Guidelines: For use on all projects.

SS315-002020-05 May 27, 2025

VIRGINIA DEPARTMENT OF TRANSPORTATION

2020 ROAD AND BRIDGE SUPPLEMENTAL SPECIFICATIONS

SECTION 315 – ASPHALT CONCRETE PLACEMENT

SECTION 315 – ASPHALT CONCRETE PLACEMENT of the Specifications is replaced with the following:

315.01 – Description This work shall consist of constructing one or more courses of asphalt concrete on a prepared foundation in accordance with these Specifications and within the specified tolerances for the lines, grades, thicknesses, and cross sections shown on the Plans or established by the Engineer. At the Contractor’s option, the asphalt concrete may be produced using a warm-mix additive or warm-mix process approved by the Department. When used, the temperature placement limitations for Warm Mix Asphalt (WMA) shall apply.

This work shall also consist of constructing asphalt concrete curb and rumble strips in accordance with these Specifications, plan details, and the Standard Drawings.

315.02 – Materials

(a) Asphalt concrete shall conform to Section 211. The Contractor shall alter the design if SUPERPAVE design densities begin to exceed 98% of the Theoretical Maximum Density (TMD) during construction.

(b) Asphalt for tack coat shall conform to Section 210 and shall be applied according to Section 310.

(c) Asphalt for prime coat shall conform to Section 210 and shall be applied according to Section 311.

(d) Curb backup material shall be asphalt concrete conforming to any surface or intermediate mixture listed in Tables II-13 and II-14.

(e) Liquid asphalt coating (emulsion) for rumble strips shall conform to Section 210. The Contractor shall use CSS-1h or CQS-1h asphalt emulsions for centerline rumble strips. The CSS-1h or CQS-1h liquid asphalt may be diluted by up to 30% at the emulsion manufacturer’s facility.

315.03 – Equipment

(a) Hauling Equipment: Trucks used for hauling asphalt concrete shall have structurally sound, tight, clean, smooth metal or other non-absorptive, inert material bodies equipped with a positive locking metal tailgate. Surfaces in contact with asphalt concrete shall be given a thin coat of aliphatic hydrocarbon invert emulsion release agent (nonpuddling), a lime solution, or other release agent materials on the Department’s Approved List 8. The beds of dump trucks shall be raised to remove excess release agent prior to loading except when a nonpuddling release agent is used. Only a nonpuddling agent shall be used in truck beds that do not dump. Each Contractor truck used for hauling asphalt concrete shall be equipped with a tarpaulin or other type of cover acceptable to the Engineer that shall protect the material from moisture and foreign matter and prevent the rapid loss of heat during transportation.

(b) Asphalt Pavers: The asphalt paver shall be designed and recommended by the Manufacturer for the type of asphalt concrete to be placed and shall be operated in accordance with the Manufacturer’s recommendations. The Contractor shall readily have and maintain on the project site any written recommendations from the Manufacturer of the material relative to handling and placing of the asphalt concrete. In the absence of the Manufacturer’s recommendations, the recommendations of the National Asphalt Pavement Association shall be followed. The paver shall be capable of producing a smooth uniform texture, dense joints, and a smooth riding surface even when screed extensions are used.

(c) Rollers: Rollers shall be steel wheel, static or vibratory, or pneumatic tire rollers and shall be capable of reversing without backlash. The Contractor shall operate rollers at speeds slow enough to avoid displacement of the material. The number and weight of rollers shall be sufficient to compact the asphalt concrete to the required density while it is still in a workable condition. The Engineer will not allow the use of equipment that results in excessive crushing of aggregate or marring of the pavement surface. If the Contractor’s equipment mars the surface of the pavement during construction to the extent that imperfections cannot satisfactorily be corrected or produces permanent blemishes, the Engineer will require the Contractor to discontinue the use of that particular equipment and replace that equipment with satisfactory units.

(d) Rotary Saw: The Contractor shall supply a gasoline-powered rotary saw with a carbide blade for cutting test samples from the pavement. The Contractor shall provide gasoline, oil, additional carbide blades, and maintenance for the rotary saw. The Contractor shall cool the pavement prior to sawing the sample. As an alternative, the Contractor may furnish the necessary equipment for coring and testing 4-inch core samples in accordance with VTM-22.

(e) Material Transfer Vehicle (MTV): When required in the Contract, the Contractor shall furnish a self-propelled MTV storage unit capable of receiving material from trucks, storing the material, and transferring the material from the unit to a paver hopper insert via a conveyor system. The paver hopper insert and unit shall have a combined minimum storage capacity of 15 tons. The storage unit or paver hopper insert shall be able to remix the material in order to produce a uniform, non-segregated mix having a uniform temperature prior to placing the asphalt concrete on the roadway surface.

315.04 – Placement Limitations The Contractor shall not place asphalt concrete when weather or surface conditions are such that the material cannot be properly handled, finished, or compacted. The surface upon which asphalt concrete is to be placed shall be free of standing water, dirt, and mud and the base temperature shall conform to the following:

(a) Asphalt Concrete Produced with Warm Mix Asphalt Additives or Processes:

The Contractor shall note on the delivery ticket that the load is Warm Mix Asphalt.

