Pavement Report No. FY18-01_FINAL.pdf

PAVEMENT REPORT NUMBER FY18-01

FHWA Project NP-GWMP 6(1), 7(2) Clara Barton Parkway

Montgomery County, Maryland NW Washington, D.C.

Pavement Rehabilitation and Resurfacing for Clara Barton Parkway from

MacArthur Blvd to Chain Bridge.

July 2019

U.S. Department of Transportation Federal Highway Administration

Eastern Federal Lands Highway Division 21400 Ridgetop Circle

Sterling, VA 20166

NP-GWMP 6(1), 7(2) Pavement Report No. FY18-01 Clara Barton Parkway

TABLE OF CONTENTS

1 INTRODUCTION

1.1 GENERAL

1.2 PROJECT DESCRIPTION

1.3 PROJECT PURPOSE-AND-NEED

1.4 REGIONAL GEOLOGY

2 PROCEDURES AND RESULTS

2.1 PAVEMENT CONDITION SURVEY

2.2 SOIL BORING AND PAVEMENT CORING

2.3 SAMPLING

2.4 FIELD TESTS AND MEASUREMENTS

2.5 DATA SUMMARY

2.6 LABORATORY INVESTIGATION

2.7 FINDINGS

2.7.1 Subsurface Condition

2.7.2 Pavement Condition

3 ANALYSIS

4 RECOMMENDATIONS

4.1 EARTHWORK

4.2 ASPHALT CONCRETE SURFACED ROADS

4.2.1 Clara Barton Parkway Mainline

4.2.2 Clara Barton Parkway Chain Bridge Parking Lot – Route 0932

4.2.3 Cabin John Access Road Ramps – Routes 0512A/B/C/D

4.2.4 MacArthur Blvd Ramps – Routes 0511A/B & Cabin John Intersection

APPENDICES

Appendix A - Project Location Map Appendix B - Boring Location Map and Boring Logs Appendix C - Laboratory Test Results Appendix D - Pavement Design Analysis and Patch Locations Appendix E - Pavement Photos

Note: Design changes, made subsequent to distribution of this report and prior to project advertisement, will be documented by a memo inserted after the title page

PAVEMENT REPORT NUMBER FY18-01

FHWA Project NP-GWMP 6(1), 7(2)

Clara Barton Parkway Montgomery County, Maryland

NW Washington, D.C.

Pavement Rehabilitation and Resurfacing of:

Clara Barton Parkway and Ramps from McArthur Blvd. to Chain Bridge

1 INTRODUCTION

1.1 General

This final report discusses the rehabilitation recommendations for Project GWMP 6(1), 7(2)

– Clara Barton Parkway from MacArthur Blvd to Chain Bridge, project stations 100+22 to 464+40. The project site is in Montgomery County, Maryland and Northwest Washington, D.C. A Project Location Map is presented in Appendix A.

1.2 Project Description

The focus of this project is the pavement rehabilitation of Clara Barton Parkway eastbound (EB) and westbound (WB) lanes between MacArthur Boulevard (Blvd) and Chain bridge, including associated ramps. The project also includes the improvement of safety features, drainage deficiencies and retaining wall repairs. The entire project consists of approximately

15.5 miles of roadway. Clara Barton Parkway varies from a one-lane, two-directional roadway to a two-lane, divided two-directional roadway with exit and on ramps to Carderock, Cabin John, I-495 and MacArthur Blvd. The width of the roadway varies from approximately 24 to 32 feet. The project roadways are paved with asphalt concrete (AC).

Refer to Figure 1 in Appendix A for a Project Location Map.

1.3 Project Purpose-and-Need

The purpose of this project is to provide a structurally and functionally adequate pavement structure that will grant access and mobility within the Park with a long-term service life for designated roads and Parking Areas within the limits of the project.

2 PROCEDURES AND RESULTS

2.1 Pavement Condition Survey

The Eastern Federal Lands Highway Division (EFLHD) Pavement Section conducted a pavement condition survey in August 2015 to identify pavement distresses and potential patch locations and quantities. The 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).

Another field investigation was performed in October 2018, which consisted of utilizing inertial profiling equipment to collect road roughness (IRI) data within the wheel path of both eastbound and westbound lanes of Clara Barton Parkway, to determine significantly distressed pavement areas needing repair. IRI data was reported in inches/mile with the larger numbers corresponding to a rougher or bumpier vehicle ride. A scoping report dated December 4, 2018 by EFL Materials Group was used to revise the recommended rehabilitation program herein by identifying additional spot repair locations due to continuing asphalt pavement deterioration.

