 C or e #4 -8 C or e #4 -8 C or e #4 -9 C or e #4 -9 C or e #4 -6 C or e #4 -6 C or e #2 C or e #2 C or e #5 C or e #5 C or e #6 C or e #6 C or e #4 -1 0 C or e #4 -1 0 46 1+ 00 (C or e # 2- 2) 46 1+ 00 (C or e # 2- 2) 50 6+ 60 50 6+ 60 50 7+ 05 50 7+ 05 50 7+ 35 50 7+ 35 46 2+ 31 (C or e # 2- 3) 46 2+ 31 (C or e # 2- 3) 46 3+ 50 (C or e # 2- 4) 46 3+ 50 (C or e # 2- 4) 46 5+ 70 (C or e # 2- 5) 46 5+ 70 (C or e # 2- 5) 46 6+ 50 (C or e # 2- 6) 46 6+ 50 (C or e # 2- 6) 46 8+ 30 (C or e # 2- 7) 46 8+ 30 (C or e # 2- 7) 47 0+ 50 (C or e # 2- 8) 47 0+ 50 (C or e # 2- 8) 47 1+ 70 (C or e # 2- 9) 47 1+ 70 (C or e # 2- 9) 47 3+ 50 (C or e # 2- 10 ) 47 3+ 50 (C or e # 2- 10 ) 51 1+ 85 (C or e #3 -3 ) 51 1+ 85 (C or e #3 -3 ) 51 6+ 30 (C or e # 3- 4) 51 6+ 30 (C or e # 3- 4) 51 8+ 75 (C or e # 3- 5) 51 8+ 75 (C or e # 3- 5) 52 5+ 80 (C or e # 3- 7) 52 5+ 80 (C or e # 3- 7) 53 2+ 50 (C or e # 3- 9) 53 2+ 50 (C or e # 3- 9) Figure B.84. Test Point Layout Along SR53 in Ohio B-86

Figure B.85. HMA Paving and NDT Along SR 53 in Ohio B.2.6 I-20, Caldwell, Texas The reconstruction of the I-20 frontage road in Odessa, Texas, was included within the Part B field evaluation. Tests were conducted from November 13 through17, 2006. The HMA mixture included in the study was paved in a 2.5-inch-thick lift. Tests were done along the outer and middle lanes in the eastbound direction. Two test sections were established. Section 1 included test points from 5000 feet of paving along the outside lane of the three lane frontage road. Section 2 included test points within the same stationing but within the middle lane. Figures B.86 and B.87 include the test point and section layout for both sections. B-87

Section 1 was paved and tested on November 14, 2006. Cores were taken from this section the following day. Section 2 was paved and tested on November 16, 2006. The test sections were divided into sublots every 50 to 100 feet, and the points were evenly distributed across the width of the test section. The NDT devices used on this project are summarized in Table B.17. The difference between this project and the others included in Part B was that the contractor was already using the PaveTrack for controlling the compaction process. This contractor already had experience in using the PaveTrack and PSPA within a QA program. Thus, the gauges were not left with this contractor. Figure B.88 shows pictures of the paving and testing on the I-20 project. Non-nuclear density test results were collected in the vicinity of the cores. Figure B.86. Test Point Layout of Section 1 for HMA Testing Along the I-20 Frontage Road in Odessa, Texas B-88

Figure B.87. Test Point Layout of Section 2 for HMA Testing Along the I-20 Frontage Road in Odessa, Texas Table B.17. Nondestructive Devices Used Along the I-20 Frontage Road in Odessa, Texas NDT Technology Subgrade Aggregate Base HMA †† GeoGauge (stiffness) ⎯ ⎯ ⎯ Seismic – PSPA for HMA, DSPA for soils (modulus) * ⎯ ⎯ 9 DCP ⎯ ⎯ Non-nuclear HMA density (Troxler)*, ⎯ ⎯ 9 Other Traditional Tests HMA mixture design test data ⎯ ⎯ 9 HMA cores for densities & other volumetric properties ⎯ ⎯ 9 Nuclear density tests ⎯ ⎯ ⎯ Moisture-density relationship tests ⎯ ⎯ ⎯ Bulk material for laboratory modulus tests ⎯ ⎯ 9 * - Clustered tests performed at each test point – refer to figure B.1. † - Multiple gauges to assess variability between devices †† - Testing performed behind paver and weeks after paving B-89

a) and b) Paving on I-20 frontage road c) Compacted lift d) Finished surface e) Non-nuclear density test f) Seismic testing Figure B.88. Paving and Testing of the Test Sections Along the I-20 Frontage Road in Odessa, Texas B-90