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GEORGIA DOT RESEARCH PROJECT 8906 FINAL REPORT 
 
. I' 
 
CEMENT MODIFICATION OF . MICACEOUS SUBGRADE SOILS IN GEORGIA 
 
OFFICE OF MATERIALS AND RESEARCH RESEARCH AND DEVELOPMENT BRANCH 
iI 
 
 TECHNICAL REPORT STANDARD TITLE PAGE 
 
1. Report No. FHWA-GA-02-8906 
 
2. Government Accession No. 
 
4. Title and Subtitle 
 
Cement Modification of Micaceous Subgrade Soils in Georgia 
 
7. Author(s) David Jared, Special Research Engineer 
 
3. Recipient's Catalog No. 
5. Report Date March 2002 
6. Performing Organization Code 
8. Performing Organ. Report No.: 8906 
 
9. Performing Organization Name and Address. Georgia Department of Transportation Office of Materials and Research 15 Kennedy Drive Forest Park, Georgia 30297-2599 
12. Sponsoring Agency Name and Address Georgia Department of Transportation Office of Materials and Research 15 Kennedy Drive Forest Park, Georgia 30297-2599 
 
10. Work Unit No. 
11. Contract or Grant No. .. 
13. Type of Report and Period Covered Final; 1993-1997 
14. Sponsoring Agency Code 
 
15. Supplementary Notes Prepared in cooperation with the U.S. Department of Transportation Federal Highway Administration 
16. Abstract The objective of this project was to study the effect of cement stabilization of micaceous soils. GDOT constructed test sections 
with subsections using varying thicknesses of cement-modified micaceous subgrade soil (CMMSS), with variations in the amount of cement used within the subsections. These /sections were compared with unmodified control sections. Lab tests performed during construction on the soil cement designs from the test sections indicated that the compressive strength of the soil improved with increased cement percentage, yet not enough to meet the. GDOT minimum requirement. Annual pavement evaluations of the test and control sections were conducted fro~ 1995 to 1997, including visual assessment, rut measurements, and falling weigh( deflectometer (FWD) testing. Also, optimal levels of CMMSS thickness and cement percentage were determined, based on the effect of these two variables on the elastic modulus of the soil and on construction costs. Per the evaluations, the cement generally appears to have strengthened the micaceous' soils to which it was added. M~l visual distresses were observed. The deflections obtained in each test section from the FWD runs' generally decreased linearly as depth of cement modification increased. Per the FWD data collected, deflections are primarily based on the thickness of the CMMSS layer and rely little upon cement percentages. As CMMSS thickness increases, elastic modulus and service life generally increase, and for each CMMSS thickness, higher cement percentages generally yield higher elastic moduli and seryice lives. It was determined to be most cost effective to use the CMMSS thickness and cement percentage where elastic modulus increases due to higher levels of these variables maximize. If the CMMSS thickness is increased to ,this level, the cement percentage should also be increased to ensure adequate compressive strength. 
 
17. Key Words Micaceous soils, soil cement, subgrade construction 
 
18. Distribution Statement 
 
19. Security Classif. (of this report) Unclassified 
 
20. Security classif. (of this page) 21. No. of Pages 
 
Unclassified 
 
78 
 
22. Price 
 
Form DOT 1700.7 (8-69) 
 
 .GEORGIA DEP~RTMENTOF TRANSPORTATION 
OFFICE OF MATERIALS AND RESEARCH 
I: Finat Report 
GDOT Research Project 8906 
Cement Modification of Micaceous Subgrade Soils in Georgia 
David M. Jared Special Research Engineer Research and Development Branch 
, March 2002 
The contents of this report reflectthe views of the author, who is responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Georgia Department of Transportation or . the Federal Highway Administration. This report does not constitute a standard, specifi,cation, or regulation. 
 
 I 
II 
 
I 
 
I 
 
i I 
 
TABLE OF CQNTENTS 
 
II I I I 
 
Section 
 
II I 
 
Executive Summary 
 
ii 
 
III 
 
List of Tables .~ 
 
: 
 
iii 
 
Ii 
1 
1.il 
 
1.0 Introduction 2.0 Objectives 
 
II 
 
II 
 
3.0 Test Site Layout 
 
, 
 
, 
 
, 
 
1 
 
1 
 
1 
 
11 
I Ii 
 
4.0 Test Section Construction 5.0 Mix Design Results 
 
;"' ~: : 
 
: :  ..  
 