2.2 Soil Boring and Pavement Coring

The EFLHD Subsurface Exploration Team performed 6 pavement cores (C1 through C6) on March 2015. All pavement cores were performed with a trailer-mounted core drill using a 4-inch diameter core bit. Asphalt pavement cores were performed, and pavement removed to expose aggregate base course. Sampling of the aggregate base course, and subgrade was not performed.

EFLHD Subsurface Exploration Team drilled 16 pavement borings (Borings P1 through P16) on May 5 and 6, 2017. All borings were advanced using a flight auger on a model CME 45 rotary drill rig. All borings were advanced to a depth of 5.0 feet. Boring Logs are presented in Appendix B.

2.3 Sampling

Sampling of materials beneath the tip of the flight augers was performed in all borings as they were advanced. Standard Penetration Tests (SPT) was performed using a 2¼-inch (OD) split-spoon sampler in accordance with AASHTO T 206. Continuous sampling was conducted from 1 to 5 feet by split-barrel sampling. Representative portions of split-barrels were preserved in glass jars for laboratory testing. The sampling sequence for soil borings are summarized on the Boring Logs presented in Appendix B, while Laboratory Test Results are documented in Appendix C.

2.4 Field Tests and Measurements

The EFLHD Pavement Section personnel performed the following field tests and took measurements during the course of the structural evaluation of the existing pavement and the subsurface exploration.

Standard penetration tests (SPT) were performed and resistance was recorded during the recovery of each split barrel sample. The sampler was driven into the soil using a 140-pound automatic hammer free-falling 30 inches. The number of hammer blows required to advance the split-spoon sampler the middle foot of the 24-inch sample is designated as the “Standard Penetration Resistance” or N-Value. The number of blows required to advance the sampler through each 6-inch interval was recorded on the field boring logs. Sample recovery measurements were made and recorded for each sampling attempt. A field description by color and texture was made for each recovered sample.

2.5 Data Summary

The results of field tests and measurements of all borings were recorded on the drillers’ logs and appropriate data sheets in the field. These data sheets and logs contain information concerning the boring methods; samples attempted and recovered; indications of the presence of various materials. They also contain interpretations by the subsurface exploration team leader of the conditions based on the performance of the equipment and cuttings brought to the surface by the drilling tools. Therefore, the field data represents both factual and interpretative information. The Boring Logs in Appendix B of this report represent a compilation of field and laboratory data and description of the soil samples by a pavement engineer. These records occasionally do not include all data recorded on drillers’ logs and field data sheets, but do include all information considered relevant to the design analysis and development of this report.

Field data obtained from the October 2018 investigation has been incorporated into the recommendations herein. Detailed information about the field procedures and results can be obtained from the December 4, 2018 report “Pavement Repair of Clara Barton Parkway from MacArthur Blvd to Chain Bridge Rd (East and West Bound)” prepared for the National Capital Region.

2.6 Laboratory Investigation

Upon completion of the fieldwork, laboratory testing was conducted on 5 soil samples from Borings P-2, P-6, P-8, P-9 and P-11. Laboratory tests on the samples included gradation (AASHTO T-88), Atterburg limits (AASHTO T-89, T-90), moisture content (AASHTO T- 265), soil classification (AASHTO T-145). Laboratory test results are summarized in Table 1.

Table 1. Results of Laboratory Testing

Boring Sample Sample Depth

(ft) %-200 LL(1) PI(2) Classification(1)

Moisture Content(1)

P-2 J-1 1-3 21.6 N.V. N.P. A-1-b [SM] 8.8

P-6 J-2 3-5 44.9 N.V. N.P. A-4(0) [SM] 15.0

P-8 J-2 3-5 79.4 30 9 A-4(6) [CL] 29.4

P-9 J-2 3-5 57.7 33 12 A-6(5) [CL] 18.6

P-11 J-1 1-3 14.5 N.V. N.P. A-1-b [SM] 5.0

(1) N.D. denotes “Not Determined”, N.V. is “No Value”

(2) N.P. denotes “Non-Plastic”.

2.7 Findings

The findings from the field subsurface investigation are summarized below. Refer to the boring logs in Appendix B and the laboratory data in Appendix C for more detailed information. Groundwater was not encountered in any of the borings at the time of drilling, as noted in the boring logs. Fluctuations in the water level due to seasonal and climatic effects should be expected.

2.7.1 Subsurface Condition

Six pavement cores, denoted C1 through C6, performed on the exit ramp and on ramps to/from Cabin John Access Road and MacArthur Boulevard encountered 6 to 8 inches of asphalt pavement over 3 to 8 inches of aggregate base course. However, pavement core C4 encountered red clay beneath the asphalt pavement. Refer to Table 2 for the summary of measurements at each core location.

