NY FLAP DOT 63(1)_PVT-DES-Memo-Final.pdf

Page 1 of 2 Pages

Form FHWA-201 (Rev. 11-67)

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

Use this form in lieu of transmittal slips within Dept. of Trans. When message comment is to be retained as file material. Do not prepare carbons. Not to be used in lieu of Form FHWA- 121 for informal correspondence. MINUTE-MEMO

SUBJECT: Project NY FLAP 63(1) – Pavement Recommendations

TO MESSAGE/COMMENT FROM/DATE

D.

Weston Project Manager

C.

Burnell Highway Design Manager

This memorandum serves to support 95% PS&E development for Project NY FLAP DOT 63(1) Roadway Improvement to Rte. 63 located in Genesee and Orleans Counties, NY.

BACKGROUND

NY Route 63 is, 2-lane, 2-way roadway with a composite pavement (asphalt concrete (AC) on Portland cement concrete (PCC)) structure. A 2.9-mile section of the road is subject to occasional flooding causing damage to the pavement structure and safety concerns. A location Map is included in Appendix A.

On July 22, 2019, the New York State Department of Transportation (NYSDOT) obtained a total of 18 pavement cores along Route 63. Based on the core data obtained from the existing pavement, the PCC base thickness ranges from 7 to 8.5 inches and the thickness for the AC overlays ranges from 7 to 9.5 inches. Overall, the AC exhibits raveling, moisture damage, stripping, and oxidation. Loss of bond between AC layers and between AC and PCC layers was also observed.

Photographs and descriptions of the pavement cores, as provided by NYSDOT, are included in Appendix B.

NYSDOT has also conducted a visual pavement condition survey along Route 63 on September 25, 2019. According to the information provided in the Pavement Condition Survey Form developed by NYSDOT, this section of Route 63 was constructed under two separate contracts in the early 1900’s. The original pavement consisted of a 6-inch crushed stone base with a 3-inch limestone water-bound macadam surface. In the early 1930’s, this section was reconstructed with an 8-inch reinforced PCC surface over a 12-inch gravel base. Multiple AC overlays have been placed on top of the concrete. The Annual Average Daily Traffic (AADT) consists of 4,584 to 4,942 with 13% trucks.

Based on a distress survey performed by NYSDOT, the overall pavement condition in the north bound direction (RM 6341033142 to RM 6345051009) is fair with the pavement exhibiting mostly transverse and longitudinal cracking. AC delamination, severe raveling and potholes were also observed along the centerline. Moderate raveling was observed throughout the project limits. There are also approximately 10 areas with minor settlements and 4 areas with minor heaves. There are also 6 areas with patching that are in good condition mostly along the edge line to right wheel path. The NYSDOT Pavement Condition Survey Form is included in Appendix C.

Drainage is controlled by open sheet flow with ditches on both sides of the pavement structure. According to NYSDOT representatives, water ponding is often observed at a specific low point location within this Route 63 segment.

The NYSDOT seeks to resurface Route 63 to restore rideability, friction, and cross-slope to improve drainage.

M. Guercio Pavement Engineer

Through:

M. Elias Pavements Team Leader

08/04/2020

Page 2 of 2 Pages

Form FHWA-201 (Rev. 11-67)

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL HIGHWAY ADMINISTRATION

Use this form in lieu of transmittal slips within Dept. of Trans. When message comment is to be retained as file material. Do not prepare carbons. Not to be used in lieu of Form FHWA- 121 for informal correspondence. MINUTE-MEMO

TO MESSAGE/COMMENT FROM/DATE

PAVEMENT RECOMMENDATIONS

Based on a meeting conducted on October 17, 2019 between EFLHD and NYSDOT, the preferred pavement rehabilitation approach was determined to be as summarized in Table 1.

Table 1. NY Route 63 Pavement Recommendations – 3-inch ACP Overlay

Layer Minimum Thickness

(in)

Comments (NY Specifications)

AC Surface Course 2.0

9.5 F2 Top Course Warm Mix Asphalt, with Polymer Fibers, 60 Series

Compaction full width; PG 64V-22; 75 Gyration mixture

Asphalt Tack Coat ---

Tack Coat (application rate of 0.05 gals/sy)

AC Wedge and Level

Course 1.0

True & Level (T & L) Course F9, Warm Mix Asphalt, 80 Series Compaction

Asphalt Tack Coat ---

Tack Coat (application rate of 0.08 gals/sy)

Based on the pavement core data, the existing AC layers exhibit stripping and moisture damage. Although polymer fibers will be added to the AC overlay to reinforce the mixture, the existing AC conditions may affect the overall pavement performance. It is to be noted that no hydraulic analysis was performed to address drainage and water ponding issues.

