r- I ,--.

TECHNICAL REPORT 88-2 I

i

RUBBLEIZINC P.C.C. PAVEMENT- CONSTRUCTION TECHNIQUES A N D OVERLAY PERFORMANCE

,""-.I.*"-...-.

FEBRUARY, 1988

M.A.P. CODE 7.42-6-88-2

- - -i

NEW YORK STATE DEPARTMENT OF TRANSPORTATION - -- MARIO M. CUOMO, Governor FRANKLIN E. WHITE, Commissioner - - -

TECH! I CAL REPrlRT 38-2

RUBELEIZING P.C.C. PAVEMENT - CONSTRUCTION TECHNIQUES AND OVERLAY PERFORMANCE

P r e p a r e d by

David -W. B e r n a r d C i v i l E n g i n e e r I (Materials)

F e b r u a r y , 1988

MATERIALS BUREAU JAMES J, MURPHY, D I R E C T O R

NEW YORK STATE DEPARTMENT OF TRANSPORTATION 1220 WASHINGTON AVENUE, ALBANY, NEW YORK 12232

M.A.P. CODE 7.42-6-88-2

ABSTRACT

In August, 1986, t h e New York S t a t e .Department of Transpor ta t ion cons t ruc ted an experimental r e h a b i l i t a t i o n p r o j e c t on Rte. 146 in C l i f t o n Park, NY. The p r o j e c t involved crushing in p lace ( rubble iz ing) an e x i s t i n g s t e e l re inforced Por t land cement concre te pavement us ing a resonant pavement breaker . The crushed pavement w a s compacted wi th a v i b r a t o r y r o l l e r and used a s a base f o r an a s p h a l t concre te pavement. The p r o j e c t is a two l a n e roadwav approximately two mi l e s long. The cons t ruc t ion was monitored. inc luding measurements of t h e following: seismic v i b r a t i o n s , pavement d e f l e c t i o n s , no i se , and grada t ion o f t h e crushed pavement. The c o s t and product ion of t h e crushing opera t ion were a l s o recorded. The p r o j e c t w a s completed s u c c e s s f u l l v and shows good performance a f t e r 18 months in s e r v i c e .

i

TABLE OF CONTENTS

Page

ABSTRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . i

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1

CONSTRUCTION SEQUENCE

- S h o u l d e r s . . . . . . . . . . . . . . . . . . . . . . . . 2 - Crushing Operation . . . . . . . . . . . . . . . . . . . . 2 - Compacting t h e Crushed Pavement . . . . . . . . . . . . . 3 - Asphalt Overlay . . . . . . . . . . . . . . . . . . . . . 3 - Traff ic P ro tec t ion . . . . . . . . . . . . . . . . . . . . 4

CONSTRUCTION OBSERVATIONS

- Water Trapped Below the Pavement . . . . . . . . . . . . . G - P r o d u c t i o n . . . . . . . . . . . . . . . . . . . . . . . . . 4

- Breaking P a t t e r n . . . . . . . . . . . . . . . . . . . . . G - Crea t ing a Buffer Zone . . . . . . . . . . . . . . . . . . 5

- c o s t . . . . . . . . . . . . . . . . . . . . . . . . . . .

CONSTRUCTION MONITORING

- Seismic Test ing . . . . . . . . . . . . . . . . . . . . . 5 - Def lec t ions . . . . . . . . . . . . . . . . . . . . . . . 5 - N o i s e . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - Gradat ions . . . . . . . . . . . . . . . . . . . . . . . . 6

POST CONSTRUCTION

- Crack Survey . . . . . . . . . . . . . . . . . . . . . . . 7 - Def lec t ion Monitoring . . . . . . . . . . . . . . . . . . 7 8

CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 9

APPENDICES

- P r o j e c t Line Diagram . . . . . . . . . . . . . . . . . . .

A . Rubbleizing Spec i f i ca t ion B . Def lec t ion Data C . Seismic Monitoring of Vibrat ions D . Noise Measurement Data

IRTRODUCTION

Asphalt over lays a r e commonly used t o r e s t o r e t h e r i d i n g q u a l i t y of badly d i s t r e s s e d Por t land cement concrete (PCL'j pavements. Goud performance of t h e ove r l ay , however. i s l imi t ed by the c y c l i c thermal con t r ac t ion and expansion of the concre te s labs , causing ho r i zon ta l movement a t each t r ansve r se j o i n t . This movement causes r e f l e c t i o n cracks t o occur in t h e over lay over the underlying j o i n t s , thereby reducing t h e e f f e c t i v e se rv ice l i f e of the a spha l t overlay.

New York S t a t e has experimented w i t h a new technlque ( o t h e r than convent ional a s p h a l t over lays) f o r r e h a b i l i t a t i n g d e t e r i o r a t e d PCC pavemencs. The technique involves rubb le i z ing o r crushing t h e concrete pavement i n t o 1" t o 6" p i eces and using t h i s a s a base f o r a new aspha l t pavement. The equipment used t o rubb le i ze t h e e x i s t i n g concre te pavement w a s t h e PRS, resonant pavement breaker . The PB4 d i f f e r s from most pavement breakers because i t u t i l i z e s h i g h frequency (44 impacts per second) , low f o r c e impacts (approximately 2000 l b s . ) . Other pavement breakers such a s drophammers, whiphammers, or headache b a l l s crack or crush concre te pavements by producing s i n g l e blows of enormous force. The PB4 a l s o d i f f e r s from o t h e r pavement hreakers in t h a t i t debonds t h e concre te from t h e r e in fo rc ing mesh.