Table 2. Cabin John Access Road & MacArthur Blvd Pavement Core Summary

Core No.

Approximate Location

AC

Pavement Thickness (inches)

Aggregate Base Course Thickness (inches)

C1 Route 0512D - Ramp from Cabin John Access Road to Westbound (WB) Clara Barton Pkwy

6 6

C2 Route 0512A - Ramp from Eastbound (EB) Clara Barton Pkwy to Cabin John Access Road

6.5 5.5

C3 Route 0512C - Ramp from Cabin John Access Road to EB Clara Barton Pkwy

6 6

C4 Route 0512B - Ramp from WB Clara Barton Pkwy to Cabin John Access Road

6.5 > 3

C5 Cabin John Pkwy & Ericsson Rd Intersection 7.5 Red Clay C6 Route 0511A/B - MacArthur Blvd Access Ramp 8 8

The sixteen pavement borings performed within Clara Barton Parkway revealed an existing pavement section consisting of 5 to 8.5 inches of asphalt concrete (AC) over 3.5-inches to 1.1-feet of gray aggregate base course, over orange-brown, moist, sand with gravel and quartz fill. Refer to Table 3 for measurements at each boring location.

Table 3. Clara Barton Parkway Pavement Boring Summary

Core No.

Approximate Project Station

Location AC Pavement Thickness (inches)

Aggregate Base Course Thickness (inches)

P1 118+70 EB RT 6.5 5.5

P2 124+33 EB RT 7.8 5.5

P3 143+64 WB LT 6 6

P4 158+83 EB RT 6 6

P5 178+62 EB RT 5 13.2

P6 196+74 EB LT 5 13

P7 220+68 WB RT 6.5 5.5

P8 241+69 NB/WB RT 8.5 3.5

P9 261+38 EB/SB RT 6 7

P10 304+08 EB/SB RT 6.5 5.5

P11 341+55 NB 6.5 9

P12 360+87 NB 6 8.5

P13 397+65

SB Parking lot exit 6.5 5.5

P14 414+43 SB RT 6.5 5.5

P15 443+78 NB 6 8.5

P16 457+36 SB 5 12

The predominant subgrade material encountered beneath the aggregate base course was orange-brown, moist, sand with gravel and quartz fill (SM – A-1-b and A-4(0)). However, clay fill (CL – A-4(6), A-4(5)) was encountered beneath the base course at approximate project station 304+08, eastbound, right-hand lane. Clay was also encountered beneath the pavement section within the intersection of Cabin John Access Road and Ericsson Road.

Four pavement cores performed on the exit and on ramps to/from Cabin John Access Road revealed an existing pavement section consisting of 6 to 6.5 inches of asphalt concrete (AC) over 3 to 6 inches of gray aggregate base course, over orange-brown, moist, sand with gravel and quartz fill.

A pavement core performed on ramp to MacArthur Blvd revealed 8 inches of asphalt concrete (AC) over 8 inches of aggregate base course. A pavement core performed at the Cabin John intersection with Ericsson Road, revealed a pavement structure consisting of 7.5 inches of asphalt overlying red clay (no aggregate base course was encountered).

2.7.2 Pavement Condition

Based on the site investigation, Clara Barton Parkway and associated ramps are in fair to poor condition with high severity fatigue cracking, high severity longitudinal and transverse cracking, rutting, shoving and potholes with patching, re-patching and significant patch deterioration, as seen in Figures 1 and 2.

Figure 1. Clara Barton Parkway showing typical patch deterioration

Figure 2. Clara Barton Parkway typical fatigue cracking

The existing asphalt pavement in the parking lot near Chain Bridge (refer to Appendix E photograph 3) was observed to be in poor condition with significant potholes, patching and patch deterioration, particularly at the interface with Clara Barton Parkway. Settlement was observed within the roadway around drop inlets.

Water was observed ponding in potholes and around clogged drainage inlets throughout the alignment. Water was also observed spilling onto eastbound (EB) Clara Barton Parkway from the overhead I-495 bridge via a PVC downspout as shown in Appendix E, Photograph 5.

The parking lot adjacent to Clara Barton Parkway, near Chain Bridge (Route 0932), has severe potholes at the interface with the roadway in addition to high fatigue cracking within the parking lot.

Ramps to and from Cabin John Access Road and Clara Barton Parkway were in poor condition with high severity fatigue cracking, high severity longitudinal and transverse cracking, rutting, shoving and potholes with significant patch deterioration.

Ramps to and from MacArthur Blvd and the intersection of Ericsson Road and Cabin John Access Road were in poor condition with high severity fatigue cracking, high severity longitudinal and transverse cracking, rutting, shoving and potholes with significant patch deterioration.

3 ANALYSIS

Flexible pavement design analyses were performed in accordance with 1993 AASHTO Pavement Design procedure using the DARWin (Version 3.01) Pavement Design System to determine the future structural number (SN) necessary for the proposed roadways. The results of the analysis are presented in Appendix D. The flexible pavement design analysis and overlay design analysis were for a 25-year performance period. The design analysis to determine the 18-kip Equivalent Single Axle Loads (ESALs) for the roadway was performed using the Rigorous ESAL Calculation in DARWin and based upon average daily traffic of 24,900. Vehicle classifications included 93% passenger vehicles, 5% heavy maintenance truck, 1% light truck traffic, and 1% delivery vehicle traffic vehicle volume for the project.

A traffic growth rate of 2% was used for future traffic volume increases. The vehicle classification data and traffic volumes were interpreted and adjusted based on information provided by the Highway Design Group. The accumulated 18-kip ESAL’s for a 10-year performance period and resulting structural number for future traffic support was determined to be adequate for the recommended rehabilitation option. The effective roadbed soil resilient modulus (MR) was estimated based on laboratory test results, site conditions, and seasonal behavior. The design MR was taken as 24,000 psi. Other parameters specified in the analysis included a reliability of 85 percent, an overall standard deviation of 0.49, and initial serviceability index of 4.2, and a terminal serviceability index of 2.5.

4 RECOMMENDATIONS

The following pavement recommendations are based on the conditions at the time of the field investigations performed in May 2017 and October 2018. The recommendations included here reference the FP-14, “Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects”.

4.1 Earthwork

Construction Season: Performing all work during a dry season is recommended.

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

Subgrade Preparation: Proposed subgrade should be scarified to a minimum depth of 6 inches below the existing top of subgrade and should be re-compacted to at least 95% of maximum density in accordance with the AASHTO T 180 Method D. If unsuitable subgrade materials are encountered in isolated areas, sub-excavation of unsuitable materials is recommended to a minimum depth of 6-inches. The sub-excavated areas should then be backfilled with aggregate base material specified below. Ditches should be reconditioned prior to roadwork to provide suitable drainage and run-off.

Aggregate Base Course: Immediately after subgrade preparation, aggregate base course, Grading C or D should be placed and compacted to at least 95% of maximum density in accordance with Section 301; any additional material should conform to Section 703.05(b).

4.2 Asphalt Concrete Surfaced Roads

Based on the poor condition of the roadway, it is recommended that Clara Barton Parkway be reconstructed to provide a design life of approximately 30 years. However, this option is cost prohibitive. Therefore, Clara Barton Parkway should be rehabilitated by milling and overlaying the existing pavement. Design recommendations are based on conditions at time of investigation.

4.2.1 Clara Barton Parkway Mainline

Clara Barton Parkway should be rehabilitated by milling and overlaying the existing pavement. Asphalt concrete full depth patch, type 1, in accordance with Section 418 will be required in localized areas. After patching, the AC overlay should be performed in accordance with the Table 4.

Table 4. Clara Barton Parkway– 2-inch Overlay

Layer Minimum Thickness

(in)

Comments

AC Surface Course

2.0 GACP, 3 to 30 x 106 ESAL’s, ½” NMSA, Type II-A roughness, per Section 401

Asphalt Tack Coat

-- AC Tack Coat as per Section 412

This alternative should be used in conjunction with full depth patching in localized areas for a design life of approximately 10 years. Pavement Group recognizes the preference to use an asphalt mix with 3/8” NMSA for the surface course; however, we recommend ½” NMSA for a 2-inch lift for better compaction. Asphalt mix using 3/8” NMSA may be used, in lieu of the recommendation above with an associated risk of poor compaction and premature rutting.

Full depth patching, type 1 (FDP-1) in accordance with Section 418 should be performed after milling operations and prior to construction of the AC overlay. At patch locations, the existing pavement should be saw cut and the pavement and subgrade should be excavated to a minimum depth of 1 foot. Prior to the placement of aggregate, a separation and stabilization geotextile should be placed over the prepared subgrade. The recommended patch section is provided in Table 5.

Table 5. Asphalt Pavement Full Depth Patch, Type 1 (FDP-1)

Minimum Thickness

AC Course 4

GACP, 3 to 30 x 106 ESAL’s, ½” NMSA in maximum 2-inch lifts with tack coat in between lifts, as per Section 401.

Aggregate Base Course

Base Aggregate, Grading C or D, as per

Section 301.

Geotextile --- Separation and Stabilization Geotextile Class 2 – Type E, per Section 207.

Select Borrow 12 Backfill Material, as per Section 704

Recommended patch locations along Clara Barton Parkway are based on a pavement condition survey performed in August 2015 and the IRI field test performed October 2018 which are summarized in a table at the end of this report. Full depth patch areas are anticipated to total approximately 188,000 square feet (20,900 square yards) along Clara Barton Parkway. Patch locations shown in the attached summary table are approximate and should be verified and/or modified in the field after milling operations at the discretion of the Contracting Officer (CO).

4.2.2 Clara Barton Parkway Chain Bridge Parking Lot – Route 0932

It is recommended that roadway rehabilitation extend into the parking area approximately 4 feet laterally from the edge of the mainline, to repair the distress at the interface between the roadway and parking lot. Asphalt concrete full depth patch, type 1 (FDP-1) in accordance with Table 5 should be performed at the interface of the parking lot after milling operations, and prior to asphalt overlay operations. In addition, the existing asphalt pavement within the parking lot should be removed, the aggregate base recompacted, and asphalt placed in accordance with the asphalt concrete full depth patch, type 2 (FDP-2) recommendations outlined in Section 418 and the Table 6.

Table 6. Clara Barton Parking Lot near Chain Bridge – FDP-2

Layer Minimum Thickness

2.0 GACP, 3 to 30 x 106 ESAL’s, ½”

NMSA, Type II-A roughness, as per Section 401.

Asphalt Tack Coat

--- AC Tack Coat as per Section 412

AC Base Course 2.0 GACP, 3 to 30 x 106 ESAL’s, ½”

NMSA, per Section 401

As previously noted , asphalt surface course mix using 3/8” NMSA may be used, in lieu of the recommendation above with an associated risk of poor compaction and premature rutting.

Based on the Road Inventory Program (RIP) Cycle 5 report, Route 0932 is approximately 10,426 square feet. The recommended pavement rehabilitation is estimated to have a design life of approximately 15 to 20 years.

4.2.3 Cabin John Access Road Ramps – Routes 0512A/B/C/D

Based on the poor condition of the Cabin John Access Road ramps, it is recommended that they be reconstructed to match the existing pavement structure. The existing pavement and aggregate base should be removed to a depth of 12 inches. The prepared subgrade should be capped with 6 inches of crushed aggregate and finished with 6 inches of AC, in accordance with Table 7.

Table 7. Cabin John Access Road Ramps – Reconstruction

Minimum Thickness

2.0

Asphalt Concrete Pavement – Gyratory Method (GACP), 3 x 106 to 30 x 106 ESAL’s, ½” Nominal Maximum Size

Aggregate (NMSA), Type III roughness, as per Section 401 of FP-14

Asphalt Tack Coat

--- AC Tack Coat as per Section 412

AC Intermediate Course

2.0 GACP, 3 to 30 x 106 ESAL’s, ½” NMSA, per Section 401

Asphalt Tack Coat

--- AC Tack Coat as per Section 412

AC Base Course 2.0 GACP, 3 to 30 x 106 ESAL’s, ½” NMSA, per Section 401.

Aggregate Base Course

Base Aggregate, Grading C or D, as per Section 301.

As previously noted, asphalt surface course mix using 3/8” NMSA may be used, in lieu of the recommendation above. This recommendation will provide an asphalt concrete pavement section with a design life of approximately 30 years, and can be constructed while maintaining existing grades.

Alternatively, Cabin John Access Road ramps can be rehabilitated by milling the existing asphalt a depth of 2 inches and overlaying with 2 inches of asphalt in accordance with the recommendations provided above for Clara Barton Parkway, for a design life of approximately 10 years.

4.2.4 MacArthur Blvd Access Ramps – Routes 0511A/B & Cabin John Access Road – Routes 0224AZ/BZ/CZ

Based on the poor condition of the MacArthur Blvd ramps and Cabin John Access Road and ramps, it is recommended that they be reconstructed to match the existing pavement sections.

At a minimum, the existing pavement and aggregate base should be removed to a depth of 16 inches. The prepared subgrade should be capped with 8 inches of crushed aggregate and finished with 8 inches of AC, in accordance with Table 8.

Table 8. MacArthur Blvd Ramps – Reconstruction

Minimum Thickness

2.0

Asphalt Concrete Pavement – Gyratory Method (GACP), 3 x 106 to 30 x 106 ESAL’s, ½” Nominal Maximum Size

Aggregate (NMSA), Type III-A roughness, as per Section 401

Asphalt Tack Coat

--- AC Tack Coat as per Section 412

AC Intermediate Course

2.0 GACP, 3 to 30 x 106 ESAL’s, ½” NMSA, per Section 401

Asphalt Tack Coat

--- AC Tack Coat as per Section 412

AC Base Course 4 GACP, 3 to 30 x 106 ESAL’s, ½” NMSA in maximum 2-inch lifts with tack coat in between, per Section 401

Aggregate Base Course

Base Aggregate, Grading C or D, as per Section 301

This recommendation will provide an asphalt concrete pavement section with a design life of approximately 30 years, and can be constructed while maintaining existing grades.

Alternatively, MacArthur Blvd ramps can be rehabilitated by milling the existing asphalt a depth of 2 inches and overlaying with 2 inches of asphalt in accordance with the recommendations provided above for Clara Barton Parkway (Table 4), for a design life of approximately 10 years.

5 DISCLAIMER/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:

Khadija Ngozi-Bullock Pavement Engineer

Reviewed by:

Mohammed Elias Pavement Team Leader

APPENDIX A – Project Location Map

APPENDIX B – Boring Location Map and Boring Logs

APPENDIX C – Laboratory Test Results

Project:

Remarks:Client:Project No.

AASHTOUSCSMATERIAL DESCRIPTION

CuCcD10D15D30D50D60D85PLLL

Particle Size Distribution Report

P E

R C

E N

T F

IN

E

R

100 10 1 0.1 0.01 0.001200 GRAIN SIZE - mm

% + 3"

% GRAVEL

CRS. FINE

% SAND

CRS. MEDIUM FINE

% FINES

SILT CLAY

in in in

1- 1/ in in

3/ in

1/ in

3/ in

#4 #1

#2

#3

#4

#6

#1

#1

#2

0.0 2.7 24.3 12.6 19.0 19.8 9.5 12.1

FHWA/EFLHDGWMP 6(1),

A-1-bSMSilty sand with gravel

805.426.580.00240.01190.1760.8681.949.30NPNV

CLARA BARTON PARKWAY P-1/J-1

Particle Size Distribution Report

FEDERAL HIGHWAY ADMINISTRATION

EASTERN FEDERAL LANDS HIGHWAY DIVISION

Location: E-17-0549

0.0 7.2 2.9 6.3 12.4 26.3 37.2 7.7

A-4(0)SMSilty sand

27.240.560.00700.00930.02740.1040.1912.39NPNV

P-6/J-2

Location: E-17-0550

0.0 0.0 0.1 0.1 1.3 19.1 49.4 30.0

A-4(6)CLLean clay with sand

0.00500.02680.03870.09622130

P-8/J-2

Location: E-17-0551

0.0 0.0 0.4 0.3 4.7 36.9 23.3 34.4

A-6(5)CLSandy lean clay

0.00370.02170.09360.2982133

P-9/J-2

Location: E-17-0552

0.0 11.6 25.7 12.7 16.2 19.3 9.0 5.5

A-1-bSMSilty sand with gravel

142.130.870.02730.07980.3042.003.8912.4NPNV

P-11/J-1

Location: E-17-0553

Sample # Jar # Wet Wt (g) Dry Wt (g) Jat Wt (g) Total Sample

Wt (g)

T-265 MC

E-17-0549 P2/J-1 1023.9 975.8 431.1 544.7 8.8 0550 P6/J-2 1387.1 1259.2 406.8 852.4 15.0 0551 P8/J-2 1341.1 1129.4 409.6 719.8 29.4 0552 P9/J-2 1267.4 1132.8 407.2 725.6 18.6 0553 P11/J-1 1282.8 1241.3 409.6 831.7 5.0

GWMP 6(1), 7(2)

APPENDIX D – Pavement Design Analysis and Patch Locations

1993 AASHTO Pavement Design

DARWin Pavement Design and Analysis System

A Proprietary AASHTOWare Computer Software Product

Overlay Design Module

Clara Barton Parkway Average Pavement Section: 6"AC/7.5"GAB with 2" mill and 2" overlay

AC Overlay of AC Pavement

Structural Number for Future Traffic 2.74 in

Design Method

Effective Existing Structural Number (in)

Overlay Structural Number (in)*

Component Analysis 1.95 0.79 Remaining Life - -

Non-Destructive Testing - -

Note: This value is not represented by the inputs or an error occurred in calculation.

Structural Number for Future Traffic

Future 18-kip ESALs Over Design Period 4,142,807 Initial Serviceability 4.2 Terminal Serviceability 2.5 Reliability Level 85 % Overall Standard Deviation 0.49 Subgrade Resilient Modulus 24,000 psi

Calculated Structural Number for Future Traffic 2.74 in

Effective Pavement Thickness - Component Analysis Method

Material Description

Structural Coefficient

Drainage Coefficient

Thickness (in)

1 Existing 6" AC 0.3 1 6 2 Existing 7.5" GAB 0.1 1 7.5

Milling Thickness 2 in

Calculated Results

Calculated Pavement Structural Number Before Milling 2.55 in Calculated Effective Pavement Structural Number 1.95 in

Future Rigorous ESAL Calculation

Performance Period (years) 10 Two-Way Traffic (ADT) 24,900 Number of Lanes in Design Direction 1 Percent of All Trucks in Design Lane 100 %

Percent Trucks in Design Direction 60 %

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 93 2 0.0007 0 38,721 2 5 2 1.2 0 3,568,770 3 1 2 0.3 0 178,439 4 1 2 0.6 0 356,877

Total 100 - - - 4,142,807

Growth Simple

Total Calculated Cumulative ESALs 4,142,807

Clara Barton Parkway ‐ GWMP 6(1), 7(2)

Approximate Full Depth Patch Locations

Approximate

Length

Approximate

Width

Start End (ft) (ft) (sq ft) (sq yd)

104 + 00. 104 + 70. 70 12 840 93 EB, full width

106 + 50. 107 + 30. 80 12 960 107 EB, full width

112 + 40. 113 + 60. 120 12 1440 160 EB, full width

123 + 20. 124 + 40. 120 12 1440 160 EB right lane

125 + 50. 126 + 10. 60 12 720 80 EB right lane

135 + 00. 136 + 50. 150 12 1800 200 EB, right lane

137 + 05. 138 + 15. 110 12 1320 147 EB, left lane

139 + 25. 140 + 20. 95 6 570 63 EB, left lane, left wheel path

142 + 93. 143 + 28. 35 6 210 23 EB, left lane, left wheel path

144 + 85. 145 + 95. 110 12 1320 147 EB left lane

147 + 50. 149 + 00. 150 4 600 67 EB, centerline

149 + 00. 150 + 60. 160 16 2560 284 EB, centerline and left lane

150 + 60. 151 + 00. 40 4 160 18 EB, left lane, left wheel path

157 + 28. 157 + 53. 25 6 150 17 EB, right lane, right wheel path

158 + 85. 160 + 50. 165 12 1980 220 EB, left lane

163 + 50. 164 + 43. 93 25 2325 258 EB, all lanes

165 + 45. 168 + 00. 255 12 3060 340 EB, left lane

173 + 00. 175 + 50. 250 32 8000 889 EB, all lanes

175 + 50. 176 + 10. 60 12 720 80 EB, right lane

176 + 65. 177 + 65. 100 12 1200 133 EB, left lane

184 + 25. 188 + 70. 445 24 10680 1187 EB, all lanes

192 + 75. 193 + 20. 45 25 1125 125 EB, all lanes

211 + 00. 211 + 50. 50 4 200 22 EB, CL

214 + 75. 215 + 00. 25 4 100 11 EB, CL

220 + 75. 222 + 00. 125 12 1500 167 EB, left lane

224 + 00. 226 + 40. 240 12 2880 320 EB, right lane

229 + 47. 230 + 00. 53 12 636 71 EB, right lane

231 + 88. 232 + 50. 62 24 1488 165 EB, all lanes

237 + 40. 238 + 40. 100 24 2400 267 EB, all lanes

243 + 92. 248 + 61. 469 26 12194 1355 EB, all lanes and ramp

252 + 70. 253 + 70. 100 24 2400 267 EB, all lanes

261 + 75. 262 + 30. 55 12 660 73 EB, left lane

270 + 90. 271 + 30. 40 6 240 27 EB, right edge

273 + 35. 275 + 38. 203 12 2436 271 EB, left lane at bridge approach

289 + 90. 290 + 90. 100 12 1200 133 EB, right lane

293 + 15. 293 + 90. 75 12 900 100 EB, left lane

300 + 25. 300 + 90. 65 12 780 87 EB, left lane

315 + 00. 315 + 25. 25 6 150 17 EB, CL

357 + 00. 357 + 75. 75 12 900 100 EB, right lane

364 + 00. 365 + 20. 120 12 1440 160 EB, right lane

443 + 50. 444 + 30. 80 12 960 107 EB, right lane

451 + 20. 455 + 50. 430 12 5160 573 EB, right lane

455 + 50. 459 + 00. 350 4 1400 156 EB, right edge at Chain Parking

461 + 50. 463 + 00. 150 12 1800 200 EB, right lane

Subtotal 85,004 9,445

Eastbound Locations Approximate Project Station Approximate Area

Clara Barton Parkway ‐ GWMP 6(1), 7(2)