1. When the base temperature is 400 F and above: The Engineer will permit lay-down at any temperature below the maximum limits given in Section 211.08.

2. When the mixture temperature is below 2000 F: The Contractor will not be allowed to place the material.

(b) Asphalt Concrete Produced without Warm Mix Asphalt Additives or Processes:

1. When the base temperature is above 800 F: The Engineer will allow laydown at any temperature conforming to the limits specified in Section 211.

2. When the base temperature is between 40°F and 80°F: The Contractor shall use Table III-2 to determine the minimum laydown temperature of the asphalt concrete. At no time shall the base temperature for base (BM) and intermediate (IM) mixes be less than 40°F. At no time shallthe laydown temperature for BM and IM mixes be less than 250°F.

TABLE III-2

Cold Weather Paving Limitations

The minimum base and laydown temperatures for surface mixes (SM) shall never be less than the following:

3. When the laydown temperature is between 3010 F and 3250 F: The number of compaction rollers shall be the same number as those required for 3000 F.

Intermediate and base courses that are placed at rates of application that exceed the application rates shown in Table III-2 shall conform to the requirements for the maximum application rate shown for 8-minute and 15-minute compaction rolling as per number of rollers used.

If the Contractor is unable to complete the compaction rolling within the applicable 8-minute or 15-minute period, the Engineer will either require the placing of the asphalt concrete to cease until sufficient rollers are used or other corrective action be taken to complete the compaction rolling within the specified time period.

The Contractor shall complete compaction rolling prior to the mat cooling down to 1750 F. Finish rolling may be performed at a lower mat temperature.

The Contractor shall not place the final asphalt concrete finish course until temporary pavement markings will no longer be required.

(c) SM-4.75 Mixtures Placement:

1. The minimum placement temperature shall be 290°F regardless of WMA use.

2. The minimum ambient and base temperature shall be 50°F. The Contractor shall employ a MTV during the placement of SM-4.75 mixtures when either the ambient or base temperature is between 50°F and 60°F.

315.05 – Procedures

(a) Base Course: The Contractor shall prepare the subgrade or subbase as specified in Section 305. The Contractor shall grade and compact the course to the required profile upon which the asphalt concrete is to be placed, including the area that will support the paving equipment.

(b) Conditioning Existing Surface: The surface on which the asphalt concrete is to be placed shall be prepared in accordance with the applicable Specifications and shall be graded and compacted to the required profile and cross section.

When specified in the Contract, before placement of asphalt concrete, the Contractor shall seal longitudinal and transverse joints and cracks by the application of an approved crack sealing material in accordance with Section 322.

1. Priming and Tacking: The Contractor shall paint contact surfaces of curbing, gutters, manholes, and other structures projecting into or abutting the pavement and cold joints of asphalt with a thick, uniform coating of asphalt prior to placing the asphalt concrete.

The Contractor shall apply an asphalt tack or prime coat conforming to the applicable requirements of Section 311 or Section 310 and as specified below. Liquid asphalt classified as cutbacks or emulsions shall be applied ahead of the paving operations, and the time interval between applying and placing the asphalt concrete shall be sufficient to ensure a tacky residue has formed to provide maximum adhesion of the asphalt concrete to the base. The Contractor shall not place asphalt concrete on tack or prime coats that have been damaged by traffic or contaminated by foreign material. Traffic shall be excluded from such sections.

a. Priming aggregate base or subbase: The Engineer will not require priming with asphalt material on aggregate subbase or base material prior to the placement of asphalt concrete base, intermediate or surface layers unless otherwise specified in the Contract.

b. Tacking: Tack at joints, and adjacent to curbs, gutters, or other appurtenances shall be applied with a hand wand or with spray bar at the rate of 0.2 gallon per square yard. At joints, the tack applied by the hand wand or a spray bar shall be 2 feet in width with 4 to 6 inches protruding beyond the joint for the first pass. Tack for the adjacent pass shall completely cover the vertical face of the pavement mat edge so that slight puddling of tack occurs at the joint, and extend a minimum of 1 foot into the lane to be paved. Milled faces that are to remain in place shall be tacked in the same way for the adjacent pass. Use of tack at the vertical faces of longitudinal joints will not be required when paving is performed in echelon.

The tack coat shall be eliminated on asphalt saturated (rich) sections or those that have been repaired by the extensive use of asphalt patching mixtures when directed by the Engineer.

Tack shall not be required atop asphalt stabilized open-graded material drainage layers.

Tack shall be applied between the existing asphalt surface and each asphalt course placed thereafter.

2. Removing depressions and elevating curves: Where irregularities in the existing surface will result in a course more than 3 inches in thickness after compaction, the Contractor shall bring the surface to a uniform profile by patching with asphalt concrete and thoroughly tamping or rolling the patched area until it conforms with the surrounding surface. The asphalt concrete used shall be the same as that specified for the course to be placed.