Photo #I PE4 Resonant Pavement Breaker

The rubb le i z ing technique w a s t r i e d experimental ly in 1986 Qn Rte. 146, a two l a n e PCC pavement. The boncrete pavement w a s 36 years o l d a t t h e t ime of r e h a b i l i t a t i o n . The AADT on Rte. IS6 is '4,100 veh ic l e s , wi th 5% t rucks . The pavement w a s 8" t h i c k a t the shoulders and tapered t o 7" a t t h e c e n t e r l i n e . The s l a b s contained s t e e l mesh reinforcement and t ransverse j o i n t s were spaced a t 95 ' i n t e r v a l s . The pavement was cons t ruc ted on 12" of subbase, however a few non-draining l o c a t i o n s were encountered. The t r a v e l l a n e s were 11' wide f o r a ma!ority of t h e p r o j e c t . A sec t ion of pavement from a 26 year old pro!ect was a l s o included. This 300 f t . sec t€on a t the west end of t h e p r o j e c t had two 12 f o o t l a n e s , and was 9 inches th i ck wi th 60 E t . long s l a b s .

1

CONSTRUCTJnN SEQUENCE

Shoulders

The i n i t i a l cons t ruc t ion opera t ion involved removing t h e e x i s t i n g shoulders 8" deep t o t h e bottom of the pavement s l a b , approximately 8 ' wide, t o day l igh t both s i d e s . A crushed s tone subbase course (Type 11, Item 304.03) was used t o r ep lace che shoulder m a t e r i a l c r e a t i n g a f r e e dra in ing s e c t i o n from shoulder t o shoulder once t h e pavement was f r ac tu red . The o r i g i n a l 11' t r a v e l lanes were a l s o widened t o 1 2 ' using t h i s crushed s tone . A "bath tub" s e c t i o n , in terms of d ra inage , would be c rea t ed i f the pavement w a s crushed and the e x i s t i n g shoulders remained. Once t r a v e l lane cons t ruc t ion w a s completed, a d d i t i o n a l crushed s tone and a s p h a l t cement concre te were used t o r econs t ruc t t h e shoulders.

Crushing Operation (Rubbellzing P.C.C. Pavement)

The uniaue aspec t of t h i s r e su r fac ing con t r ac t was t h e use of a resonant pavement breaker t o reduce the concrete pavement to a crushed s tone l i k e m a t e r i a l s u i t a b l e f o r overlaying. The resonant pavement breaker (PB4) u t i l i z e s power t ransmi t ted through a 6.5"x18", 1 2 f o o t long forged s t e e l beam. A t t h e back end of t h e beam, h y d r a u l i c a l l p dr iven eccer i t r ic weights convert c i r c u l a r motion i n t o v i b r a t o r y motion t ransmi t ted t o t h e breaking shoe a t t h e front of t h e machine. The breaking shoes moves through an amplitude of 1.25" t o 1 . 5 " a t a r a t e o f 44 impacts per second. The high frequency, 10W amplitude oE movement, and t h e r e l a t i v e l y low impact s t r l k i n g f o r c e , is s a i d t o minimize the e f f e c t on underground u t i l i t i e s o r foundat ions.

Photo C2 PB4 rubble izes concre te pavement lane

ad jacent t o previous days cons t ruc t ion

2

Compacting the Crushed Pavement

The equipment o r i g i n a l l y spec i f i ed to compact t h e crushed pavenent was a s t a t i c , s t e e l drum r o l l e r (10 tons) . A dua l drum v i b r a t o r y r o l l e r w a s a v a i l a b l e and used in t h e s t a t i c and v i b r a t i n g mode. The v i b r a t o r y mode gave b e t t e r r e s u l t s . The v i b r a t i n g drum kneaded t h e broken p i eces toge ther and produced a s u r f a c e s u i t a b l e f o r overlaying. The dua l drum o r s i n g l e drum v i b r a t o r y r o l l e r was used f o r the remainder of t h e p r o j e c t , wi th f o u r passes being judged as adequate compaction. The rubber tire paver had no t roub le opera t ing on t h e compacted ma te r i a l . In a few c a s e s , p a r t i c u l a r l y a t t r ansve r se j o i n t s . t h e r e in fo rc ing mesh came KO t h e su r face a f t e r crushing. Any mesh exposed above t h e su r face w a s c u t o f f f l u s h us ing hand t o o l s . A t a few m i d s l a b l oca t ions and a t t r ansve r se j o i n t s , p a r t i a l depth a s p h a l t patches were removed and replace6 with crushed s tone.

Asphalt Overlay

The o r i g i n a l concre te pavement w a s crushed and compacted, and used as a base f o r an a s p h a l t pavement. A 300 f t . f u l l depth removal area w a s l o c a t e d approximately in t h e middle of t h e two mile p r o j e c t .