I 
 
6.0 'Initial Pavement Evaluation 
 
Ii 
 
6.1 Visual Inspection and Rut Measurements 
 
2 6 6 6 
 
6.2 Falling Weight Deflectometer Testing 7.0 Optimal Levels of Cement Modification 
 
:  ;  10 12 
 
8.0 Conclusions and Recommendations 
 
    ..   13 
 
Appendices A: Test Section Layouts .R Special Provision for Test Section Construction 
 
C. GDOT Standard Specifications 300 and 301 
 
D. Rut Measurements E. FWD Nonnalized Deflections F. Elastic Moduli and Other Data from FWD Readings G. Supporting Data on Optimai CMMSS Thickness and Cement 
 
II 
 
Percentage 
 
 EXECUTIVE SUMMARY 
 
Micaceous soils of Georgia's Piedmont region pose stability problems similar to heavy clays. 
 
The objective of this project was to study the effect of using cement for the stabilization of 
 
micaceous soils. GDOT constructed test sections with subsections using varying thicknesses of 
 
cement-modified micaceous subgrade soil (CMMSS), with variations in the amount of cement 
 
used within the subsections themselves. These sections were compared with unmodified control 
 
sections. GDOT constructed three 1200-foot test sections in micaceous soils on a new 
 
construction project located in the Piedmont region, the Buchanan Bypass (State Route llUS 27). 
 
The test sections lie in the southbound outside lane. At the time of the evaluation, this section of 
 
the Bypass sustained 100,000 equivalent single-axle loads in the southbound direction. 
 
During construction, laboratory tests were perfomied on the soil cement designs for the test 
 
sections. The test results indicated that the unconfined compressive strength (fe') of the soil 
 
improved proportionally to an increase in the cement percentage used, yet not enough to meet the 
 
GDOT minimum requirement of 300 psi for fe'. This requirement might be met if the cement 
 
percentage is increased to at least 12%. Following construction falling weight deflectometer 
 
(FWD) testing was performed to determine the structural capacity of pavement layers in the 
 
control and test sections. F~ readings indicated that the control sections with no stabilized 
 
. subgrade were much weaker than the sections with cement stabilization. 
 
, 
 
Annual 
 
pavement. 
 
evaluations . 
 
of 
 
each 
 
of 
 
the 
 
test 
 
and 
 
control 
 
sections were conducted \. 
 
from 
 
1995-97, including visual assessment of pavement surface distress, m~nual rut measurements, 
 
Ii 
 
and FWD testing. Optimal levels of CMMSS thickness and cement percentage were determined, 
 
based on the effect of these tWo variables on the elastic modulus' (Me) of the soil and on 
 
construction costs. Per the evaluations, the cement generally appears to have strengthened the 
 
micaceous soils to which it was added. Minimal rutting and other visual distresses were 
 
observed. The deflections obtained in each test section from the FWD runs'generally decreased 
 
linearly as depth of cement modification increased; however, a minor increase in the overall 
 
magnitude of the deflections was observed over time, due to general wear of the pavement. Per 
 
the FWD data, deflections are primarily based on the thickness of ,the CMMSS layer and rely 
 
little upon cement percentages. 
 
As CMMSS thickness increases, Me and projected service life generally increase, and for a 
 
given CMMSS thickness, higher cement percentages generally yield higher Me and projected' 
 
service lives. The average projected service lives of nearly all test subsections remained high for 
 
the first three years of the evaluation, but began to fall thereafter. The largest drops were noticed 
 
in the subsections with lower CMMSS thickness. It was determined to be most cost effective to 
 
use the CMMSS thickness and cement percentage where Me increases due to higher levels of 
these variables maximize. It IS projected that this would occur once a CMMSS thickness of 14 in. 
 
is reached. If the CMMSS thickness is increased to 14 in., the' corresponding cement percentage 
 
should be increased to at least 12% to ensure adequate compressive strength. ' 
 
Further laboratory tests and co'st analysis of CMMSS with a thickness of 14 in. and cement 
 
percentage of 12% or more should be considered. Also, a follow up evaluation of the control and 
 
test sections should be conducted. If the service life has decreased quickly since the conclusion of 
 
the project or decreases quickly in the next 1-2 years, this may indicate that the modification 
 
serves more as an extended delay to pavement deterioration rather than as a preventive measure. 
 
