Pavement_Report.pdf

PAVEMENT REPORT NUMBER FY07-11

FHWA Project PRA-VIIS 10(1), 901(1)

Virgin Island National Park St. John Island, U.S. Virgin Islands

Pavement Rehabilitation Recommendation for

North Shore Road (VIIS 10) and North Shore One Way Cutoff Road (VIIS 10A)

June 2007

U.S. Department of Transportation Federal Highway Administration

Eastern Federal Lands Highway Division 21400 Ridgetop Circle

Sterling, VA 20166

PRA-VIIS 10(1), 901(1) Pavement Report No. FY 07-11 Virgin Islands National Park

TABLE OF CONTENTS

1 INTRODUCTION

1.1 GENERAL

1.2 SITE DESCRIPTION

1.3 PROJECT PURPOSE-AND-NEED

1.4 REGIONAL GEOLOGY

2 PROCEDURES AND RESULTS

2.1 FIELD INVESTIGATION

2.2 FIELD TESTS AND MEASUREMENTS

2.3 PAVEMENT CONDITION

2.4 SITE CONSTRAINTS

3 ANALYSES AND CONCLUSIONS

3.1 PAVEMENT DESIGN

4 RECOMMENDATIONS

4.1 EARTHWORK

4.2 PAVEMENT SECTION

4.2.1 VIIS 10, MP 0 to MP 1

4.2.2 VIIS 10, MP 1 to MP 3.5

4.2.3 VIIS 10, MP 3.5 to MP 7.16 & VIIS 10A, MP 0 to MP 0.34

4.3 REASONS FOR DISMISSING OTHER PAVEMENT REHABILITATION OPTIONS

5 DISCLAMER/LIMITATIONS CLAUSE

APPENDICES

Appendix A – Project Location Map, Geologic Map and Soils Map Appendix B – Boring Logs Appendix C – Dynamic Cone Penetrometer Data and Correlations Appendix D - Pavement Condition Survey Summary Appendix E – Pavement Design and Analyses Appendix F – Project PRA-VIIS 100(2) Edge Stabilization As-Builts Appendix G – Project PRA-VIIS 100(2) Boring Logs and Laboratory Test Results Appendix H – Edge-Stabilization Schematics

PAVEMENT REPORT NUMBER FY07-11

FHWA Project PRA-VIIS 10(1), 901(1)

St. John Island, U.S. Virgin Islands

Pavement Rehabilitation Recommendation for

North Shore Road (VIIS 10) and North Shore One Way Cutoff Road (VIIS 10A)

1 INTRODUCTION

1.1 General

This report presents the results of the pavement and subsurface investigations, analysis, design, and recommendations for North Shore Road (VIIS 10) and North Shore One Way Cutoff Road (VIIS 10A) located in Virgin Island National Park in St. John Island, U.S.

Virgin Islands. A Project Location Map is presented in Appendix A.

1.2 Site Description

Routes VIIS 10 and VIIS 10A are located in a mountainous terrain area with extremely steep vertical slopes and a tortuous alignment. Along the roads, side slopes are also extremely steep; and the existing pavements predominately have adjoining roadside curbs or concrete paved waterways. The existing pavement surface for both roadways are hot-mix asphalt (HMA) pavement. All access to St. John Island from St. Thomas Island is through ferry boats. Ferry boats are required for all construction contractors including transporting construction materials and equipment. The absence of paving contractors and available construction materials in St. John Island necessitates mobilization from St. Thomas Island.

The previous VIIS 100(2) project included spot reconstruction on Route VIIS 10, and the contractor for the project hauled HMA, aggregate materials, and equipment from St. Thomas Island.

1.3 Project Purpose-and-Need

According to Highway Design and Virgin Island National Park personnel, the Purpose-and- Need for this project is to provide a structurally and functionally adequate pavement structure with a 20-year performance period for proposed pavement structures.

1.4 Regional Geology

The bedrock of St. John primarily consists of Cretaceous age volcanic formations. Based on the “Caribbean Geological Investigations” published by The Geological Society of America, Inc., 1966, North Shore Road lies within the Louisenhoj Formation. The Louisenhoj Formation is predominantly augite andesite and varies in mode of deposition from pyroclastic, explosively or aerially ejected, to epiclastic, mechanically deposited from weathered rock. The rock from the Louisenhoj Formation is known locally as “Blue Bitch” or “Blue Bit”. In western St. John the formation consists predominantly of coarse slump debris from the eruptive volcanic center. The bedrock on St. John forms a homoclinal structure by uniformly dipping to the north at 15° to 90°. The homoclinal structure is cut by two sets of stike-slip faults trending N 45° W and N 55° E and a normal fault that trends roughly north-south from Cinnamon Bay to Fish Bay. The joints and fractures in the rock formations on St. John seem to be randomly oriented. However, there are three well-defined joint sets that parallel each of the three major fault directions.

The natural surficial soils along North Shore Road primarily consist of a thin layer of reddish-brown to very dark brown, gravelly clay loam overlying weathered rock and ultimately unweathered bedrock. The “Soil Survey of the United States Virgin Islands, 1994”, identifies these soils as the Fredriksdal-Susannaberg complex. These soils are typically 12 to 15 inches thick. The Survey indicates that the underlying weathered igneous bedrock extends to a depth of 16 to 21 inches before encountering unweathered igneous bedrock. To a lesser extent, mapped in low-lying areas, along North Shore Road are Cinnamon Bay Gravelly Loam and Jaucas Sand. The Cinnamon Bay Gravelly Loam consists of more than 60 inches of dark yellowish-brown gravelly sandy clay loam. The Jaucas Sand consists of more than 60 inches of grayish-brown to very pale brown sand. A Geologic Map and a Soils Map of the project vicinity are presented in Appendix A.