The a spha l t pavement courses are given i n t h e t a b l e below. The a s p h a l t paver operated off a s k i f o r grade con t ro l . A c o n t r o l s ec t ion of 300 f t . ad:acent t o t h e f u l l depth removal a r e a w a s l e f t -unbroken rece iv ing a 4.5" a s p h a l t overlay.

/ h

Asphalt Pavenent mic-3 !inches)

Location Length Paveumt zayers* Shdders 1st 2nd 3rd 4th Total stone A.C. -

FkstErd 4ooo' 1.5" Binder 1.5" Binder 1.5" Top - 4.5 - 4.5" East End 6500' 1.5" Binder 3.0" Base 1.5" BMer 1.5" Tap 7.5 3.5" 4.0"

"Layers represent deme graded, ccmpacted overlay causes. Cross slope: of pavwent = 114"fFt.. of shadders = 3Ih"fFt.

. ., .

Photo 83 Asphalt pavement being constructed over crushed and compacted concrete pavement

3

T r a f f i c Pro tec t ion

Rubbleizing w a s l imited t o one lane a t a time. The crushing opera t ion u t i l i z e d one machine which completed approximately 1 /2 mile, per lane, p e r day. T r a f f i c w a s d i r e c t e d over the adjacent l a n e a s crushing continued, using f l a g persons a t each end. Before t h e completion of each days cons t ruc t ion , the crushed pavement lane w a s over la id with 1.5" of dense binder. This allowed t r a f f i c on both lanes overnight and held t h e rubble in place u n t i l f u r t h e r l a y e r s could be placed. The p a t t e r n w a s reversed t h e following day. The 1 / 2 mile por t ion of t h e eastbound lane w a s crushed and over la id one day, and the adjacent westbound l a n e w a s completed the nexr day.

CONSTRUCTION OBSERVATIONS

Water trapped i n t h e subbase below any pavement is a s e r i o u s problem. When concrete pavements are unbroken, t h e s l a b s will "bridge" over weak, w e t subbase loca t ions . However, when t h e pavement w a s crushed i n place in to coarse aggregate s ize p ieces , and w e t a r e a s ex i s t ed below i t , the crushed pavement quickly became unstable . Heavy construct ion equipment def lec ted the uns tab le pavement s e v e r a l inches. Any overlay placed over t h i s condi t ion quickly developed deep wheel ruts. In these cases , subbase drainage w a s ABSOLUTELY necessary t o dry out the subbase and s t a b i l i z e i t along with-any pavement layers above i t . Wet a r e a s were discovered a f t e r crushing the pavement and excessive de f l ec t ions occurred under heavy cons t ruc t ion equipment. In one known w e t a r e a , the pavement was only p a r t i a l l y crushed t o help bridge t h e unstable subbase, i n add i t ion s tone weeps were provided f o r drainage.

Production

I n i t i a l l y , t h e machine w a s operated a t a r e l a t i v e l y slow speed ( l e s s than 1 mph). A t t h i s slow apeed, i t w a s assumed t h e PB4 would only r equ i r e one pass over each a r e a t o f r a c t u r e t h e pavement. However, the PB4 was not designed t o operate a t slow speeds, and a t 1 mph. the machine experienced excessive v ib ra t ions . I t was agreed t o experiment wi th f a s t e r breaking speeds, however, two passes were required over each area t o be broken. Two passes resu l ted in a crushed s tone mater ia l meeting t h e spec i f i ca t ions , bu t a t a slower production r a t e . The average production achieved w a s approximately 245 s.y. t o 290 s.y./hr.

c o s t

The p r i c e b i d f o r t h e crushing operat ion w a s $2.25/sq.yd. Davement crushed was 25.800 sa. vds. I

The t o t a l quan t i ty of

The s l a b breaking p a r t e r n d i d have. some e f f e c t on t h e end product. Af te r experimenting with s e v e r a l d i f f e r e n t p a t t e r n s , i t was determined t h a t s t a r t i n g a t a f r e e edge (shoulder) and working inward t o the longi tudina l j o i n t produced the b e s t r e s u l t s . Following t h i s p a t t e r n provided " r e l i e f " o r c rea ted room f o r expansion of t h e concrete pavement. For the two lane pavement, t h e complete breaking p a t t e r n w a s as follows: Begin a t the shoulder, breaking inward t o t h e l ong i tud ina l j o i n t . The following day, begin a t the longi tudina l . joint adjacent t o t h e previous day work, and break outward t o the o ther shoulder.

The PB4 crushed n i c e l y a s long a s i t snaped of f a 6" edge from a l a r g e s l a b . However, when crushing began a t the long i tud ina l j o i n t and moved outward, t h e s l a b continued t o g e t narrower u n t i l i t w a s only a t h i n s t r i p . The machine couldn ' t snap o f f a 6" edge from a 2 ' w i d e s t r i p , which created 1' -2 ' square p ieces a t one shoulder . There w a s phys ica l ly no way t o avoid t h i s s i t u a t i o n which is descr ibed as "slabbing". therefore i t w a s minimized by following t h e breaking p a t t e r n descr ibed above. The v i b r a t i n g nature of the breaking shoe couldn ' t c rush ind iv idua l 2' pieces , i t simply d r ives t h e m down i n t o the subbase

Creat ing a Buffer Zone To Separate Crushed Lanes

The cons t ruc t ion sequence of the p ro jec t involved rubbleizing one of the two l a n e s and over lay ing t h i s w i t h a spha l t the same day. "he f i r s t 1 1/2" dense binder course w a s placed a t t h e end of each day t o cover the crushed pavement allowing t r a f f i c over t h i s lane a t night . The following day, the adjacent lane was crushed t o match the previous days production and overlaid. I t w a s found (c] t h a t i f t h e two l a n e s were not separated by crushing a t h i n s t r i p between them, "

t h e v i b r a t i o n of crushing t h e second l a n e adversely e f f e c t s the overlay placed ad!acent t o it. Therefore , t h e f i r s t l anes rubble iz ing w a s exceaded 6" i n t o t h e ad jacent l a n e t o prevent damaging t h e a spha l t overlay.

CONSTRUCTTOR MONITORING

Seismic Tes t ing

The v i b r a t i o n l e v e l s c rea ted by t h e PB4 and v ib ra to ry r o l l e r were measured dur ing cons t ruc t ion using seismic equipment. The purpose of t h i s t e s t i n g was t o determine t h e poss ib l e harmful e f f e c t s of t h e pavement breaking operat ion on s e n s i t i v e o b j e c t s such a s buried u t i l i t i e s o r foundations. Seismic measurements were taken a t s e v e r a l p r o j e c t loca t ions . The PB4 crea ted v ibra t ions measured a t ,,-~-, I.S"/sec. o r less. The v ib ra to ry r o l l e r produced earthborne v ib ra t ions a t a

@ maximum of 2.5"/sec. In general , t h e pavement breaker produced s l i g h t l y lower ve loc i ty and amplitude v i b r a t i o n s than t h e v i b r a t o r y r o l l e r . t h e PBS does no t c r e a t e a g rea t e r hazard t o buried objec ts than t h e v i b r a t o r y r o l l e r . (See S e i s m i c Resul t s in t h e Appendix and AASHTO R8-81.)

Deflect ion Tes t ing

Pavement d e f l e c t i o n s were monitored following t h e crushing operat ion and continued a s subsequent a spha l t l a v e r s were added. 1986, s e v e r a l a r e a s of t h e f in i shed pavement have been monitored biannually. Pavement d e f l e c t i o n s were measured using two Benkelman beams, one in each wheel path. The Benkelman beams were placed between t h e r e a r t i r e s of a dua l rimmed dump t ruck loaded t o produce a 22,400 Ib. s ing le r e a r ax le load. The Engineering Research and Development Bureau has concluded any Benkelman beam measurements below 0.020'' are considered ind ica to r s of s t a b l e conditions. The d a t a accumulated i n d i c a t e s low def l ec t ion measurements on the f inished pavement, genera l ly averaging below .020". I n a few cases , de f l ec t ion measurements recorded on "rubble" o r t r u i n g and l eve l ing courses were 0.030"-.099". but as add i t ion l aye ra of pavement were added, t h e d e f l e c t i o n s decreased t o below .020". (See Line Diagram on Page 8 and Deflect ion Data i n t h e Appendix.)

T t may be concluded

~ -___ Since construct ion in August,

5

Noise Levels

The no i se levels produced by t h e PB4 were measured around t h e machine using Sound Level Meters. D i f f e r e n t modes of operat ion were measured, including crushing , backing, and i d l i n g . Measuremefits were taken in t h e a r e a surrounding t h e pavement breaker and i n t h e ope ra to r ' s cab a t e a r he ight . (See Appendix, Noise Measurement.) In gene ra l , dur ing t h e crushing opera t ion , the measured nofse levels were h igh , approximately 103 dB(A) in a range from 15 f t . t o 25 f r . A t 50 f t . dur ing t h e crushing ope ra t ion , t h e no ise l e v e l decreased t o between 91 dB(A) - 95 dB(A). Due t o t h e asymmetrv of t h e u n i t , n o i s e l e v e l s were higher on t h e s i d e c l o s e r t o t h e breaking head ( r i g h t s i d e ) . A l i s t of common indoor and outdoor no i se levels is included in t h e Appendix f o r comparison.

Gradation of Crushed Pavement The grada t ion of t h e crushed concre te pavement can be separated i n t o two ca t egor i e s . In gene ra l , t h e concrete above t h e r e i n f o r c i n p mesh was crushed i n t o smaller s i z e pieces . The s i z e of crushed ma te r i a l above t h e mesh averaged 1" t o 2" (almost 75X passed t h e 1 1/2" sieve and 5OZ passed t h e 1" s i e v e ) . The breaking energy of t h e PB4 w a s d i s s ipa t ed a t t h e mesh l e v e l Imidslab), producing l a r g e r s i z e p i eces in the bottom 4" l a y e r . Approximately 15X was l a r g e r than 4" (40% below t h e mesh w a s g r e a t e r than 2". only 209; passed the I" s i e v e ) . The s p e c i f i c a t i o n f o r crushing pavement required t h e major i ty oE broken p i eces t o be 1" t o 2", t h e l a r g e s t not t o exceed 6" (See s p e c i f i c a t i o n in the Appendix). The PB4 did meet these requirements. However, due t o the na tu re o f resonant breaking a c t i o n causing "slabbing", some p ieces up t o 12" were prnduced at one edge. Test ho les ind ica t ed t h a t t h e pavement w a s completely debonded from the r e in fo rc ing mesh. (See Rubble Gradation on Page 7 . )