APPENDICES

Appendix A: Location Map Appendix B: Pavement Cores – Photographs and Description Appendix C: NYSDOT Pavement Condition Survey Form cc: Highway Design BC, TS BC w/ attachments

Appendix A Location Map

£¤63

63 45051036 63 4505103463 45051033 63 45051032

63 45051031 63 45051029 63 45051028 63 45051027 63 45051026

63 45051024 63 45051023 63 4505102263 45051021 63 45051019

63 45051018 63 45051017 63 45051016

63 45051014 63 45051013 63 4505101263 45051011 63 45051009 63 45051008 63 45051007 63 45051006

63 45051004 63 45051003 63 4505100263 45051001

63 4104315463 41043153 63 41043152

63 41043151 63 41043149 63 41043148 63 41043147 63 41043146

63 41043144 63 41043143 63 4104314263 41043141 63 41043139

63 41043138

CASEY RD

63 45051037 63 45051035

63 45051030

63 45051025

63 45051020

63 45051015

63 45051010

63 45051005

63 45051000 63 41043155

63 41043150

63 41043145

63 41043140

63 41043137

Shelby

Alabama

ORLEANS

GENESEE

£¤63

£¤77

0 0.5 10.25 Miles

DU NLAP RD

FLETCHER CHAPEL RD

ROBERTS RD

HARRISON RD

PIN 406353

Route 63 FLAP Project

RYAN RD

Appendix B Pavement Cores – Photographs and Description

Route 63 Core Descriptions

Core # 1 ‐ MM3149 NB – This HMA core is in good condition overall. The top is raveled. There is minimal oxidation and moisture damage. No PCC sampled.

Core # 2 – MM3152 NB – This HMA core is in fair condition and the PCC core is in fair to good condition overall. There is oxidation, moisture damage and loss of cohesion. Also, no bond between the

HMA and PCC.

Core # 3 – MM1013 SB – This HMA core is in fair condition and the PCC core in good condition overall. There is moisture damage, stripping and loss of cohesion. Also, good bond between the PCC and

HMA.

Core # 4 – MM3151 SB – This HMA core is in fair condition and the PCC core is in good condition.

There is minimal oxidation and moisture damage. Also, no bond between PCC and HMA.

Core # 5 – MM1009 SB – This HMA core in poor condition with no bond between the layers and the PCC core is in good condition overall. There is HMA raveling, stripping, loss of cohesion and moisture damage present on this core.

Core # 6 – MM1000 SB – This HMA core is in fair condition with a lack of bond between layers and the PCC core is in fair condition with a lack of consolidation. There is oxidation and lack of cohesion.

Also, no bond between PCC and HMA.

Core # 7 – MM1007 NB – This HMA core is in poor condition with a loss of cohesion and the PCC core is in good condition. There is stripping and moisture damage. Also, no bond between the PCC and

HMA.

Core # 8 – MM3144 NB – This HMA core is in fair condition with some oxidation and the PCC core is in fair condition with efflorescence. Also, no bond between the PCC and HMA.

Core # 9 – MM3142 SB – This HMA core is in fair condition and the PCC core is in good condition and is mesh reinforced. There is some stripping and moisture damage. Also, good bond between the

HMA and PCC.

Core # 10 – MM3151 SB – This HMA core is in good condition and the PCC core is also in good condition and is mesh reinforced. There is some moisture damage present and a good bond between the PCC and HMA.

Core # 11 – MM3154 NB – This HMA core is in good condition and the PCC core is also in good condition and is mesh reinforced. There is some moisture damage present and a good bond between the PCC and HMA.

Core # 12 – Oak Orchard SB – This HMA core is in bad condition with a loss of cohesion and the

PCC is in good condition overall. There is some moisture damage, oxidation and no bond between the

PCC and HMA.

Core # 13 – MM1006 NB – This HMA core is in poor condition with stripping and oxidation present. No PCC sampled.

Core # 14 – MM3149 NB – This HMA core is in fair condition and the PCC core is in good condition. There is some moisture damage and stripping present. Also, no bond between the HMA and

PCC.

Core # 15 – MM3152 NB – This HMA core is in poor condition and the PCC is in good condition.

There is stripping, loss of cohesion, moisture damage and oxidation present. Also, no bond between the

HMA and PCC.

Core # 16 – MM3146 SB – This HMA core is in good condition and the PCC is in fair condition with a lack of consolidation and efflorescence. Also, no bond between the HMA and PCC.

Core # 17 – MM3152 SB – This HMA core is in fair to good condition and the PCC is in good condition. There is minimal moisture damage and oxidation.

Core # 18 – MM1003 NB – This HMA core is in fair condition and the PCC is in good condition.

There is loss of cohesion and no bond between PCC and HMA.