When the Contractor elects to conduct operations to eliminate depressions, elevate curves, and place the surface course simultaneously, the Contractor shall furnish such additional spreading and compacting equipment as required to maintain the proper interval between the operations.

(c) Placing and Finishing: The Contractor shall not place asphalt concrete until the Engineer approves the surface upon which it shall be placed.

The Contractor’s equipment and placement operations shall properly control the pavement width and horizontal alignment. The Contractor shall use an asphalt paver sized to distribute asphalt concrete over the widest pavement width practicable. Wherever practicable, and when the capacity of sustained production and delivery is such that more than one paver can be successfully and continuously operated, pavers shall be used in echelon to place the wearing course in adjacent lanes. Crossovers, as well as areas containing manholes or other obstacles that prohibit the practical use of mechanical spreading and finishing equipment may be constructed using hand tools. However, the Contractor shall exercise care to obtain the required thickness, jointing, compaction, and surface smoothness in such areas.

The longitudinal joint in one layer shall offset that in the layer immediately below by approximately 6 inches or more. The joint in the wearing surface shall be offset 6 inches to 12 inches from the centerline of the pavement if the roadway comprises two traffic lanes. The joint shall be offset approximately 6 inches from the lane lines if the roadway is more than two lanes in width. The longitudinal joint shall be uniform in appearance. If the offset for the longitudinal joint varies from a straight line more than 2 inches in 50 feet on tangent alignment, or from a true arc more than 2 inches in 50 feet on curved alignment, the Contractor shall seal the joint using a water-proof sealer at no cost to the Department. The Contractor shall recommend a sealant and installation procedure to the Engineer for approval before proceeding. If the offset for the longitudinal joint varies from a straight line more than 3 inches in 50 feet on tangent alignment, or from a true arc more than 3 inches in 50 feet on curved alignment, the Engineer may reject the paving. The Engineer will not require offsetting layers when adjoining lanes are paved in echelon and the rolling of both lanes occurs within 15 minutes after laydown.

The Contractor shall have a certified Asphalt Field Level II Technician present during all paving operations. Immediately after placement and screeding, the surface and edges of each layer shall be inspected by the Asphalt Field Level II Technician to ensure compliance with the asphalt concrete placement requirements and be straightedged to verify uniformity and smoothness. The Asphalt Field Level II Technician shall make any corrections to the placement operations, if necessary, prior to compaction.. The finished pavement shall be uniform and free of irregularities. If irregularities, including but not limited to segregation or flushing, are identified during the paving operation, the Contractor shall immediately notify the Engineer and address the irregularities with corrective action. If the irregularities continue, the Contractor shall cease the paving operation and not resume until corrective measures have been approved by the Department. When irregularities are noted, the limits of the finished mat shall be determined by the Engineer. The limits of the deficient area of the finished mat shall be removed and replaced at no cost to the Department.

The Contractor’s Asphalt Field Level II Technician shall be present during all density testing.

Asphalt concrete placement shall be as continuous as possible and shall be scheduled such that the interruption occurring at the completion of each day’s work shall not detrimentally affect the partially completed work. Material that cannot be spread and finished in daylight shall not be dispatched from the plant unless the Engineer approves the use of artificial lighting. When paving is performed at night, the Contractor shall provide sufficient light to properly perform and thoroughly inspect every phase of the operation. Such phases include cleaning planed surfaces, applying tack, paving, compacting, and testing. Lighting shall be provided and positioned so as to not create a blinding hazard to the traveling public.

The Contractor shall ensure that the roller does not pass over the end of freshly placed material during the compaction of asphalt concrete except when a transverse construction joint is to be formed. Edges of pavement shall be finished true and uniform.

Asphalt concrete SUPERPAVE pavement courses shall be placed in layers not exceeding five times the Nominal Maximum Aggregate Size (NMAS) in the surface asphalt concrete, and not exceeding six times the NMAS in the intermediate and base asphalt concrete. The maximum thickness may be reduced if the mixture cannot be adequately placed in a single lift and compacted to the required uniform density and smoothness. The minimum thickness for a pavement course shall be no less than 3 times the NMAS of the asphalt concrete. The NMAS for each mix shall be defined as one sieve size larger than the first sieve to retain more than 10% aggregate as shown in the design range specified in Section 211.03, Table II-13. The Contractor may place base courses in irregularly shaped areas of pavement such as transitions, turn lanes, crossovers, and entrances in a single lift.

The Contractor shall square up overlays in excess of 220 pounds per square yard or lanes with a milled depth greater than 2 inches prior to opening to traffic.

The Contractor shall cut drainage outlets through the shoulder at locations the Engineer designates, excluding curb and gutter sections, on the milled roadway areas that are to be opened to traffic. Plan and prosecute the milling operation to avoid trapping water on the roadway and restore drainage outlets to original grade once paving operations are completed, unless otherwise directed by the Engineer. The cost for cutting and restoring the drainage slots in the roadway shoulder shall be included in the price bid for other items of work.

The Contractor shall plan and prosecute a schedule of operations so that milled roadways shall be overlaid with asphalt concrete as soon as possible. In no instance shall the time lapse exceed 14 days after the milling operations, unless otherwise specified in Section 515 or other provisions in the contract. The Contractor shall keep milled areas of the roadway free of irregularities and obstructions that may create a hazard or annoyance to traffic in accordance with Section 104.

The Contractor shall use a short ski or shoe to match the grade of the newly overlaid adjacent travel lane on primary, interstate, and designated secondary routes. Unless otherwise directed by the Engineer, a 24-foot minimum automatic grade control ski shall be used on asphalt concrete on divided highways, with the exception of overlays that are less than full width and the first course of asphalt concrete base over aggregate subbases. Care shall be exercised when working along curb and gutter sections to provide a uniform grade and joint.

The Contractor shall construct the final riding surface to tie into the existing surface by an approved method, which shall include the cutting of a notch into the existing pavement. In addition to notching, the Contractor may use an asphalt concrete mix design containing a fine-graded mix to achieve a smooth transition from the new asphalt concrete overlay to the existing pavement, with the approval of the Engineer. The material shall be of a type to ensure that raveling will not occur.. The cost for constructing tie-ins in the asphalt concrete overlay shall be included in the asphalt concrete cContract unit price.

Prior to application of tack coat and commencement of paving operations if, in the opinion of the Engineer, the existing pavement surface condition may detrimentally affect or prevent the bond of the new overlay, the Contractor shall clean the existing pavement surface of all accumulated dust, mud, or other debris. At no point shall soil, aggregate, or other potential bond breaker material be stored on the pavement surface, unless otherwise approved by the Engineer. If the Contractor wishes to stockpile materials on the pavement surface, the Contractor shall provide documentation to the Engineer for approval on the means and methods that will be used to ensure it will not detrimentally affect or prevent the bond of the next pavement layer. This includes all base, intermediate and surface layers.

The Contractor shall ensure the surface remains clean until commencement of, and during, paving operations. The cost for cleaning and surface preparation shall be included in the asphalt concrete contract unit price.

The Contractor shall employ a Material Transfer Vehicle (MTV) during the placement of surface mixes (SM) on all Interstate routes. If equipment within the paving train breaks down, paving shall be discontinued once the material on-site has been placed and no more material shall be shipped from the asphalt plant.

When required in the Contract, an MTV shall be used during the placement of designated asphalt concrete on full lane width applications.

(d) Compacting: Immediately after the asphalt concrete is placed, struck off, and surface irregularities are corrected, the material shall be thoroughly and uniformly compacted by rolling. Rolling shall be a continuous process, insofar as practicable, and all parts of the pavement shall receive uniform compaction.

The asphalt surface shall be rolled when the asphalt concrete is in the proper condition. Rolling shall not cause undue displacement, cracking, or shoving of the placed mixture.

The Contractor shall use the number, weight, and type of rollers sufficient to obtain the required compaction while the material is in a workable condition. The sequence of rolling operations and the selection of roller types shall provide the specified density.

Rolling shall begin at the sides of the placement and proceed longitudinally parallel with the center of the pavement, each pass overlapping at least 6 inches, gradually progressing to the crown of the pavement. When abutting a previously placed lane, rolling shall begin at the outside unconfined side and proceed toward the previously placed lane. On superelevated curves, rolling shall begin at the low side and proceed to the high side by overlapping longitudinal passes parallel with the centerline.

The Contractor shall correct displacements occurring as a result of reversing the direction of a roller or other causes at once by the use of rakes or lutes and the addition of fresh mixture when required. Care shall be taken in rolling not to displace or distort the line and grade of the edges of the asphalt concrete. Edges of finished asphalt pavement surfaces shall be true curves or tangents. The Contractor shall correct irregularities in such areas.

The Contractor shall keep the wheels/drums of the rollers properly moistened with water, water mixed with a very small quantity of detergent or other Engineer approved material to prevent adhesion of the mixture to the rollers. The Engineer will not allow the use or presence of excess liquid on the rollers.

The Contractor shall thoroughly compact the mixture along forms, curbs, headers, walls, and other places not accessible to rollers with hot hand tampers, smoothing irons, or mechanical tampers,. On depressed areas, a trench roller or cleated compression strips may be used under the roller to ensure proper compression.

For SM-4.75 mixes, breakdown rolling shall be accomplished with steel wheel rollers with a minimum weight of 10 tons. SM-4.75 mixes shall receive at least three breakdown roller passes before intermediate and finish rolling.

The Contractor shall protect the surface of the compacted course until the material has cooled sufficiently to support normal traffic without marring.

(e) Density will be determined in accordance with Method A, Section 315.05 (e) 1.b (1) for all Interstate and Limited Access routes, for primary and secondary routes with an ADT of at least 2,000 and at least 20 feet in width, and for intermediate and base asphalt concrete placed in layers exceeding 4 inches. Method B, Section 315.05 (e) 1.b (2), will be used for all other routes. Also, for any (1) asphalt concrete overlays placed directly on surface treatment roadways and (2) asphalt concrete placed at an application rate less than 125 pounds per square yard, based on 110 pounds per square yard per inch, on any surface: in these situations, Method B will be used instead of Method A.

Control Strip procedures shall be the same for both Methods A and B, and shall be in accordance with Section 315.05(e)1a. The Contractor shall have a certified Asphalt Field Technician II perform all density testing. Density shall be determined with a thin-lift nuclear gauge conforming to VTM-81 or from the testing of plugs or cores taken from the roadway where the material was placed. per the applicable subsection of these specifications.

1. Standard Operations (not Small Quantity): Density test locations shall be marked and labeled in accordance with VTM-76. When acceptance testing is performed with a nuclear gauge, the Contractor shall have had the gauge calibrated within the previous 12 months by an approved calibration service. In addition, the Contractor shall maintain documentation of such calibration service for the 12-month period from the date of the calibration service. The required density of the compacted course shall not be less than 98.0% or more than 102.0% of the target control strip density.

The Engineer will divide the project into “control strips” and “test sections” for the purpose of defining areas represented by each series of tests.

a. Control Strip: Control strips shall be constructed on surface, intermediate, and base courses, in accordance with these Specifications and VTM-76. Control strips shall be used to establish the roller pattern, and also for establishing the targets for control strip density testing under Method B acceptance The required density of the compacted course shall not be less than 98.0% or more than 102.0 % of the target control strip.

The term control strip density is defined as the average of 10 determinations selected at stratified random locations within the control strip.

The Contractor shall construct one control strip at the beginning of work on each roadway and shoulder course and on each lift of each course. The Engineer will require the Contractor to construct an additional control strip whenever a change is made in the type or source of materials; whenever a significant change occurs in the composition of the material being placed from the same source; or when there is a failing test strip. During the evaluation of the initial control strip, the Contractor may continue paving operations, however, paving and production shall be discontinued during construction and evaluation of any additional control strips. If two consecutive control strips fail, subsequent paving operations shall not begin or shall cease until the Contractor recommends correctives actions to the Engineer and the Engineer approves the Contractor proceeding with the corrective action(s). If the Contractor and the Engineer mutually agree that the required density cannot be obtained because of the condition of the existing pavement structure, the target control strip density shall be determined from the roller pattern that achieves the optimum density and this target control strip density shall be used on the remainder of the roadway that exhibits similar pavement conditions.

Either the Engineer or the Contractor may initiate the construction of an additional control strip at any time.

The length of the control strip shall be approximately 300 feet and the width shall not be less than 6 feet. On the first day of construction or beginning of a new course, the control strip shall be started between 500 and 1,000 feet from the beginning of the paving operation. The Contractor shall construct the control strip using the same paving, rolling equipment, procedures, and thickness as shall be used for the remainder of the course being placed.

The Contractor’s Asphalt Field Level II Technician shall take one reading at each of 10 stratified random locations. No determination shall be made within 12 inches of the edge of any application width for surface and intermediate mixes or within 18 inches of the edge of any application width for base mixes. The average of these 10 determinations shall be the control strip density recorded to the nearest 0.1 pound per cubic foot. The minimum control strip density shall be determined in accordance with VTM-76.

The control strip shall be considered a lot. If the control strip density conforms to the requirements of 92.5% of TMD for surface and intermediate mixes, and 94.0% for base mix, as shown in Table III-3, the Engineer will consider the control strip to be acceptable.

If the Control Strip density is less than 92.5% for SM and IM Mixes, and 94.0% for BM Mixes, the Control Strip will not be considered acceptable by the Department for the purposes of establishing the roller pattern. However, the material will be allowed to stay in place at a reduced payment, as shown in Table III-3, provided that the Control Strip density is not less than 88.0% for SM and IM Mixes and 89.5% for BM Mixes. For Control Strips with density below 88.0% for SM and IM Mixes, and below 89.5% for BM Mixes, the Engineer may either: (1) Direct the Contractor to remove the material at no additional cost to the Department and replace the Control Strip; or (2) offer the Contractor a reduced payment. That reduced payment will continue to be set at 75%, unless modified by the Engineer. Only one reduced-pay control strip will be allowed.

TABLE III-3

Control Strip Requirement and Payment

1. Tonnage shall be removed from the roadway at no cost to the Department. Alternatively, at the Engineer’s discretion, the material may remain in place at 75%, as noted in the paragraph above.

Once an acceptable control strip has been established, the roller pattern shall be adopted; also, for Method B acceptance routes the control strip density shall become the target density.

If the Engineer determines that the control strip requirements of 92.5% of TMD for surface and intermediate mix, and 94.0% for base mix cannot be met due to in-situ pavement conditions, Method ‘B’ will be used for acceptance and payment and density adjustments will be waived.

b. Test section (lot): For the purposes of both Contractor quality control and determining acceptance, the Engineer will consider each day’s production as a lot unless the paving length is less than 3,000 linear feet or more than 7,500 linear feet, regardless of the method of acceptance (Method A or B). When paving is less than 3,000 feet, that day’s production will be combined with the previous day’s production or added to the next day’s production to create a lot as described below.

The standard size of a lot will be 5,000 linear feet (five 1,000 foot sublots) of any paver pass 6 feet or greater for the thickness of the course. If the Engineer approves, the lot size may be increased to 7,500 linear foot lots with five 1,500 foot sublots when the Contractor’s normal daily production exceeds 7,000 feet. Pavers traveling in echelon will be considered as two paver passes. When a partial lot occurs at the end of a day’s production or upon completion of the project, the lot size will be redefined as follows:

· If the partial lot contains one or two sublots, the sublots will be added to the previous lot.

· If the partial lot contains three or four sublots, the partial lot will be redefined to be an entire lot.

The Contractor’s Asphalt Field Level II Technician shall test each lot for density by taking a nuclear density gauge reading from two random test sites selected by the Engineer within each sublot. When saw plugs or cores are used to determine acceptance, a single test site will be selected by the Engineer. Test sites will not be located within 12 inches of the edge of any application width for surface and intermediate mixes or within 18 inches of the edge of any application width for base mixes.

The Engineer will compare the average of the sublot nuclear density measurements to the target nuclear density, or for plugs and cores, to the target percent of theoretical maximum density achieved on the control strip to determine the acceptability of the lot. Once the average density of the lot has been determined, the Engineer will not allow the Contractor to provide additional compaction to raise the average density. The Contractor shall immediately notify the Engineer and institute corrective action if two consecutive sublots produce density results less than 98% or more than 102% of the target control strip density.

Density testing for acceptance will not be performed on areas too thin or irregular to test accurately, such as open-graded friction courses, and wedge-and-leveling courses. Areas that are difficult to compact due to subgrade support or space limitations, including but not limited to crossovers and gore areas, will be placed in accordance with Section 315.05(e)2.

For purposes of density determination, acceptance, and payment, Main Pavement is defined to include travel lanes, shoulders 6 feet or greater, turn lanes, ramps, and acceleration and deceleration lanes.

Longitudinal joints shall also be tested for density using a nuclear density gauge at each test site in the sublot. For surface and intermediate mixes, the edge of the gauge shall be placed within 4 inches of the joint. For base mixes, the edge of the gauge shall be placed within 6 inches of the joint. The Contractor shall not place the gauge over top of the joint. The joint density value shall be recorded. The Contractor shall report to the Engineer and institute corrective action if a single longitudinal joint density reading is less than 95% of the target control strip density. The Contractor shall furnish the test data developed during the day’s paving to the Engineer by the end of the day’s operations. The Engineer will not use the values obtained from the joint readings in payment calculation.

(1) Method ‘A’ (plugs or cores)

Density shall be determined from the testing of plugs or cores taken from the roadway where the mixture was placed. Any pay adjustment will only be applied to Main Pavement.

The Contractor’s Asphalt Field Level II Technician shall perform acceptance testing for density for each sublot by obtaining one plug, defined as a sawed 4-inch by 4-inch specimen, or one 4-inch-diameter core, at a single random test site selected by the Engineer. More than one plug or core shall be taken if the original sample is damaged.

The sub-lot site shall be marked as described in VTM-76. The bulk specific gravity of the plugs or cores shall be determined in accordance with VTM-6. The density of the plugs or cores shall be determined in accordance with VTM-22, except that the daily Rice values obtained by the Contractor for the material will be used for calculating percent density (instead of using the 5-day running average as noted in VTM-22).

Plugs or cores shall be taken from the pavement during the paving shift and bulked in the presence of the Engineer unless otherwise approved. The Department reserves the right to have the plugs or cores bulked on the project site. In the event of any uncertainty around the bulking procedures or results, the Department further reserves the right to re-bulk the samples. The Contractor will have the right to witness the re-bulking. The Contractor will be responsible for maintaining the cores until approved for disposal by the Department.

The Contractor shall number sublot test sites sequentially per lot, mark these on the pavement, fill plug or core holes with the paving mixture, and compact prior to the completion of each day of production.

The Contractor shall clean and straighten any irregular edges before filling and compacting. Liquid tack material shall be applied so it visibly covers all plug or core hole surfaces (sides, bottom, etc.). Asphalt concrete mixture available on the same day of paving, or other permanent patching material as approved by the Engineer, shall be placed into the plug or core hole and compacted with a 10-pound weighted hand tool or greater compactive effort with rollers or other equipment available on-site and approved by the Engineer.

The tonnage of each lot for the pay adjustment will be based on the lot’s width and length and the mixture application rate as designated in the Contract or as revised by the Engineer. Payment will be made in accordance with Table III-4A.