Photo #4 Gradation of t h e crushed concrete pavement

(12" r u l e r f o r s c a l e )

POST CONSTRUCTION

Crack Survey

Twelve and eighteen months after construction, reflective cracks were surveyed. In general, the rubbleizing technique was very successful in eliminating transverse reflective cracks. Experience has shown that transverse joints would reflect through the asphalt overlay during the first winter. Two transverse cracks were recorded, one at the beginning and end of the project. marking the transition from broken to unbroken slabs. Transverse reflective cracks found in the control section are expected because the unbroken slabs continue to cause thermal movement at the underlying transverse joints. No longitudinal reflective cracking was found at the centerline or where the pavement was widened from 11' to 12' travel lanes. Reflective crack monitoring will continue.

Deflection Monitoring

The Engineering Research and Development Bureau has continued to monitor long term pavement deflections i n areas evaluated during construction. The data accumulated after 12 months is very promising. Deflection measurements recorded on the finished pavement are below .020", the criteria Research has established as indicating stable conditions. Deflections are taken each spring and fall, and the trend shows the crushed pavement continues to be stable. Research will continue to follow deflections i n the designated areas until a deflection history is established.

In sections 1 & 2 , the initial deflection data ranges from .050"-.IO" for measurements taken on the rubble or first truing and leveling course. This happened to be an area with water trapped below the pavement. After drainage was added and the remaining pavement layers were completed, the deflections came down below ,020" and.continue to stay low. Section 3 , 4 , 5 all have low deflection numbers for the finished pavement, below .020". (See Deflection Data i n the Appendix.)

N ROUTE 146 (are. 9 - m. 236)

7 * 5" 6.5''

e6 a' \ \

I C

4

4.5" ?

/ ' 0 A I 1-

A . C . I 4.5" 4 .25" 3.5"

-To Route 9 e* 0' 0"

f '. ' Deflections-Section 3 gkd;; _I

A . C . I- 1.5"T6L,1.5"Binder,l.5"Top A. C . 11- 3.O"Base ,3.O"Base , 1 .5"Binder, 1 .5"Top A.C. 111- 1.5"T6L ,3.O"Base, 1. 5"BinderI 1.5"Top

0 - Core Location - Total A.C. Thickness >

. . 1, A . C . I . LJ- 4

A / /

4.5"

OK 1-1

4.5" 4 .25" 3.5"

-To Route 9 e* 0' 0" '. ' Deflections-Section 3 ' . f gkd;; _I

1

1 1 4 4 d I I B

31' I I

A.C. 111 A.C. I -y-A.C.II

8' ad I \ t I 1 - A 0 6

I

I \ * 1 Full I Unbroken IDepth I

1

Removal

A . C . 111 I

(Extra T6L) --I

m t

... t

'Deflections -Sect.l&2 Section 4 I

CONCLUSIONS

As a r e s u l t of cons t ruc t ion observa t ions and followup performance surveys. t h e fol lowing conclus ions have been reached:

1 )

3)

4)

The Resonant Pavement Breaker is capable of reducing an e x i s t i n g concre te pavement into coa r se aggregate s i z e p i eces s u i t a b l e f o r compaction as a base f o r another pavement.

No r e f l e c t i v e c racking has appeared a t t r ansve r se j o i n t s in t h e ruhble ized a r e a s a f t e r 18 months. Cracking in t h e a s p h a l t pavement has a l s o been e l imiua ted a t t h e l o n g i t u d i n a l j o i n t where travel lanes were widened.

The d e f l e c t i o n d a t a and f i e l d observa t ions show t h e rubbleized base is providing adequate suppor t t o da te . No s e t t l e m e n t s , r u t t i n g , o r c racking has been noted in t h e rubbleized a r e a s a f t e r 18 months.

Seismic t e s t i n g dur ing cons t ruc t ion showed v i b r a t i o n s produced by t h e PB4 w e r e 1.5"/sec. maximum. The PB4 pavement breaker does not c r e a t e a g r e a t e r hazard t o bu r i ed o b j e c t s than t h e v i b r a t o r y r o l l e r . The v i b r a t i o n s produced by t h e pavement breaker a r e i s o l a t e d t o t h e area below and immediately ad jacen t t o t h e breaking shoe.

Noise measurements dur ing cons t ruc t ion i n d i c a t e e a r p ro tec t ion is requi red of any worker i n o r nea r t h e pavemenc breaker . Sound l e v e l s a r e comparable t o heavy c o n s t r u c t i o n equipment.

The compacted crushed pavement is capable of support ing paving equipment, cons t ruc t ion equipment and c ross access . { WL -if&~-+-~k(pW.L,$$

Both a s p h a l t pavement th ickness (4.5", 7.5"). used t o cover t h e rubbleized pavement a r e performing w e l l t o date .

T r a f f i c can be maintained in one lane as crushing and overlaying cont inue in t h e ad jacen t lane.

The a s p h a l t ove r l ay in t h e unbroken c o n t r o l s e c t i o n developed r e f l e c t i v e c racks a t transverse j o i n t s w i th in s i x months a s an t i c ipa t ed .

Edge d r a i n s o r stone weeps a r e necessary when non-draining subbase a r e a s a r e encountered.

The forward r a t e of speed of t h e PB4 can in f luence t h e degree of breaking.

A 6" crushed s t r i p should be l e f t between l anes t o sepa ra t e them. This b u f f e r s t r i p reduces t h e e f f e c t of v i b r a t i o n s from one lane t o t h e next .

&'yq e P d m & w Recommendations

The Mate r i a l s Bureau w i l l cont inue t o monitor t h e performance of t h e a s p h a l t pavement.

The c u r r e n t s p e c i f i c a t i o n is being rev ised by t h e Materials Bureau t o r e f l e c t f i e l d experience from t h i s p r o j e c t .

Due t o t h e success of t h e crushing opera t ion , continued low d e f l e c t i o n readings and o v e r a l l good'perfonnance t o d a t e , t h i s technique is recommended as a pavement r e h a b i l i t a t i o n a l t e r n a t i v e .

n

APPENDICES

APPENDIX A

RUBBLEIZING SPECIFICATION

I T 3 18502.75 - RUBBLEIZIXC EXISTIYG PORTLAND CEMEZIT CONCT(ETF e . d v m ”

DESCRIPTION

Under t h i s i t em, the Contzac tor s h a l l rubb le i ze .and compact t he e x i s t i n g P o r t l a n d cement conc re t e pavement w i t h i n the payment l i n e s shown on t h e c o n t r a c t p lans .

UTEXIALS

None s p e c i f i e d

CONSTXUCTION DETAILS

The e x i s t i n g pavement s h a l l be rubble ized w i t h a s e l f conta ined , self p r o p e l l e d resonant f requency pavement breaking u n i t capable of producing low ampl i tude , 2000 foot-pound b l o w s a t a r a t e of 44 p e r second. The u n i t s h a l l a l s o be equippad w i t h a wa te r system t c suppress d u s t gene ra t ed by t h e r u b b l e i z i n g 2perar ion . The o p e r a t i n g speed of t he u n i t s h a l l be such t h a t t h e e x i s t i n g pavement is rubb le i zed i n t o p a r t i c l e s ranging from sand s i z e d t o

e x c e e d i n g @ i n c h e s in 1-argest dimension. t he ma jo r i ty b e i n g i n s i z e . ‘idhdC

P r i o r t o p l ac ing t h e i n i t i a l a s p h a l t conc re t e o v e r l a y course , t h e r u b b l e i z e d pavement s h a l l be compacted w i t h 8 passes of a smooth s t e e l wheel r o l l e r hav ing a nominal g r o s s v e i g h t of no t less than 10 tons and which e x e r t s a minimum f o r c e of n o t l e s s t han 300 pounds-per-inch-of-width on t h e compression roll f 2 c e s . The r o l l e r s h a l l be opera ted a t a sueed no t t o exceed 6 f e e t p e r second. Any depres s ions . one i x h o r g r e a t e r , t h a t r e s u l t from t h e compaction e f f o r t s h a l l b e f i l l e d w i t h Type CAI Coarse Aggregate, Type CA2 Coarse Aggregate o r Type 2 Subbase Coarse. F i l l e d dep res s ions s h a l l be compacted w i t h t h e same ro l l e : and compactive e f f o r t p rev ious ly descr ibed .

Welded w i r e mesh re inforcement in t he rubble ized pavement s h a l l b e l e f t in p l a c e . However. any mesh exposed a t t h e s u r f a c e as a r e s u l t of r u b b l e i z i n g a n d / o r compaction o p e r a t i o n s s h a l l be c u t o f f and removed from t h e s i t e .

Except a t c ros sove r and/or a c c e s s po in t s ( i n t e r s e c t i n g s t r e e t s , dr iveways, e t c . ) , t r a f f i c ;rill n o t be al lowed on the rubble ized pavement b e f o r e t h e i n i t i a l a s p h a l t ove r l ay c o u r s e is i n p l ace . In no i n s t ance s h a l l more than 48 h o u r s e l apse bett.-een rubbleizi . :g t he e x i s t i n g pavement and placement of t h e i n i t i a l a s p h a l t Concrete o v e r l a y c x r s e . However, i n the event i t r a i n s between t h e s e o p e r a t i o n s . t h i s t ime l i m i t a t i o n may be waived t o a l l o w s u f f i c i e n t time f o r t h e r u b b l e i z e d pavement t o d r y o u t t o t h e s a t i s f a c t i o n of t h e Engineer .

Crossove r and lo r access p o i n t s s h a l l be maintained i n the same compacted s t a t e as non-accessible a r e a s u n t i l t he i n i t i a l a s p h a l t conc re t e o v e r l a y c o u r s e is placed. accomplished as ordered by t h e Engineer.