Appendix C NYSDOT Pavement Condition Survey Form

FLAP 4063.53 Route 63 P a g e | 1

New York State Department of Transportation

PAVEMENT CONDITION SURVEY FORM

Route: 63 From: RM 6341033142 To: RM 6345051009 Residency: Genesee/Orleans Inspector: Matt Holmes/Todd Pattison Inspection Date: 9/25/19

AADT: 4584 ‐ 4942 % Trucks: 13 ESALs: <30M PG Binder: 64V‐22 Pavement Score: 6 ‐ 7 Years @ Score: 3 Last Year of Work: 2008 Type: Asphalt/Overlay

Pavement Structure: Flexible PCC Composite

Curbs: None Present Location:

Gutter: None Present Location:

MIARDS: None Present Location: CARDS are present

PAVEMENT DISTRESS SEVERITY COMMENTS

Corrugations None Settlements/Heaves 14 Total Wheel path Cracking None – 58%, Light – 24%, Moderate – 18%, Heavy ‐ None Transverse Cracking Low – 24 Total, Moderate – 4 Total, Heavy ‐ None Longitudinal Cracking None – 6%, Low – 50%, Moderate – 30%, Heavy – 14% (Delamination

CARDS)

Edge Cracking Low – 70%, Moderate – 30%, Heavy ‐ None Slippage Cracks None Raveling Medium Rutting Low Widening Dropoff None If a high level of pavement distress is encountered, preventive maintenance treatments are not applicable. A more extensive pavement evaluation is required to determine the appropriate treatment. Use BR47 (HMA) or BR 48 (PCC) forms.

SHOULDER DISTRESS SEVERITY COMMENTS

Cracking Medium to Heavy Separation Low Drop Off None Deformation Medium

HISTORY OF ROUTE 63: This section of route 63 was originally built under two separate contracts in the early 1900’s using a twelve‐foot wide pavement structure consisting of six inches of crushed stone topped with a three‐inch limestone water‐bound macadam. In the early 1930’s this section underwent a reconstruction in which a twenty‐foot wide, eight‐inch thick reinforced concrete pavement was placed over top a twelve‐inch gravel subbase. Since then multiple contracts have been let to replace culverts and the bridge as well as overlay the existing concrete pavement with layers of asphalt. Current coring of the pavement structure reveals the eight‐inches of concrete is now covered by between 7 and 9.5 inches of asphalt.

FLAP 4063.53 Route 63 P a g e | 2

EXISTING PAVEMENT CONDITION REMARKS: The distress survey above represents the 2.5‐mile Route 63 section in the north bound direction. This section’s overall pavement condition is fair and the rideability is also in fair condition. Most of the distresses are transverse and longitudinal cracking. Longitudinal cracking along with cards have led to delamination of a pervious overlay as well as the original top course causing severe raveling and potholes along the centerline. In addition, there is moderate raveling throughout the project limits. Also, there are approximately 10 minor settlements most likely due to thermal transverse cracking and 4 minor heaves most likely due to the original concrete pavement. There are 6 areas with patching that are in good condition mostly along the edge line to right wheel path. The current distresses are due to the traffic volumes and age of the wearing course. There is about 13% truck traffic and a low average annual daily traffic. Current coring of the pavement structure reveals the original eight‐inches of PCC concrete pavement is overlayed with 7 to 9 inches of asphalt. Drainage is controlled by open sheet flow with ditches on both sides of the pavement structure. There no overhead structures and one online structure along with 4 culverts that are located throughout the project limits. Culvert headwalls are one foot from fog line causing the shoulder to go from six foot to one foot at each culvert. Each culvert has box beam rail and most culverts have potholing along the right wheel path and edge line. The online structure is a bridge with a concrete deck that has had a membrane placed over with an asphalt overlay.

EXISTING SHOULDER REMARKS: The existing six foot shoulders generally are exhibiting medium to heavy severity cracking and some deformation. There is low lane/shoulder separation that has been crack sealed in some areas. There is no lane/shoulder drop‐off.

REMARKS AND PAVEMENT RECOMMENDATIONS:

It appears that the current pavement structure can support an HMA overlay. With any amount of overlay the one online structure as well as the four culverts will need to be looked at further for any dead load that may be applied as well as the height of the guide rail. Shoulder drop off and slopes will also need to be reviewed.

Given the above pavement condition, it is apparent that some of the Preventive and Corrective Maintenance strategies available are not appropriate and can be eliminated from the selection process:

Joint and/or Crack Sealing/Filling

Single‐Course Overlay (1 to 1.5”)

Mill and Patch Joints and/or Cracks

Cold Milling and Replacement (1” to 1.5”)

The following rehabilitation strategies are appropriate:

Multiple Course Overlay (>4.0”) with proper correct to the existing pavement surface

FLAP 4063.53 Route 63 P a g e | 3

Cold Milling with Multiple Course Overlay (>4.0”)

Cold In‐Place Recycle with Multiple‐Course Overlay (6”)

GEOTECHNICAL REMARKS AND RECOMMENDATIONS: