ACPA Quarter 3 2019

www.acpa.org Quarter 3, 2019 13 I - 8 5 S P A R T A N B U R G C O U N T Y Design Inputs Age (year) Heavy Trucks (cumulative) 2018 (initial) 19,236 2038 (20 years) 52,176,500 2058 (40 years) 118,054,000 Traffic Design Structure Layer type Material Type Thickness (in) PCC JPCP Default 13.0 Flexible Default asphalt concrete 1.6 Cement_Base Cement stabilized 8.0 Subgrade A-7-5 10.0 Subgrade A-7-5 Semi-infinite Joint Design: Joint spacing (ft) 15.0 Dowel diameter (in) 1.50 Slab width (ft) 12.0 Distress Type Distress @ Specified Reliability Reliability (%) Criterion Satisfied? Target Predicted Target Achieved Terminal IRI (in/mile) 172.00 130.99 90.00 99.47 Pass Mean joint faulting (in) 0.12 0.09 90.00 98.92 Pass JPCP transverse cracking (percent slabs) 10.00 6.65 90.00 97.74 Pass Distress Prediction Summary Distress Charts JPCP Design Type: 40 years Design Life: January, 2018 Traffic opening: Pavement construction: October, 2017 - Existing construction: Climate Data Sources (Lat/Lon) 34.899, -82.219 Design Outputs I-85 69-77 File Name: C:\Users\thompsonju\Documents\MEPDG JAY Designs\Pavement Designs\Bid Builds\I-85 Spartanburg mm69 to mm77\I-85 69-77.dgpx Design Inputs Age (year) Heavy Tr (cumulat 2018 (initial) 19,23 2038 (20 years) 52,176,5 2058 (40 years) 118,054, Traffic Design Structure Layer type Material Type Thickness (in) PCC JPCP Default 13.0 Flexible Default asphalt concrete 1.6 Cement_Base Cement stabilized 8.0 Subgrade A-7-5 10.0 Subgrade A-7-5 Semi-infinite Joint Design: Joint spacing (ft) 15.0 Dowel diamet r (in) 1. 0 Slab width (ft) 12.0 Distress Type Distress @ Specified Reliability Reliability (%) Criterio Satisfied Target Predicted Target Achieved Terminal IRI (in/mile) 172.00 130.99 90.00 99.47 Pass Mean joint faulting (in) 0.12 0.09 90.00 98.92 Pass JPCP transverse cracking (percent slabs) 10.00 6.65 90.00 97.74 Pass Distress Prediction Summary Distress Charts JPCP Design Type: 40 years Design Life: January, 2018 Traffic opening: Pavement construction: October, 2017 - Existing construction: Climate Data Sources (Lat/Lon) 34.899, -82.219 Design Outputs I-85 69-77 File Name: C:\Users\thompsonju\Documents\MEPDG JAY Designs\Pavement Designs\Bid Builds\I-85 Spartanburg mm69 to mm77\I-85 69-77.dgpx Report generated on: 9/27/2017 5:21 PM Page by: on: 11/13/2015 11:38 AM on: 11/13/2015 11:38 AM by: Created Approved Version: 2.3.1+66 Design Inputs Age (year) Heavy Trucks (cumulative) 2018 (initial) 19,236 2038 (20 years) 52,176,500 2058 (40 years) 118,054,000 Traffic Design Structure Layer type M terial Type Thickness (in) PCC JPCP Default 3.0 Flexible Default sphalt concrete 1.6 Cement_Base Cement stabilized 8.0 Subgrade A-7-5 10.0 Subgrade A-7-5 Semi-infinite Design: Joint spacing (ft) 15.0 Dowel diameter (in) 1.50 Slab width (ft) 12.0 Distress Type Distress @ Specified Reliability Reliability (%) Criterion Satisfied? Target Predicted Target Achieved Terminal IRI (in/mile) 172.00 130.99 90.00 99.47 Pass Mean joint faulting (in) 0.12 0.09 90.00 98.92 Pass JPCP transverse cracking (percent slabs) 10.00 6.65 90.00 97.74 Pass Distress Prediction Summary Distress Charts JPCP Design Type: 40 years Design Life: January, 2018 Traffic opening: Pavement construction: October, 2017 - Existing construction: Climate Data Sources (Lat/Lon) 34.899, -82.219 Design Outputs I-85 69-77 File Name: C:\Users\thompsonju\Documents\MEPDG JAY Designs\Pavement Designs\Bid Builds\I-85 Spartanburg mm69 to mm77\I-85 69-77.dgpx I-85 Reduced Base Thickness Check Fast Facts About Subbases for Concrete Pavements When it comes to subbases, the best and most common types that ACPA recommends are unstabilized (or granular) subbases and stabilized subbases (cement-treated, lean concrete, or asphalt- treated) subbases, says Eric Ferrebee, P.E., Technical Service Director with the American Concrete Pavement Association. These subbases provide benefits in design and construction of concrete pavements including prevention of pumping and creating a stable and uniform working platform for construction equipment (which enable a contractor to provide a smoother pavement and achieve a more consistent thickness), he says. “Permeable subbases (aka drainable or open-graded subbases) became popular in the 1990’s. These subbases are generally characterized as a crushed aggregate (often stabilized with cement or asphalt) with a reduced amount of fines that would allow excess water to be removed from the pavement structure rapidly,” Ferrebee adds. “While this may seem like a good idea, historically it has had numerous issues, he says, adding, “The first, and probably most critical, is the loss of support due to breakdown of the aggregate (due to high point-to-point contact pressures). This leads to a non-uniform support condition where the ends of slabs can become unsupported.” ACPA’s engineering bulletin, “Subgrades and Subbases for Concrete Pavements” (EB204P) provides additional information on the topic. For additional information, visit www.acpa.org . Click on Resources>Literature>Publications on the top menu, or alternatively, follow this link: http://tiny.cc/vnyjaz. On the shopping site, type “subbase” in the search field. 1 2 3 4 layer that uses recycled existing base material treated with portland cement, says Kevin Go- emaat, Assistant Project Manager for Archer Western Construction, LLC, an ACPAmember. In addition to updating the construction design tomatch today’s standards, the cross-slope speci- fications for the pavement promoted drainage into the median and side of the road, unlike the previous pavement, he says. “About 11 years ago, SCDOT tightened the cross- slope specifications to improve pavement drain- age,” he explains. “These specifications require a very strategic approach to paving,” he says. “The cutting-edge technology we used on the project gave us the visibility we needed to make minor adjustments as we paved,” says Goemaat. An automatic dowel bar inserter along with stringless paving technology not only allowed Archer Western to meet the strict specifications of SCDOT, but the use of crews experienced with the technologies led to an efficient, quality pavement, he says. “Stringless paving allows us to get right in front of the paver with dump trucks. Also, the dowel bar inserter eliminates labor required to set up dowel baskets.” During the project, Archer Western was able to shut down the entire eight-mile section of I-85 North and re-route traffic to SC85, which runs parallel to the interstate. “During this time, we set up one lane on the southbound side of the interstate as an express lane for northbound continues on page 15 »