Maintenance of c ros sove r and/or access p o i n t s shall be

1 a € 2

These preceding o p e r a t i o n s should b e scheduled a f t e r widenins and shou lde r work h a s been progressed up t o t h e e l e v a t i o n of t h e e x i s t i n g pavement g rade . These a r e a s can t h e n be u t i l i z e d t o suppor t t h e resonanz frequency pavement b r e a k i n g u n i t wh i l e t h e e x i s t i n g pavement is be ing rubbleized and can be completed in con junc t ion w i t h t h e placement of a s p h a l t concre te c o u r s e s aver t h e compacted rubb le i zed pavement.

,NETHOD O F MEASURE.XENT

The q u a n t i t y t o be measured under t h i s icem s h a l l be t h e a c t u a l oumber of s q u a r e ya rds of e x i s t i n g P o r t l a n d cement c o n c r e t e pavement rubb le i zed .

BASIS OF PAYNEXT

The u n i t p r i c e b i d pe- sqi 'are ya rd s h a l l i nc lude the c o s t of f u r n i s h i n g all l a b o r , mater ia l s and equipment n rces sa ry t J :ubbleize, suppress d u s t , fill d e p r e s s i o n s , remove ex?osed mesh, compact and Paintain t h e compacted c o n d i t i o n of the e x i s t i n g pavement b e f o r e t h e i n i t i a l a s ? h a l t conc re t e o v e r l a y cour se is p l a c e d .

1/86

2 of 2

- APPENDIX B

DEFLECTION DATA

..

.

. .. I q

I

I I.

, I

I

.I I I 1 .

.

P-J

..

.

..

.. .

. W

I- + +

1

a

I I

I I

I

'i' : I .

. ..:e

. .

.

..

.-

Ld

'I- C

! fL3

;cL I I :,? i

' '

. Im

.'

..':.:]>

..

..

.. '

. . ..

'. .'I- 'm

. . ., ;.'

.'E

I 4

I I

..

.

.

. .

: LL-3 .

.

. .

.

..

I I

APPENDIX C

SEISMIC MONITORING OF VIBRATIONS

TO:

FROM:

Sui3 JECT :

DATE :

M E M O R A N D U M DEPARTMENT OF TRANSPORTATION

Edward A. Fernau, Assoc ia t e Soils Engineer

Joseph G. Jones , A s s i s t a n t Engineer ing Geologis t

SEISMIC MONITORING OF VIBRATORY PAVEMENT RREAKER PIN 1085.16.301 SARATOGA COUNTY TOWN OF CLIFTON PARK RTE. 146

- J’i.J

October 8. 1986

On August 5 , 12 and 13, 1986, J. G. Jones , A s s i s t a n t Engineer ing Geo log i s t , M. P. V i e r l i n g , A s s i s t a n t Engineer ing Geologis t and T. Bender, A s s i s t a n t Soils Engineer , a l l of Main O f f i c e Soils monitored v i b r a t i o n l e v e l s due t o t h e o p e r a t i o n s of a v i b r a t o r y pavement breaker on R t e . 146 i n C l i f t o n Park. The purpose of t h e moni tor ing w a s t o determine t h e p o s s i b l e e f f e c t of t he pavement breaking p rocess on s e n s i t i v e o b j e c t s such as ceramic o r cement p i p e s which might be b u r i e d benea th the road.

Moni tor ing was c a r r i e d o u t a t s e v e r a l l o c a t i o n s a long the l e n g t h of t h e p r o j e c t . The b a s i c moni tor ing c o n f i g u r a t i o n is descr ibed in Figure 1 and t h e r e s u l t s t a b u l a t e d i n Table 1. Figure 2 g ives graphs of ampli tude VS.

d i s t a n c e f o r s e v e r a l l o c a t i o n s . wh i l e Table 2 and Figure 3 g ive comparison r e s u l t s from a v i b r a t o r y r o l l e r used as a fo l low up t o t h e pavement b reake r .

The f requency of t h e waves o r i g i n a t i n g wi th the v i b r a t o r y pavement b reake r was approximate ly 45 HZ, while t h e v i b r a t o r y r o l l e r gave about 30 HZ.

I n g e n e r a l , t h e pavement b reake r y i e lded a s l i g h t l y lower v e l o c i t y and ampl i tude than t h e v i b r a t o r y r o l l e r . Also, t h e f a l l o f f w i th d i s t a n c e of v i b r a t i o n l e v e l s w a s a t l e a s t as f a s t wi th t h e pavement breaker as w i t h the v i b r a t o r y r o l l e r . I t may be concluded t h a t t h e pavement breaker does no t c r e a t e a g r e a t e r hazard t o bu r i ed o b j e c t s than t h e v i b r a t o r y r o l l e r .

1

Table 1

Date: 8/13/86; Locat ion: 100' Eas t of E I C T r a i l e r E.B. Lane O f f s e t from Rd. 0.5' , breaker f o o t 0.5' from pavement edge.