2 PROCEDURES AND RESULTS

2.1 Field Investigation

The Eastern Federal Lands Highway Division (EFLHD) Pavement Section conducted a pavement condition survey on February 7 and February 8, 2007. Identified pavement distresses and their quantified severity levels were recorded in accordance with “The Distress Identification Manual for the Long-Term Pavement Performance Project, 1993” by the Strategic Highway Research Program (SHRP). Based on the conducted pavement condition survey, isolated, highly distressed areas are summarized in Appendix D.

Subsequently, pavement personnel conducted a field investigation, on March 13 and March 14, 2007, which consist of augering 8 borings. All borings were advanced using powered hand auger to a depth of 2 feet. Boring Logs are presented in Appendix B.

2.2 Field Tests and Measurements

The Eastern Federal Lands Highway Division (EFLHD) pavement personnel performed field tests and recorded the measurements of the soil layers to a depth of 2 feet from the ground surface. Dynamic Cone Penetration (DCP) Test, in accordance with AASHTO D6951-03, was performed at 1 foot below the ground surface to correlate the penetration index to the Resilient Modulus (MR) of the subgrade soils. The recorded values of these tests and correlation results are presented in Appendix C. These boring logs and field data sheets contain information concerning the field investigation methods, samples attempted and recovered, indications of the presence of various materials such as gravel, pebbles, organic matter, etc., and observations of groundwater. They also contain interpretations by the pavement personnel based on the material brought to the surface by the power hand auger at that particular time. Therefore, the field data represents both factual and interpretive information. The Boring Logs in Appendix B of this report represent a compilation of field data and description of the soil samples by a pavement engineer. These records occasionally do not include all data recorded field data sheets, but do include all information considered relevant to the design and construction of this report. Water was not encountered during or after test pit operations in all borings. Fluctuations in the ground water level due to seasonal and climatic effects should be expected.

2.3 Pavement Condition

Based on the conducted pavement condition survey, the most prevalent pavement distress types exhibited on VIIS 10 and VIIS 10A were raveling. Exposed aggregate on raveled surface is caused by de-bonding of aggregate particles from the asphalt binder. The de-bonding is most probably caused by high velocity surface runoff at the surface resulting erosion of the binder. Another type of pavement distress exhibited on VIIS 10 & VIIS 10A was fatigue and longitudinal cracks near the edge of the pavement at the fill slope. The longitudinal cracks appear to be initiated by lack of lateral confinement of subgrade material due to the steep side slopes and gabian retaining wall’s lateral deflection. Repeated bending of HMA layer under traffic loads, most likely, exacerbated the longitudinal cracks ultimately causing the fatigue cracks. Note that an advance stage of fatigue/longitudinal cracks near a steep side slope caused settlement due to lack of lateral confinement of the underlying materials. Figure 1 below presents a photo of an advance stage of fatigue/longitudinal cracks near a steep side slope. Based on the conducted pavement condition survey, isolated, highly distressed areas are summarized in Appendix D.

Figure 1 – High Severity Fatigue/Longitudinal Cracks near the Edge of Pavement

2.4 Site Constraints

As indicated previously, the site is located in a mountainous terrain area with extremely steep vertical slopes and a tortuous alignment. Additionally, roads side slopes are extremely steep.

A significant grade change for these roads could not be achieved due to already steep side slopes and adjoining roadside curbs and gutters.

3 ANALYSES AND CONCLUSIONS

3.1 Pavement Design

A flexible design analyses were performed in accordance with the “AASHTO Guide for Design of Pavement Structures, 1993” (AASHTO Guide). The computer program DARWin Pavement Design and Analysis System, Version 3.01, was utilized to perform the design calculations. Based on the Purpose-and-Need established by the NPS, a 20-year performance period flexible pavement designs were performed. The design analysis to determine the 18-kip ESALs for the roadway was performed using the Rigorous ESAL Calculation in DARWin. Based on the information obtained from the Virgin Island National Park Transportation Study (dated November, 2006), traffic characteristics of the project is summarized in Table 1 below.

Table 1 – Summary of Traffic Characteristics

Input Parameters FHWA Vehicle

Classes

VIIS 10

MP 0 to MP 3.5

VIIS 10 MP 3.5 to

MP 7.16 & VIIS

10A Average Daily Traffic All 2,180 980 Design Cumulative 20-year ESALs

All 1,384,665 416,781

Class 1 0.4 0.4 Class 2 66.5 72.7 Class 3 18.9 16.1 Class 4 0.2 0.1 Class 5 11.0 9.8 Class 6 1.3 0.4 Class 7 0.2 0 Class 8 1.1 0.5 Class 9 0.1 0

Class 10 0.1 0.1 Class 11 0 0 Class 12 0.1 0

Vehicle Classification Percentage

Class 13 0.1 0

The average truck factors corresponding to these vehicle classifications were taken from the Federal Lands Highway Project Development and Design Manual. The effective roadbed soil resilient modulus (MR) was determined for the roadway from empirical correlations to Dynamic Cone Penetration (DCP) values. An average design value of MR for the sections from MP 0 to MP 3.5 was determined to be 14,100 psi and a determined design MR for the rest of the project area is 17,800 psi.

4 RECOMMENDATIONS

The following pavement recommendations are based on the existing conditions at the time of the field investigation in March 2007. The recommendations included here reference the FP- 03, “Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects” (FP-03 Specifications).

4.1 Earthwork

Construction Season: Performing all earthwork and paving operation during a dry season is recommended for this project.

Soil Cover for Buried Structures: All proposed pipes and other proposed buried structures should have a minimum soil cover of 12 inches.

