Camden City Port Access Truck Route Reconstruction, Camden City, Camden County, New Jersey

Part II- Scope of Work The following subsections describe the work performed for this investigation. All field work was performed between November 2020 and February 2021. II.1 Review of Existing Documents The following existing documents, were reviewed to aid the field investigation program and pavement design: NJDOT Pavement Management System (PMS) data, Engineering Soil Survey of New Jersey (Rutgers University, Report Number 17 (Camden County) (Rutgers 1955), Published geologic maps, Historic boring logs collected from NJDOTs web based Geotechnical Data Management System (GDMS), Historic pavement core logs (2018) and laser crack measurement system (LCMS) images provided by Camden County II.2 Field Activities (visual condition survey, pavement coring, and boring) Visual Condition Survey A visual pavement condition survey was conducted between November 2020 and February 2021 to evaluate the current pavement condition of the four roadways. The survey consisted of visually identifying pavement distress features and recording the location, severity, and dimensions of the distress in accordance with the guidelines and terminology in the U.S. Department of Transportation, Federal Highway Administration Distress Identification Manual for the Long-Term Pavement Performance (LTPP) Program (Publication No. FHWA-HRT-13-092, Revised May 2014). Condition survey results including information on design constraints (such as curb presence/reveal, guiderail presence/height, bridge and overpass structures posted and measured under clearances, driveway presence, and drainage issues) are included in Part III and Appendix A of this report. Bridge vertical clearance height was measured at Atlantic Avenue I-676 overpass (MP 0.72). Vertical clearance was measured to assess if additional HMA overlay would affect the vertical clearance of this roadway. Vertical clearance height (the distance from the pavement surface to the lowest bridge element) was measured using a Tacklife Advanced Laser Measure, digital laser measuring device. Vertical clearance was measured from the solid white shoulder line in the right-most lane, directly under the four corners of the bridge. Vertical clearance measurements are included in the aerial images in Appendix A. Curb reveal was recorded as the average measured reveal height above pavement. Curb reveal and conditions are presented in the aerials in Appendix A and typical curb condition photos are provided in Appendix F. Pavement Coring A total of eight (8), six (6) inch diameter cores were extracted within the project roadways. Cores were collected in accordance with ASTM D 5361: Standard Practice for Sampling Compacted Bituminous Mixtures for Laboratory Testing and ASTM C 42: Standard Test Method for Obtaining and Testing Drilled Cores and Sawed Beams of Concrete. Pavement core locations were selected to coincide with the representative pavement surface distress at a typical frequency of two core samples per roadway. Coring was terminated at the bottom of asphalt. A description of the pavement (debonding, cracks in core, thickness of layers, photograph, etc.) was recorded after coring, the base material was classified, and samples of the underlying unbound material were collected and classified via standard penetration testing. Field observations were recorded on pavement core logs and a summary of the core results, including the AC thicknesses, a description of the underlying materials (based on the American Association of State Highway and Transportation Officials (AASHTO) Soil Classification System (AASHTO 2003)), and any pertinent observations (e.g., interface depths where core was fractured or debonded), as well as core photos are included in Appendix B. Soil Boring and Temporary Well Installation A total of 12 borings were conducted within the project limits; including eight (8) borings at pavement core locations (PC-1 through PC-8) and four (4) borings to determine general subsurface conditions underlying each roadway (B-1 through B-4). Boring termination depths were greater than six (6) feet below ground surface to characterize the load bearing soils at each roadway and four (4) temporary well points (one at each roadway) were installed to assess the general groundwater elevations within the Site. Boreholes were drilled using a Geoprobe 7822DT rubber-tracked drill rig using direct push drilling techniques with three-inch (3) diameter outer casing. During boring, soil samples were obtained using techniques and equipment in general accordance with the American Society for Testing and Materials (ASTM) Standard Specifications. Representative samples from the borings were collected using a 1.4-inch inner diameter (I.D.) split-spoon Standard Penetration Test (SPT) sampler driven with a 140-pound automatic hammer with a 30-inch drop. Blow counts were recorded in accordance with ASTM D1586 to determine the SPT resistance N values. During boring, continuous samples were collected to borehole termination depths (between 6 and 16 feet). The recovered split-spoon soil samples were visually classified by a WSP Professional using the methods described in ASTM D 2488-17 Standard Practice for Description and Identification of Soils and the Burmister Soil Identification System (Burmister 1949). Collected samples were placed in protective glass jars, which were labeled with the project name, boring number, sample number, depth, and SPT blow counts. A Munsell Color Chart (GSA, 1995) was used for field color identification. Temporary well points (TWPs) were constructed in four (4) boreholes (one per roadway) with ten feet of 0.01-inch slot width, one-inch diameter, PVC screen placed at the bottom of the borehole, one-inch diameter riser pipe to the surface, and clean sand filter pack was placed in the borehole annulus to at least one foot above the bottom of screen. After the temporary wells were installed, wells were developed with a peristaltic pump until the purge water was relatively clear (free of sediment), with at least three well volumes purged per well. All boring and core locations were backfilled using soil cuttings and bentonite hole-plug, and the pavement was restored with at least 12 inches of compacted asphalt cold patch and asphalt sealer was applied to the surface with a brush. II.3 Infiltration Testing Infiltration testing was conducted near three boring / pavement core locations to determine the general infiltration characteristics of subgrade soils to aid in the design of best management practices (BMP) stormwater drainage systems. Tests were conducted approximately two feet above the measured Seasonal High Groundwater Level (measured in January 2021, in temporary well points installed in each roadway). Tests were performed in separate boreholes, approximately 10 feet away from the corresponding pavement core of boring location, with approximately the same offset. Boreholes were drilled with a GeoProbe 7822DT to the bottom of the test interval and three inch steel casing was installed flush with the bottom of borehole (test interval). Soils within the test interval were then saturated by filling the borehole casing with clean water, and tests were conducted by placing water from the bottom of the borehole to the top of casing and measuring drawdown as a function of time. After testing, casing was removed from the ground and the borehole was backfilled using bentonite hole-plug, and the pavement was restored with at least 12 inches of compacted asphalt cold patch and asphalt sealer was applied to the surface with a brush.