Actua l Dis tance Veloci ty

(-1 50 (-1 40 (-1 10

1 10 40 5 0 90

100

0.25 i n f s e c 0.3 1.0 1.4 1.0 0.35 0.3 0.1 0.1

Date: 8/12/86; Location: S t a t i o n 92.40 E.B. Lane O f f s e t from Rd. 5', breaker f o o t on edge of pavement.

Ac tua l Dts tance Ve loc i ty

(-1 50 0.5 i n / s e c (-1 40 0.6

5 . 1.1 50 0.45

100 0.1

Date: 8/12/86; Locat ion: S t a t i o n 92.40 E.B. Lane O f f s e t from Rd. 20', breaker f o o t 1' (appro%.) from edge of pavement. Geophone was on rock.

Ac tua l Dis tance Ve loc i ty

(-) 102 (-1 54

2 1 5 4

102

0.05 i n / s e c 0.15 0.20 not obtained 0.05

Date: 8/5/86; Locat ion: S t a t i o n 23MO E.B. Lane O f f s e t from Rd. 10'. breaker f o o t 1' from pavement edge.

Ac tua l Dis tance Ve loc i ty

(-1 100 (-1 5 2

11 5 2

0.1 0.3 1.05 0.3

2

Date: 8/5/86; Locat ion: S t a t i o n 23+00 E.B. Lane Of f se t from Rd. l', breake r f o o t 4 ' from edge of pavement.

A c t u a l D i s t ance Ve loc i ty

(-) 100 (-) 50

5 50 100

0.1 0.5 1.1 0.7 0.35

Date: 8 /5 /86; Locat ion: S t a t i o n 23+00 Offset from Rd. 4 ' . breake r f o o t on edge of pavement.

A c t u a l D i s t ance Ve loc i ty 1st Run V e l o c i t y 2nd Run

(-) 100 0.1 i n l s e c 0 .1 i n l s e c (-1 50 - 0.6 0.6

1 1.35 1.3 50 0.6 0.6 100 0.1

Date: 8/5/86; Locat ion: S t a t i o n 23+00 E.B. Lane O f f s e t 30' from edge of pavement, b reake r foo t n e a r edge of pavement, Goephone i n sand bank.

Actual Di s t ance V e l o c i t y

30

104 5a

1.0 i n l s e c 0.4 0.15

3

Table 2

Date: 8/13/86; Location: 100' East of E . I . C . Trailer E . B . Lane. Geophone 10' from edge of pavement. Vibratory ro l ler from west.

Actual Distance Velocity

(-) 100 (-1 5 1

10 51 100

0.15 in lsec . 0.6 2.0 0 . 6 0.1

Date: 8/13/85; Location: 100' East of E.I.C. Trailer E . B . Lane. Geohone at edge o f pavement. Vibratory ro l l er from west.

Actual Distance Velocity

0.1 in/sec. 0.1 1 . 5 1 . 6 2.1 2.5 2.0 1.35 1.1 0.15 0.1

JGJ:NLW

APPENDIX D

NOISE MEASUREMFNT DATA

NOISE MEASUREMENT DATA MATERIALS BUREAU RTC RESONANT PAVEMENT BREAKER

BACKGROUND LEVEL (no t r a f f i c ) : 5 8 d B A BACKGROUND LEVEL ( w / t r a f f i c @ 25'): 78dBA (max.)

IDLING MODE:

2 5 ' 50'

L E F T - 76dBA 70dBA

BACKING MODE ( w / w a r n i n g beeper):

LEFT. - 10' 25 ' 50'

BREAKING MODE:

15' 25' 50'

OPERATOR EXPOSURE (CAB) :

B r e a k i n g B a c k i n g

RATE OF TRAVEL:

B r e a k i n g Backing

94dBA (max. ) 9 l d B A (max.) 89dBA (max.)

L E F T - 1 0 3 d B A (max. )

97dBA (max.) 9 l d B A (max. )

93dBA 84dBA (ma%.)

150 Ft/Min. 530 Ft/Min.

RIGRT -

RIGHT -

RIGHT - -

1 0 3 d B A Imax.) 9 5 d B A (max.)

AUGUST 4, 1986

, . . , . . . . . . ..

COMMON OUTDOOR NOISE LEVELS

--

--

--

--

--

--

Je t Flyover at 1000 ft

7 1 1 0

--loo

-- 90

-- 80

-- 70

60

5 0

40

30

20

10

- L o

Gas Lawn Mower at 3 ft

Diesel Truck at 50 ft

Noisy Urban Daytime '

Gas Lawn Mower at 100 ft

Commercial Area

Heavy Traf f ic at 300ft

Ouiet Urban Oaytime

Quiet Urban Nighttime

Quiet Suburban Nighttime

Quiet Rural Nighttime

COMMON INDOOR NOISE L E V E L S

Rock Band ,-

Inside Subway Train (New Yorkl

Food Blender a t 3 ft

Garbage Disposal at 3 f t Shouting at 3 f t

Vacuum Cleaner a t 10 ft

Normal Speech at 3 f t

Large Business Office

Dishwasher Next Room .-

Small Theatre, Large Conference Rcom (Background) Library

Eedroom at Night Concert Hall (Background)

Broadcast and Recording Siudio

Threshold of Hearing *

Figure 2 . Common indoor and outdoor noise levels.

6