TABLE

Payment Schedule for

III-4A

Method A Lot

Densities

1. Tonnage shall be removed from the roadway at no additional cost to the Department.

If a minimum of 80% of each test section lot’s core/plug samples is no lower than 92.5% of TMD for SM and IM mixes, and 94.0% of TMD for BM mix, and the lot average results in 100% payment, then the Engineer will increase the unit bid price for the asphalt concrte by 5%. . No increase will be applied if core/plug samples are cut outside of the paving shift unless otherwise approved by the Engineer; any applicable density pay reduction from Table III-4A may still apply.

If any sublot(s) are lower than 88.0% of TMD for SM and IM mixes, then those sublots shall not be paid and shall be removed from the roadway at no cost to the Department. If the lot average is below 88.0% of TMD then that entire test section shall not be paid and shall be removed from the roadway at no cost to the Department.

If any sublot(s) are lower than 89.5% of TMD for BM mixes, then those sublots shall not be paid and shall be removed from the roadway at no cost to the Department. If the lot average is below 89.5% of TMD that entire test section shall not be paid and shall be removed from the roadway at no cost to the Department.

(2) Method ‘B’ (nuclear gauge) . Density shall be determined with a thin-lift nuclear gauge conforming to VTM-81. Any pay adjustment will only be applied to Main Pavement.

The Contractor’s Asphalt Field Level II Technician shall test each lot for density by taking a nuclear density gauge reading from two random test sites selected by the Engineer within each sublot. Test sites will not be located within 12 inches of the edge of any application width for surface and intermediate mixes or within 18 inches of the edge of any application width for base mixes.

The tonnage of each lot for the pay adjustment will be based on the lot’s width and length and the mixture application rate as designated in the Contract or as revised by the Engineer. Payment will be made in accordance with the requirements of Table III-4B.

TABLE III-4B

Payment Schedule for Method B Lot Densities

1. If any lot produces density results less than 95.0% of Target, and (%of Target Control Strip Density x % TMD control strip cores) ≤ 88%TMD, then that lot shall not be paid and it shall be removed from the roadway at no cost to the Department.

(3) Verification, Sampling, and Testing (VST)

The Engineer at any time on any project may perform lot density verification testing regardless of whether Method A or B is being used for density acceptance. Lot density verification is performed by testing plugs or cores. The Contractor shall be responsible for taking plugs or cores for testing. The Engineer will perform verification testing of the plugs or cores.

On surface, intermediate, and base mixes, the Contractor shall take two plugs or cores per VST lot at locations selected by the Engineer. If the Engineer determines the density of the plugs or cores does not conform to the requirements for the lot in question or the same payment percentage determined by the Contractor’s testing for that lot, then the Contractor may request additional sampling to be invoked. The Contractor shall take one additional plug or core from the remaining sublots. Payment for that lot, based on the results of the initial two plugs or cores or referee procedure, will be in accordance with Table III-4A for Method A on the basis of the percentage of the theoretical maximum density or Table III-4B for Method B on the basis of the percentage of the control strip bulk density achieved.

2. Small Quantities: Surface, intermediate, and base courses not having a sufficient quantity of material to perform a roller pattern and control strip, and unique sections defined on the Plans or within the Contract that are 3500 feet or less and at least 6 feet in width shall be compacted to a minimum density of 92.5% as determined in accordance with VTM-22. The Contractor shall be responsible for cutting cores or sawing plugs for testing by the Department. One plug or core shall be obtained within the first 500 feet of small quantity paving and every 1000 feet thereafter for testing by the Department. Plug or core locations shall be randomly selected by the Engineer. If the density is determined to be less than the minimum, the Engineer will make payment in accordance with Table III-5.

TABLE III-5

Payment Schedule for Surface, Intermediate and Base Courses (Not sufficient quantity to perform density roller pattern and control strip)

1. If any lot produces density results less than 88% TMD, that lot shall not be paid, and it shall be removed at no cost to the Department.

Any section in which asphalt concrete (e.g., SM-9.0) is being placed at an application rate of less than 125 pounds per square yard (based on 110 pounds per square yard per inch) that does not have a sufficient quantity of material for a roller pattern and control strip shall be compacted by rolling a minimum of three passes with a minimum 8-ton roller. The Engineer will not require density testing.

For asphalt patching or paving widths narrower than 6 feet in width, the minimum density of 91.5% of the maximum theoretical density will be determined in accordance with VTM-22. The Contractor is responsible for cutting cores or sawing plugs. One set of cores or plugs shall be obtained within the first 20 tons of material and every 100 tons thereafter for testing by the Contractor or the Department. The Engineer will randomly select plug or core locations. If the density is less than the 91.5%, payment will be made on the tonnage within the 20 or 100 ton lot in accordance with Table III-6.

TABLE III-6

Payment Schedule for Surface, Intermediate and Base Courses (Asphalt Patching)

1. If any lot produces density results less than 88% TMD, that lot shall not be paid, and it shall be removed at no cost to the Department.

(f) Joints: Transverse joints shall be formed by cutting back on the previous run to expose the full depth of the course. A coat of asphalt shall be applied to contact surfaces of transverse joints just before additional material is placed against the previously rolled material.