Subgrade Preparation: Subgrade should be prepared at the specified areas of spot reconstruction. As recommended in subsequent sections, there are two types of spot reconstruction are recommended for this project. The first type is removal-and-replace full-depth of asphalt concrete pavement (Full-Depth AC Reconstruction), and the second type is a combination of slope edge stabilization and full-depth asphalt concrete pavement reconstruction (Edge Stabilization and Full-Depth AC Reconstruction). Depending on the distress type(s) and the location of the distressed area, the type of repair was selected, and specified repair areas are included in Appendix D.

For the areas specified for Full-Depth AC Construction only should be performed at cut slope areas; and upon removing the existing HMA, the subgrade should be scarified to a minimum depth of 6 inches below the subgrade and should be re-compacted to at least 95% of maximum density in accordance with the AASHTO T 180 Method D. The areas require Full-Depth AC Construction only are specified in Appendix D.

As described in previous section, failed edge slope areas should be repaired by stabilizing the subgrade at the fill slope areas. The identified failed slope edge areas would cause the pavement to settle resulting unsafe driving conditions for the motorists. Thus, to improve subgrade lateral confinement, these slope edges should be stabilized prior to constructing pavement structures. Edge stabilization should be done by sub-excavating the proposed subgrade by a minimum of 20 inches below the existing HMA. Then, the lower 12 inches of the excavated material should be placed back by encapsulating with Geotextile Type IV-D per Subsection 714.01 of the FP-03 Specifications and geogrid. Re-using the existing subgrade material for all backfill material is recommended. A detail of edge-stabilization is included in Appendix H, and the as-built from Project VIIS 100(2) is included in Appendix F for a reference. The areas require Full-Depth AC Construction and Full-Depth AC Reconstruction are specified in Appendix D also.

Permissible Grade Change: As stated previously, a significant grade change for these roads would not be feasible because of the adjoining roadside curbs and gutters at numerous locations. During the Value Analysis meeting for this project on February 27 and February 28, 2007, the NPS would permit a maximum grade increase of 2 inches at the project site.

Thus, the pavement areas where there are no discernible distresses and require structural overlay for future traffic load were proposed to rehabilitate with AC overlay without milling in the subsequent section.

4.2 Pavement Section

Based on the site condition and traffic characteristics at the project site, the entire project length was segmented into 3 individual sections and analyzed separately.

4.2.1 VIIS 10, MP 0 to MP 1

Milling the existing asphalt concrete (AC) pavement by 1 inch to remove all surficial distresses such as surface cracks and shallow potholes for this section are recommended.

Upon milling, pre-overlay repair of localized areas is recommended. These pre-overlay repair areas exhibited high severity distresses, and a total required repair area is approximately 3,690 S.Y. for this section. The pre-overlay repair methods were determined by the failure mode and the locations of the existing pavement, and a summary of quantity is presented Table 2 below. In addition, specific locations of these repair areas are included in Appendix D.

Table 2 – Pre-Overlay Repair Areas for VIIS 10, MP 0 to MP 1 Total Pre- Overlay Repair Area

Pre-Overlay Repair Type Repair Area

Edge Stabilization and Full- Depth AC Reconstruction

940 S.Y.

3,690 S.Y.

Full-Depth AC Reconstruction

2,750 S.Y.

A detail of Edge Stabilization is presented in Appendix H. As described previously. Full- Depth AC Reconstruction method consists of removing the full-depth of the existing AC pavement and re-compacting the existing aggregate base. All repaired areas using both methods should be paved with 3-inch thick Hot Asphalt Concrete Pavement, Class B, Grading C or D as per Section 402 and Subsection 703.07 of the FP-03 Specifications. The top of 3-inch thick AC base course for the repaired areas should be flushed with the adjoining milled pavement surface. Then, a 2-inch thick AC overlay should be placed for the entire section.

4.2.2 VIIS 10, MP 1 to MP 3.5

No discernible surficial distresses were identified at this section. Thus, milling this section is not required. Similar to the previous road section, a pre-overlay repair of localized, highly distressed areas is recommended. A total required repair area is approximately 4,170 S.Y. at this section. A summary of pre-overlay quantity is presented Table 3 below. The specific locations of these repair areas are included in the Appendix D.

Table 3 – Pre-Overlay Repair Area for VIIS 10, MP 1 to MP 3.5

Overlay Repair Area

Pre-Overlay Repair Type Repair Area

Edge Stabilization and Full- Depth AC Reconstruction

3,380 S.Y.

4,170 S.Y.

Full-Depth AC

790 S.Y.

A detail of Edge Stabilization is presented in Appendix H. Full-depth AC Reconstruction consists of removing the full-depth of the existing AC pavement and re-compacting the existing aggregate base. All repair areas then should be paved with 3½ - inch thick Hot Asphalt Concrete Pavement, Class B, Grading C or D as per Section 402 and Subsection

703.07 of the FP-03 Specifications. The top of 3½-inch thick AC base course for the repaired areas should match the existing grade. Then, a 1½-inch thick AC overlay should be placed for the entire section.

4.2.3 VIIS 10, MP 3.5 to MP 7.16 & VIIS 10A, MP 0 to MP 0.34

No discernible surficial distresses were identified and no structural overlay is required at this lower volume trafficked section. Thus, milling or structural overlay of this section is not required. However, repairing of localized highly distressed areas in this section is recommended also. A total required repair area is approximately 6,400 S.Y. at this section.

A summary of pre-overlay quantity is presented Table 4 below. The specific locations of these repair areas are included in the attachment.

Table 4 – Pre-Overlay Repair Area for VIIS 10, MP 3.5 to MP 7.16 & VIIS 10A

Overlay Repair Area

Pre-Overlay Repair Type Repair Area

Edge Stabilization and Full- Depth AC Reconstruction

4,900 S.Y.