11 
 
 I 
 
I, 
 
LIST OF TABLES 
 
I 
 
TABLE 
 
III 
 
1. Test Section 1 Classification and Laboratory Test Results 
 
PAGE  3 
 
2. Test Section 2 Classification and Laboratory Test Results 
 
4 
 
II'I 
 
3. Test Section 3 Classification and Laboratory TestResults 
 
5 
 
IIII, 
 
4. Test Section 1 Soil Cement Design Results 
 
 
 
7 
 
II 
I 
 
5. Test Section 2 Soil Cement Design Results 
 
 
 
 
 
..  8 
 
Ii 
 
6. Test Section 3 Soil Cement Design Results 
 
..    ..   
 
9 
 
I 
 
7. Rut Measurements from Annual Pavement Evaluations 
 
10 
 
II 
 
8. Average Deflections (mils) for CMMSS Test Sections: 1995-97 Evaluations 
 
10 
 
9. Comparison of Average Deflections in Control and Test Sections 
 
11 
 
10. Decrease in Deflections from 1995-96 
 
11 
 
11. Increase in Deflections' from 1996-97 
 
11 
 
12. Reiationship between CMMSS Thickness/Cement Percentage and 
 
Elastic Modulus/Service Life..' 
 
   ..  
 
12 
 
13. Cost per Mile for Cement Modification 
 
 
 
:..  
 
 13 
 
14. Cost Increases Associated with Increasing Cement Percentage 
 
& CMMSS Thickness 
 
: 
 
13 
 
Ii 
 
Iii 
iii 
111 
1,~ 
 
 CEMENT MODIFICATION OF MICACEOUS SUBGRADE SOILS IN GEORGIA 
 
1.0 INTRODUCTION 
 
, 
 
Extensive road building in Georgia over the last 30 years has greatly reduced the availability 
 
of Class I and II soils for subgrade construction in the Piedmont and Ridge and Valley Regions of 
 
the state. This lack of quality soils has caused significant increases in construction costs, since 
 
thicker sections of base and paving are required to bridge the poorer classes of subgrade soils. 
 
To provide better subgrade conditions in areas of highly clayey soils,' the Georgia DOT 
 
chemically stabilizes highly clayey soils with lime. The increase in bearing capacity of these 
 
soils, resulting from the lime stabilization, has allowed reductions in base and paving thicknesses 
 
and net savings of $3-$5/sq. yd. on typical sections. 
 
Micaceous soils of the Piedmont Region, however, pose stability problems similar to heavy 
 
clays, and these problems have not yet been fully addressed. Experience has shown that lime 
 
does not react well with these soils. Lime-fly ash modification of these soils could be effective 
 
in the long run, but soil strength develops slowly using this method, and immediate construction 
 
stability cQuld be a problem. The addition of lime and fly ash also increases construction costs, 
 
since, both :materials are relatively expensive and two mixing operations are involved. Cemen~, on the other hand, may offer a viable and economical alternative to lime-fly ash or 
 
.conventional design/construction procedures for micaceous soils. Laboratory experiments 
 
indicate that cement reacts favorably with most micaceous soils. Even the poorest of these soils, 
 
those with extremely low densities and high volume changes, have undergone significant 
 
physical property changes with the addition of as little as 2% cement.' 
 