Joints adjacent to curbs, gutters, or adjoining pavement shall be formed by hand placing sufficient material to fill any space left uncovered by the paver. The joint shall then be set up with rakes or lutes to a height sufficient to receive full compression under the rollers.

(g) Rumble Strips: This work shall consist of constructing rumble strips or rumble stripes on mainline shoulders or centerlines of highways by cutting concave depressions into existing asphalt concrete surfaces as shown on the Standards Drawings and as directed by the Engineer. Rumble stripes are defined as edgeline or centerline rumble strips with permanent longitudinal pavement markings subsequently installed within the rumble strip grooves.

Rumble strips and rumble stripes shall be installed in accordance with the RS-Series Standard Drawings. The Contractor shall demonstrate to the Engineer the ability to achieve the desired surface regarding alignment, consistency, and conformity with these Specifications and the Standard Drawings before beginning production work on mainline shoulders or centerlines. The test site shall be approximately 25 feet longitudinally at a location mutually agreed upon by the Contractor and Engineer.

Pavement markings for rumble stripes shall be applied after the grooves have been cut. The grooves shall be thoroughly cleaned and the surface prepared before pavement marking application, in accordance with the Standard Drawings and Section 704. Overspray of pavement marking materials shall not extend more than one inch beyond the lateral position of the pavement marking line shown in the RS-Series Standard Drawings.

Rumble strips shall not be installed on shoulders of bridge decks, in acceleration or deceleration lanes, on surface drainage structures, or in other areas identified by the Engineer.

Waste material resulting from the operation shall be removed from the paved surface and shall be disposed of in accordance with Section 106.04.

(h) Saw-Cut Asphalt Pavement: This work shall consist of saw-cutting the existing asphalt pavement to a depth as shown on the plans or as directed by the Engineer.

(i) Coating designed surface cuts: Designed Surface Cuts are roadway features installed by cutting or grinding into a road surface, for example, rumble strips, rumble stripes, and plastic inlaid marker grooves.

Designed Surface Cuts shall be coated with liquid asphalt coating (emulsion) when the Designed Surface Cuts are being cut into an existing asphalt surface (i.e. more than one year since placement); when new Designed Surface Cuts are being cut into the pavement surface in conjunction with a surface treatment, latex emulsion, or slurry seal pavement operation; or when the proposed plant mix surface is less than one inch deep.

Liquid asphalt coating (emulsion) shall not be used when Designed Surface Cuts are being cut into new pavement, or being cut in conjunction with asphalt concrete paving operations where the proposed plant mixsurface is one inch or greater in depth.

When liquid asphalt coating (emulsion) is required, the Contractor shall coat the entire rumble strip area with the liquid asphalt coating (emulsion) using a pressure distributor following the cutting and cleaning of the depressions of waste material. For rumble strips installed on the shoulder, the approximate application rate shall be 0.1 gallons per square yard. For centerline rumble stripes and plastic inlaid marker grooves, the approximate application rate shall be 0.05 gallons per square yard. The application temperature shall be between 1600 F and 1800 F. For shoulder rumble strips and plastic inlaid marker grooves, overspray shall not extend more than 2 inches beyond the width of the cut depressions and shall not come in contact with pavement markings.

If liquid asphalt coating (emulsion) is applied before installation of the plastic inlaid marker, then the bottom of the plunge cut shall be protected during liquid asphalt coating (emulsion) application so as to avoid inhibiting the ability of the marker epoxy to bond to the bottom of the plunge cut. If the liquid asphalt coating (emulsion) is applied after the plastic inlaid marker has been installed, then the retroreflector shall be protected during the liquid asphalt coating (emulsion) application to prevent the coating material from dirtying or damaging the retroreflector, with the protection removed after the coating has been completed.

315.06 – Pavement Samples The Contractor shall cut samples from the compacted pavement for depth and density testing. Samples shall be taken for the full depth of the course at the locations selected by the Engineer. The removed pavement shall be replaced with new mixture and refinished. No additional compensation will be allowed for furnishing test samples and reconstructing areas from which they were taken.

315.07—Pavement Tolerances

(a) Surface Tolerance: The Engineer will test the pavement surface by using a 10-foot straight-edge. The variation of the surface from the testing edge of the straightedge between any two contacts with the surface shall not be more than 1/4 inch. The Contractor shall correct humps and depressions exceeding the specified tolerance or the defective work shall be removed and replaced with new material.

(b) Finished Grade Tolerance: Finished grade elevations shall be within +/–0.04 foot of the elevations indicated in the Plans after placement of the final pavement layer unless otherwise specified, provided the actual cross slope does not vary more than 0.20% from the design cross slope indicated in the Plans, and the Plan depth thickness conforms to the thickness tolerances specified herein.

If the Engineer determines that either the finished grade elevations or cross slope exceed the specified tolerances, the Contractor shall submit a corrective action plan to the Engineer for approval.

(c) Thickness Tolerance: The thickness of the base course will be determined by the measurement of cores as described in VTM-32.

Acceptance of asphalt concrete base course for depth will be based on the mean result of measurements of samples taken from each lot of material…