6,400 S.Y.

Full-Depth AC

1,500 S.Y.

As same as other sections, a detail of Edge Stabilization is presented in Appendix H, and Full-depth AC Reconstruction consists of removing the full-depth of the existing AC pavement and re-compacting the existing aggregate base. All repair areas then should be paved with 4-inch thick Hot Asphalt Concrete Pavement, Class B, Grading C or D as per Section 402 and Subsection 703.07 of the FP-03 Specifications. The top of 4-inch thick AC base course for the repaired areas should match the existing grade. Then, a non-structural AC overlay (less than 1½-inch thick) or a surface treatment (chip seal or sand seal) should be applied for the entire section. Note that most of non-structural surface treatment is not recommended for the areas where roadway gradients steeper than 8%.

4.3 Reasons for Dismissing Other Pavement Rehabilitation Options

Pulverization and AC overlay option, in lieu of mill and overlay, was considered and analyzed for the VIIS 10 MP 0 to MP 3.5 Section. Upon pulverization of the existing pavement, required AC overlay was calculated to be 3½ inches. Due to the physical constraints imposed by the adjoining existing paved waterways and curbs at the project, this option is not feasible for this project. More importantly, this option alone does not address the subgrade confinement issues at the fill slope edges hence the pre-overlay repair described in previous section is still required with this option. Thus, due to the physical constraints at the project site and no enhancement of subgrade lateral confinement, the pulverization and overlay option is not feasible for this project.

5 DISCLAMER/LIMITATIONS CLAUSE

The subsurface explorations and tests described in the section on Procedures and Results have been conducted in accordance with standard practices and procedures (except as specifically noted). The results of these explorations and tests represent conditions at the specific locations indicated. Subsurface and conditions between these locations may vary.

The Analysis and Conclusions section and the Recommendations section in this report include interpretations and recommendations developed by the Government in the process of preparing the design. These interpretations are not intended as a substitute for the personal investigation, independent interpretation, and judgment of the Contractor.

Prepared by:

Christopher Chang Pavement Engineer

APPENDIX A – Project Location Map, Geologic Map & Soils Map

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APPENDIX B – Boring Logs

B-1

R ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

Auger Refusal @ Depth of 1 foot.

Gray GRAVELLY SAND, trace Silt

- dry

- No DCP was performed

1.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 3.2 +/- @ cut slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07 Power Hand Auger

Water Content %

B-2 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 21,900 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 2.9 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-3 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND trace Silt

- dry

- Average Resilient Modulus below 1' = 32,700 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 2.3 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-4 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 23,000 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 1.7 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-5 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 35,400 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 0.6 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-6 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 29,900 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 7 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-7 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 35,900 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Cut-off Road (VIIS 10A), MP 0.6 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

B-8 ec

Inspector:

Operator:

Standard Penetration Test Data Liquid Limit

MATERIAL DESCRIPTION

B O

R

IN

G L

O G

V

IIS

B O

R

IN

G L

O G

S .G

P J

F H

W A

_V A

.G D

T

/2 3/

Weather:

G ra ph ic

Lo g

Remarks:

SAMPLE

B lo w s pe r in

Boring No.:

hrs

Northshore Road (VIIS 10) in Virgin Island National Park

Project PRA-VIIS 10(1), 901(1)

D ep th S ca le

(f t)

La ye r D ep th

(f t)

At Completion:

Groundwater Depth:

(Blows / ft)

Completed:

End of Borehole @ Depth 2'

Gray GRAVELLY SAND, trace Silt

- dry

- Average Resilient Modulus below 1' = 35,900 psi

2.0

Boring Location:

Ty peDensity, Color, Plasticity, Size, Proportions, Moisture

Vane Shear

Auger Cuttings

Rock Core Diam:

Boring Method:

Hole Diameter:

UD

Penetrometer Rock CoreSPT

Sample Types:

- No water was encountered during or after augering.

- DCP test was performed at Depth 1'.

Encountered at:

BORING LOG FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

U. S. DEPARTMENT OF TRANSPORTATION

Sheet: 1 of 1

Plastic Limit

N o.

Project Location:

After

Surface Elevation:

Northshore Road (VIIS 10), MP 6.4 +/- @ fill slope

Hammer Drop:

Caved at:

Boring Began:

2.0 in.Hammer Wt. & Type:

3/14/07

E le va tio n (fe et

Project Name:

S. O'Brien C. Chang

3/14/07

APPENDIX C – Dynamic Cone Penetrometer Data & Correlations

Project: Date:

Location: Personnel:

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 110 -- -- -- -- -- 5 147 37 7.4 1 7.4 31.03 31.03 23023.46 5 240 93 18.6 1 18.6 11.05 11.05 11891.84 5 270 30 6.0 1 6.0 39.25 39.25 26758.21 5 340 70 14.0 1 14.0 15.20 15.20 14577.78 5 410 70 14.0 1 14.0 15.20 15.20 14577.78 5 475 65 13.0 1 13.0 16.51 16.51 15373.10 5 540 65 13.0 1 13.0 16.51 16.51 15373.10 5 588 48 9.6 1 9.6 23.19 23.19 19104.86 5 634 46 9.2 1 9.2 24.32 24.32 19696.67 5 660 26 5.2 1 5.2 46.07 46.07 29648.64 5 672 12 2.4 1 2.4 109.53 109.53 51606.04

21966.50 A number of hammer blows between test readings F footnote D X Footnote E.

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

DCP Data Sheet

B-2 (MP 2.9+/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

C. Chang & S. O'Brien Hammer Weight (kg): 8.0

Material Classification:

Pavement Conditions:

Average MR

Clear Water Table Depth:

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 80 -- -- -- -- -- 5 114 34 6.8 1 6.8 34.12 34.12 24462.09 5 137 23 4.6 1 4.6 52.86 52.86 32372.12 5 168 31 6.2 1 6.2 37.84 37.84 26136.63 5 197 29 5.8 1 5.8 40.77 40.77 27416.42 5 218 21 4.2 1 4.2 58.53 58.53 34553.40 5 234 16 3.2 1 3.2 79.36 79.36 41989.86 5 254 20 4.0 1 4.0 61.81 61.81 35783.21 5 274 20 4.0 1 4.0 61.81 61.81 35783.21 5 298 24 4.8 1 4.8 50.40 50.40 31399.46 5 322 24 4.8 1 4.8 50.40 50.40 31399.46 5 340 18 3.6 1 3.6 69.55 69.55 38590.31

32716.93

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

Average MR

Clear Water Table Depth:

Material Classification:

Pavement Conditions:

DCP Data Sheet

B-3 (MP 2.3+/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

C. Chang & S. O'Brien Hammer Weight (kg): 8.0

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 80 -- -- -- -- -- 5 134 54 10.8 1 10.8 20.32 20.32 17558.11 5 162 28 5.6 1 5.6 42.40 42.40 28114.78 5 173 11 2.2 1 2.2 120.75 120.75 54927.19 5 197 24 4.8 1 4.8 50.40 50.40 31399.46 5 233 36 7.2 1 7.2 32.00 32.00 23480.10 5 265 32 6.4 1 6.4 36.51 36.51 25548.54 5 306 41 8.2 1 8.2 27.66 27.66 21390.17 5 347 41 8.2 1 8.2 27.66 27.66 21390.17 5 400 53 10.6 1 10.6 20.75 20.75 17794.95 5 449 49 9.8 1 9.8 22.66 22.66 18824.57 5 490 41 8.2 1 8.2 27.66 27.66 21390.17 5 539 49 9.8 1 9.8 22.66 22.66 18824.57 5 577 38 7.6 1 7.6 30.12 30.12 22587.53 5 611 34 6.8 1 6.8 34.12 34.12 24462.09 5 682 71 14.2 1 14.2 14.96 14.96 14430.31 5 771 89 17.8 1 17.8 11.61 11.61 12272.55 5 832 61 12.2 1 12.2 17.73 17.73 16089.15 5 867 35 7.0 1 7.0 33.03 33.03 23959.05

23024.64 A number of hammer blows between test readings F footnote D X Footnote E.

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

DCP Data Sheet

B-4 (MP 1.7+/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

C. Chang & S. O'Brien Hammer Weight (kg): 8.0

Material Classification:

Pavement Conditions:

Average MR

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 95 -- -- -- -- -- 5 119 24 4.8 1 4.8 50.40 50.40 31399.46 5 144 25 5.0 1 5.0 48.14 48.14 30493.99 5 171 27 5.4 1 5.4 44.17 44.17 28857.33 5 200 29 5.8 1 5.8 40.77 40.77 27416.42 5 224 24 4.8 1 4.8 50.40 50.40 31399.46 5 245 21 4.2 1 4.2 58.53 58.53 34553.40 5 263 18 3.6 1 3.6 69.55 69.55 38590.31 5 284 21 4.2 1 4.2 58.53 58.53 34553.40 5 310 26 5.2 1 5.2 46.07 46.07 29648.64 5 320 10 2.0 1 2.0 134.35 134.35 58810.87 5 333 13 2.6 1 2.6 100.14 100.14 48728.50 5 350 17 3.4 1 3.4 74.15 74.15 40204.24 5 370 20 4.0 1 4.0 61.81 61.81 35783.21 5 390 20 4.0 1 4.0 61.81 61.81 35783.21 5 408 18 3.6 1 3.6 69.55 69.55 38590.31 5 430 22 4.4 1 4.4 55.55 55.55 33420.20 5 452 22 4.4 1 4.4 55.55 55.55 33420.20 5 483 31 6.2 1 6.2 37.84 37.84 26136.63

35432.77 A number of hammer blows between test readings F footnote D X Footnote E.

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

Average MR

Clear Water Table Depth:

Material Classification:

Pavement Conditions:

DCP Data Sheet

B-5 (MP 0.6+/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 95 -- -- -- -- -- 5 145 50 10.0 1 10.0 22.15 22.15 18553.93 5 178 33 6.6 1 6.6 35.28 35.28 24991.18 5 210 32 6.4 1 6.4 36.51 36.51 25548.54 5 250 40 8.0 1 8.0 28.44 28.44 21772.14 5 278 28 5.6 1 5.6 42.40 42.40 28114.78 5 298 20 4.0 1 4.0 61.81 61.81 35783.21 5 313 15 3.0 1 3.0 85.31 85.31 43977.99 5 330 17 3.4 1 3.4 74.15 74.15 40204.24

29868.25

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

DCP Data Sheet

B-6 (MP 7+/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

C. Chang & S. O'Brien Hammer Weight (kg): 8.0

Material Classification:

Pavement Conditions:

Average MR

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 130 -- -- -- -- -- 5 168 38 7.6 1 7.6 30.12 30.12 22587.53 5 194 26 5.2 1 5.2 46.07 46.07 29648.64 5 224 30 6.0 1 6.0 39.25 39.25 26758.21 5 251 27 5.4 1 5.4 44.17 44.17 28857.33 5 274 23 4.6 1 4.6 52.86 52.86 32372.12 5 290 16 3.2 1 3.2 79.36 79.36 41989.86 5 310 20 4.0 1 4.0 61.81 61.81 35783.21 5 326 16 3.2 1 3.2 79.36 79.36 41989.86 5 335 9 1.8 1 1.8 151.17 151.17 63424.43

35934.58

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

Average MR

Clear Water Table Depth:

Material Classification:

Pavement Conditions:

DCP Data Sheet

B-7 (MP 0.6+/- on North Shore Road Bypass)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

Weather:

Number of BlowsA

Cumulative Penetration

Penetration Between Readings

Penetration per Blow

Hammer FactorE DCP Index CBR DESIGN CBR Calculated MR

(mm)B (mm)C (mm)D mm/blowF %G %H psiI

0 110 -- -- -- -- -- 5 130 20 4.0 1 4.0 61.81 61.81 35783.21 5 140 10 2.0 1 2.0 134.35 134.35 58810.87 5 152 12 2.4 1 2.4 109.53 109.53 51606.04 5 165 13 2.6 1 2.6 100.14 100.14 48728.50 5 180 15 3.0 1 3.0 85.31 85.31 43977.99 5 199 19 3.8 1 3.8 65.47 65.47 37123.34 5 211 12 2.4 1 2.4 109.53 109.53 51606.04 5 224 13 2.6 1 2.6 100.14 100.14 48728.50 5 242 18 3.6 1 3.6 69.55 69.55 38590.31 5 256 14 2.8 1 2.8 92.16 92.16 46207.56 5 273 17 3.4 1 3.4 74.15 74.15 40204.24 5 290 17 3.4 1 3.4 74.15 74.15 40204.24 5 312 22 4.4 1 4.4 55.55 55.55 33420.20 5 340 28 5.6 1 5.6 42.40 42.40 28114.78 5 366 26 5.2 1 5.2 46.07 46.07 29648.64 5 391 25 5.0 1 5.0 48.14 48.14 30493.99 5 422 31 6.2 1 6.2 37.84 37.84 26136.63 5 460 38 7.6 1 7.6 30.12 30.12 22587.53

39554.03 A number of hammer blows between test readings F footnote D X Footnote E.

B cumulative penetration after each set of hammer blows. G from CBR versus DCP index correlation.

C difference in cumulative penetration (Footnote B) between readings. H If CBR > 10 use equation 292/DCP1.12, If CBR < 10, use equation 1/0.002871*DCP D footnote C divided by Footnote A. I If CBR > 10, use equation 2555*CBR0.64, if CBR < 10, use equation 1500*CBR E enter 1 for 8-kg (17.6-lb) hammer; 2 for 4.6-kg (10.1-lb) hammer. Form Created 11-05

DCP Data Sheet

B-8 (MP 6.4 +/- on North Shore Road)

VIIS 10(1), 901(1)

Depth of zero point below surface (in):

3/14/2007

C. Chang & S. O'Brien Hammer Weight (kg): 8.0

Material Classification:

Pavement Conditions:

Average MR

APPENDIX D – Pavement Condition Survey Summary

VIIS 10 VIIS 10A Reconstruction Limits

Wheel Start (ft)

Wheel Stop

(ft) Offset Distress Type

Width (ft)

Area (s.y.)

Start Milepost

End Milepost Site References Repair Method

0 280 Right Fatigue Cracking (1M) 9 280 0.281 0.334 Full-depth AC Reconstruction

280 520 Left Edge Failure (3H&4aH) 9 240 0.334 0.380 Edge Stabilization & Full-Depth AC Reconstruction

520 1383 Both Fatigue Cracking (1H) 18 1726 0.380 0.543 Full-depth AC Reconstruction

1383 1740 Both Fatigue Cracking (1H) 18 714 0.543 0.611 1383 = "VIIS NPS" sign. 1740 = 0 Full-depth AC Reconstruction

150 505 Left Edge Failure (3H&4aH) 9 355 0.639 0.707 Edge Stabilization & Full-Depth AC Reconstruction

505 532 Right Patch Deterioration (7H) 9 27 0.707 0.712 Full-depth AC Reconstruction

815 1154 Left Edge Failure (3H&4aH) 9 339 0.765 0.830 Edge Stabilization & Full-Depth AC Reconstruction

1154 1633 Left 0.830 0.920 New Patch

1672 2162 Left 0.928 1.020 New Patch

2162 2435 Left Edge Failure (3H&4aH) 9 273 1.020 1.072 Edge Stabilization & Full-Depth AC Reconstruction

2435 2793 Left 1.072 1.140 New Patch. 2793 = beg of pulloff

2867 2950 Both Fatigue Cracking (1H) 18 166 1.154 1.170 2950 = beg of new patch & "Speed Limit 20" sign. 2950 = Full-depth AC Reconstruction

0 276 Left 1.170 1.222 New Patch

450 690 Left Shoving (10) 1.255 1.300 New Patch

690 750 Right Fatigue Cracking (1M) 9 60 1.300 1.312 Full-depth AC Reconstruction

835 990 Right Pothole (8H) 9 155 1.328 1.357 Full-depth AC Reconstruction

1621 1621 1.477 1.477 1621 = truck entrance sign

1590 1744 Left Edge Failure (3H&4aH) 9 154 1.5 1.5 1744 = 0 = MP 1.5 = truck entrance (PCC pavement edgeEdge Stabilization & Full-Depth AC Reconstruction

65 112 Left Fatigue Cracking (1H) 9 47 1.501 1.510 Full-depth AC Reconstruction

205 530 Left Edge Failure (3H&4aH) 9 325 1.527 1.589 Edge Stabilization & Full-Depth AC Reconstruction

780 780 Left 1.636 1.636 CL intersection Kaneel Bay Resort

1644 1764 Left Edge Failure (3H&4aH) 9 120 1.800 1.823 Edge Stabilization & Full-Depth AC Reconstruction

1880 1962 Left Edge Failure (3H&4aH) 9 82 1.845 1.860 Edge Stabilization & Full-Depth AC Reconstruction

1962 2277 Left Edge Failure (3H&4aH) 9 315 1.860 1.920 Edge Stabilization & Full-Depth AC Reconstruction

1962 2277 Right Fatigue Cracking (1H) 9 315 1.860 1.920 Full-depth AC Reconstruction

2277 2371 Left Edge Failure 9 94 1.920 1.938 Edge Stabilization & Full-Depth AC Reconstruction

2700 2700 2 2 2700 = 0 = MP 2.0

2600 2830 Right Edge Cracking (3H) 9 230 2.511 2.511 Edge Stabilization & Full-Depth AC Reconstruction

3481 3481 2.492 2.536 Beg of Hawk's Nest Parking Area

0 0 End of Hawk's Nest Parking Area = 0

300 905 Left Edge Failure (3H&4aH) 9 605 Edge Stabilization & Full-Depth AC Reconstruction

1177 1363 Left Edge Failure (3H&4aH) 9 186 Edge Stabilization & Full-Depth AC Reconstruction

0 0 2.5 2.5 0 = MP 2.5

304 304 2.558 2.558 CL Entrance

447 447 2.585 2.585 CL Terrahawk

635 755 Left 2.620 2.643 New patch

Start (ft)

Wheel Stop

(ft) Offset Distress Type

Width (ft)

Area (s.y.)

Start Milepost

End Milepost Site References Repair Method

941 1018 Left Edge Failure (3H&4aH) 9 77 2.678 2.693 Edge Stabilization & Full-Depth AC Reconstruction

1145 1705 Left Edge Failure (3H&4aH) 9 560 2.717 2.823 Edge Stabilization & Full-Depth AC Reconstruction

0 0 2.824 2.824 CL Peace Hall

440 488 Left Fatigue Cracking (1H) 9 48 2.907 2.916 Full-depth AC Reconstruction

1095 1340 Left Edge Failure (3H&4aH) 9 245 3.031 3.077 Edge Stabilization & Full-Depth AC Reconstruction

1410 1815 Left Edge Failure (3H&4aH) 9 405 3.091 3.167 Edge Stabilization & Full-Depth AC Reconstruction

1900 2157 Left Edge Failure (3H&4aH) 9 257 3.184 3.232 Edge Stabilization & Full-Depth AC Reconstruction

2520 2520 3.301 3.301 Beg of pull off

2887 3042 Left Edge Failure (3H&4aH) 9 155 3.370 3.400 Edge Stabilization & Full-Depth AC Reconstruction

3328 3415 Left Edge Failure (3H&4aH) 9 87 3.454 3.470 Edge Stabilization & Full-Depth AC Reconstruction

3542 3542 3.495 3.495 3542 = 0 = "Trunk Bay" sign

329 445 Right Edge Failure (3H&4aH) 9 116 3.557 3.579 Edge Stabilization & Full-Depth AC Reconstruction

507 617 Right Fatigue Cracking (1M) 9 110 3.591 3.611 Full-depth AC Reconstruction

923 983 Left Edge Failure (3H&4aH) 9 60 3.669 3.681 Edge Stabilization & Full-Depth AC Reconstruction

1123 1184 Right Edge Failure (3H&4aH) 9 61 3.707 3.719 Edge Stabilization & Full-Depth AC Reconstruction

1280 1280 3.737 3.737 Peter Bay Entrance

1430 1730 Left Edge Failure (3H&4aH) 9 300 3.765 3.822 Edge Stabilization & Full-Depth AC Reconstruction

2085 2343 Left Edge Failure (3H&4aH) 9 258 3.889 3.938 Edge Stabilization & Full-Depth AC Reconstruction

2669 2669 4 4 2669 = 0 = MP 4

67 423 Left 4.013 4.080 New patch

423 454 Left 4.080 4.086 New patch

488 654 Left 4.092 4.124 New patch

728 805 Left 4.138 4.152 New patch

966 1864 Left 4.183 4.353 New patch

1864 2075 Left Edge Failure (3H&4aH) 9 211 4.353 4.393 Edge Stabilization & Full-Depth AC Reconstruction

2761 2761 4.5 4.5 2761 = 0 = MP 4.5 = Cinnamon Bay

850 1010 Left Edge Failure (3H&4aH) 9 160 4.661 4.691 Edge Stabilization & Full-Depth AC Reconstruction

1123 1235 Left 4.713 4.734 New patch

1238 1282 Left Edge Failure (3H&4aH) 9 44 4.734 4.743 Edge Stabilization & Full-Depth AC Reconstruction

1383 1570 Left 4.762 4.797 New patch

1570 1750 Left Edge Failure (3H&4aH) 9 180 4.797 4.831 Edge Stabilization & Full-Depth AC Reconstruction

1783 2570 Left 4.838 4.987 New patch

0 0 5 5 0 = MP 5

0 172 Left 5 5.033 New patch

235 522 Left 5.045 5.099 New patch

522 917 Left Edge Failure (3H&4aH) 9 395 5.099 5.174 Edge Stabilization & Full-Depth AC Reconstruction

Start (ft)

Wheel Stop

(ft) Offset Distress Type

Width (ft)

Area (s.y.)