Approximate Full Depth Patch Locations

Approximate

Length

Approximate

Width

Start End (ft) (ft) (sq ft) (sq yd)

127 + 25. 127 + 75. 50 12 600 67 WB, left lane

152 + 90. 154 + 00. 110 12 1320 147 WB, right lane

162 + 80. 164 + 30. 150 24 3600 400 WB, all lanes

165 + 00. 166 + 50. 150 24 3600 400 WB, all lanes

174 + 00. 178 + 10. 410 24 9840 1093 WB, all lanes

184 + 00. 186 + 50. 250 24 6000 667 WB, all lanes

186 + 50. 189 + 00. 250 12 3000 333 WB, right lane

189 + 00. 191 + 00. 200 24 4800 533 WB, all lanes

204 + 30. 205 + 00. 70 24 1680 187 WB, all lanes

207 + 00. 208 + 00. 100 12 1200 133 WB, left lane

214 + 30. 215 + 00. 70 12 840 93 WB, left lane

227 + 00. 228 + 00. 100 6 600 67 WB, left lane edge (left)

235 + 75. 236 + 25. 50 24 1200 133 WB, all lanes

239 + 50. 239 + 75. 25 4 100 11 WB, right lane edge (right)

240 + 50. 241 + 00. 50 24 1200 133 WB, all lanes

243 + 90. 245 + 19. 129 24 3096 344 WB, all lanes

247 + 55. 248 + 25. 70 24 1680 187 WB, all lanes

250 + 70. 252 + 20. 150 12 1800 200 WB, left lane

256 + 30. 258 + 00. 170 6 1020 113 WB, right lane edge (right)

270 + 00. 271 + 50. 150 12 1800 200 WB, left lane

275 + 30. 277 + 10. 180 28 5040 560 WB, all lanes

277 + 90. 278 + 10. 20 12 240 27 WB lane

293 + 40. 294 + 70. 130 12 1560 173 WB, left lane

303 + 40. 306 + 70. 330 24 7920 880 WB, all lanes

318 + 20. 320 + 20. 200 12 2400 267 WB left lane

318 + 20. 319 + 20. 100 12 1200 133 WB right lane

322 + 00. 332 + 00. 1000 16 16000 1778 WB lane

351 + 94. 360 + 00. 806 12 9672 1075 WB lane

365 + 80. 368 + 70. 290 12 3480 387 WB lane

392 + 70. 393 + 50. 80 15 1200 133 WB lane

437 + 39. 437 + 40. 1 6 6 1 CL @ manhole

450 + 25. 450 + 50. 25 12 300 33 WB lane

455 + 75. 457 + 50. 175 12 2100 233 WB lane

459 + 00. 461 + 40. 240 12 2880 320 WB lane

Subtotal 102,974 11,442

TOTAL 187,978 20,886

Notes:

1. Approximate Project Stationing based on 95% Project Plans, August 2015 Pavement Condition Survey, and December 2018 IRI field test results and associated Google Earth coordinates.

2. Patch locations are approximate and should be verified and/or modified based on actual field conditions and at descretion of the Project Contracting Officer. Actual quantities may vary.

Approximate Project Station Approximate Area Westbound Locations

APPENDIX E – Pavement Photos

Appendix E1

Photograph 1 (above) – Clara Barton Parkway showing patch deterioration in eastbound (EB) lane, on-ramp from Carderock to EB Clara Barton Parkway shown in background.

Photograph 2 (below) –EB Clara Barton Parkway just after Carderock exit ramp. Note fatigue and longitudinal cracking.

Appendix E2

Photograph 3 (above) – Parking lot near Chain Bridge. Note patch deterioration at interface with Clara Barton Parkway and severe fatigue cracking.

Photograph 4 (below) – Clara Barton Parkway patch deterioration under I-495 Eastbound (left) and Westbound (right) lanes. Note drainage spout at left showing drainage spilling onto roadway.

Appendix E3

Photograph 5 (above) – Clara Barton Parkway westbound (WB) at approximate station 415+00 showing settlement behind wall, patched with asphalt within concrete pavement section

Photograph 6 (below) –Clara Barton Parkway pavement boring P15 showing typical gray aggregate base course and orange-brown sand with gravel subgrade materials.