Start Milepost

End Milepost Site References Repair Method

1092 1347 Left Edge Failure (3H&4aH) 9 255 5.207 5.255 Edge Stabilization & Full-Depth AC Reconstruction

1347 1775 Both 5.255 5.336 New patch

1956 2060 Right Edge Failure (3H&4aH) 9 104 5.370 5.390 Edge Stabilization & Full-Depth AC Reconstruction

0 0 5.894 5.894 0 = Beg of Split (One way)

238 302 Both Pothole (8H) 18 128 5.939 5.951 Full-depth AC Reconstruction

559 559 6 6 559 = 0 = MP 6

172 245 Right Edge Failure (3H&4aH) 9 73 6.033 6.046 Edge Stabilization & Full-Depth AC Reconstruction

565 655 Right Edge Failure (3H&4aH) 9 90 6.107 6.124 Edge Stabilization & Full-Depth AC Reconstruction

1386 1430 Both Patch Deterioration (7H) 18 88 6.263 6.271 Full-depth AC Reconstruction

1430 1563 Both Pothole (8H) 18 266 6.271 6.296 Full-depth AC Reconstruction

1850 1882 Both Pothole (8H) 6.350 6.356 Full-depth AC Reconstruction

2000 2063 Both Fatigue Cracking (1H) 18 126 6.379 6.391 Full-depth AC Reconstruction

2254 2254 6.427 6.427 2254 = 0 = "Yield" sign

50 137 Both Pothole (8M) 18 174 6.229 6.246 Full-depth AC Reconstruction

198 264 Both Edge Failure (3H&4aH) 18 132 6.257 6.270 Edge Stabilization & Full-Depth AC Reconstruction

834 938 Both 6.378 6.398 New Patch

1479 1479 6.5 6.5 1479 = 0 = MP 6.5

0 102 Right New Patch

183 233 Both New Patch

261 408 Left Fatigue Cracking (1H) 9 147 408 = end of pulloff Full-depth AC Reconstruction

600 900 Right Edge Failure (3H&4aH) 9 300 Edge Stabilization & Full-Depth AC Reconstruction

1237 1484 Right Edge Failure (3H&4aH) 9 247 Edge Stabilization & Full-Depth AC Reconstruction

1484 1730 Right Edge Failure (3H&4aH) 9 246 Edge Stabilization & Full-Depth AC Reconstruction

2000 2300 Right Fatigue Cracking (1H) 9 300 Full-depth AC Reconstruction

2622 2680 Right Fatigue Cracking (1H) 9 58 Full-depth AC Reconstruction

2936 3358 Right Edge Failure (3H&4aH) 9 422 Edge Stabilization & Full-Depth AC Reconstruction

3743 3743 3743 = Route 10

0 0 0 = Route 10 Split "Route 10" sign

0 55 Right Edge Failure (3H&4aH) 9 55 Edge Stabilization & Full-Depth AC Reconstruction

190 290 Both Fatigue Cracking (1H) 9 100 Full-depth AC Reconstruction

1160 1187 Left Edge Failure (3H&4aH) 9 27 Edge Stabilization & Full-Depth AC Reconstruction

1300 1670 Left Edge Failure (3H&4aH) 9 370 1670 = End = CB = "Do not enter" sign Edge Stabilization & Full-Depth AC Reconstruction

APPENDIX E – Pavement Design & Analyses

1993 AASHTO Pavement Design

DARWin Pavement Design and Analysis System

A Proprietary AASHTOWare Computer Software Product

Overlay Design Module

VIIS 10(1), 901(1)

St. John Island, U.S. Virgin Islands Northshore Road (Route 10)

MP 0 to MP 3.5 Full-Depth Patch

AC Overlay of AC Pavement

Structural Number for Future Traffic 2.62 in

Design Method

Effective Existing Structural Number (in)

Overlay Structural Number (in)

Component Analysis 0.8 1.82 Remaining Life - -

Non-Destructive Testing - -

Structural Number for Future Traffic

Future 18-kip ESALs Over Design Period 1,384,665 Initial Serviceability 4.2 Terminal Serviceability 2.5 Reliability Level 75 % Overall Standard Deviation 0.49 Subgrade Resilient Modulus 14,100 psi

Calculated Structural Number for Future Traffic 2.62 in

Effective Pavement Thickness - Component Analysis Method

Layer

Material Description

Structural Coefficient

Drainage Coefficient

Thickness (in)

1 Existing HMA Pavement 0.25 1 5 2 Existing Aggregate Base 0.1 1 8

Milling Thickness 5 in

Calculated Results

Calculated Pavement Structural Number Before Milling 2.05 in Calculated Effective Pavement Structural Number 0.80 in

Future Rigorous ESAL Calculation

Performance Period (years) 20

Two-Way Traffic (ADT) 1,090 Number of Lanes in Design Direction 1 Percent of All Trucks in Design Lane 100 % Percent Trucks in Design Direction 100 %

Vehicle Class

Percent of

ADT

Annual

Growth

Average Initial Truck Factor

(ESALs/ Truck)

Annual % Growth in

Truck Factor

Accumulated 18-kip ESALs over Performance Period

1 0.4 4.5 0 0 0 2 66.5 4.5 0.0006 0 4,983 3 18.9 4.5 0.0022 0 5,193 4 0.2 4.5 1 0 24,979 5 11 4.5 0.5 0 686,932 6 1.3 4.5 1.5 0 243,549 7 0.2 4.5 1.5 0 37,469 8 1.1 4.5 1.75 0 240,426 9 0.1 4.5 2.15 0 26,853

10 0.1 4.5 2.15 0 26,853 11 0 4.5 3.5 0 0 12 0.1 4.5 3.5 0 43,714 13 0.1 4.5 3.5 0 43,714

Total 100 - - - 1,384,665

Growth Compound

Total Calculated Cumulative ESALs 1,384,665

Specified Layer Design

Struct Coef.

(Ai)

Drain Coef.

(Mi)

Thickness (Di)(in)

Width

(ft)

Calculated

SN (in) 1 AC Overlay 0.4 1 5 9 2.00

Total - - - 5.00 - 2.00

St. John…