2.0 OBJECTIVES The overall objective of this project was to study the effect of utilizing cement in micaceous 
soils. The specific objectives of the project are given below: 1. Construct test sections with subsections using varying thicknesses of cement-modified micaceous subgrade soil (CMMSS), with variations in the amount of cement used within the subsections themselves. Compare test sections with unmodified control sections. 2. During construction, conduc~ laboratory'tests on the soil cement designs for the test sections. Following construction, extract core specimens for additional laboratory testing and perform falling weight deflectometer (FWD) testing to determine the structural ' capacity of pavement layers in the ~ontrol and test sections. 3. Conduct annual pavement evaluations for each of the test sections and their respective control sections. The evaluations would include visual assessment of pavement surface distress, manual rut measurements, and FWD testing as above. 4. Determine optimal levels of CMMSS thickness' and cement percentage, based on the effect of these two variables on the elastic modulus of the soil and on construction costs. 
 
3.0 TEST SITE LAYOUT GDOT constructed three 1200-foot test sections in micaceous soils that represent the upper 
limits of a Class lIlA soil ahd the mid-range and upper limits of a Class IIIB soil. The new 
 
 GDOT soil classification numbers for these two classes of soil are IIB4 and IIICl/111C2/I11C3, 
 
respectively. The new classification numbers will be used in the remainder of this report. GDOT 
 
opted to construct the test sections on a new construction project .located in the Piedmont 
 
geologic region. After reviewing a number of candidate projects, the Buchanan Bypass (SR1/US 
 
27) was selected for the test site construction. 
 
A section detail for all three test sections is shown in Appendix A. The three test sections are 
 
located between the following stations: (1) 427+00 to 439+00; (2) 445+00 to 457+00; and (3) 
 
489+00 to 501+00. The test sections lie in the southbound outside lane between Milepost (MP) 
 
7.88 (north end) and MP 6.48 (south end). In 1995-96, the average daily traffic (ADT) for this 
 
II 
 
section of the Bypass in the northbound and southbound directions was 4900 and 7700, respectively, with truck percentages of 9.8% in both directions. These ADTs and truck percentages 
 
resulted in equivalent single-:axle loads of 60,000 and 100,000 for the northbound and southbound 
 
directions, respectively. \ The thicknesses of the layers in the control and test sections are shown below. 
 
All Sections 1-112 in. asphaltic concrete HE" 2 in. asphaltic concrete "B" 3 in. asphaltic concrete base 12 in. graded aggregate base 
 
Subgrades 12 in. CMMSS (Subsection 1) 9 in. CMMSS (Subsection 2) 6 in. CMMSS (Subsection 3) . 12 in~ untreated subgrade (control) 
 
The subgrade material in the three test sections was required to meet the specifications below. Soil classifications under the previous system are given in parentheses. 
1. Test Section (TS) 1 - The top 12 in. of roadbed shall consist ofa class IIB4 & IIICI (IlIA) soil having volume change properties in the range of 18-25%. 
2. TS2 - The top 12 in. of roadbed shall consist of a class IIIC2 & IIIcr (IIIB) soil having volume change properties in the range of 28-35%. 
3. TS3 - The top 12 in. of roadbed shall consist of a class IIIC3 (IIIB) soil having volume change properties in the range of37-50%. 
 
4.0 TEST SECTION CONSTRUCTION For the test section construction, a special provision was included in the Buchanan Bypass' 
construction contract (see Appendix ,B). Ellard Contracting Co., Inc., was the prime contractor for the Buchanan Bypass. Ellard subcontracted the cement stabilization work to J.A~ Long, Inc. 
To obtain the specified subgrade material for each test section, the contractor mined and stockpiled the material. First, an area with micaceous material that met the classification requirements was located by utilizing the Buchanan Bypass soil survey. Soil samples were taken from this are<!:, and classification tests were performed on these samples. If the material passed the classification requirements, it was stockpiled in an area near the test seCtion. After the material was stockpiled, classification retests ,were performed. If the material ,passed these classification retests, it could be spread over the test section. Before the micaceous soil was spread over the test section, however, the subgrade was brought within 12 in. of the final subgrade elevation. The micaceous material was then placed on the test section so that the subgrade was nearly one inch above the final subgrade elevation. 
 
2 
 
 Once the material was in place, samples were taken every 100 ft., and classification tests were performed on the samples. If the material did not pass the classification tests, construction of the test section was stopped, material was removed, and the mining, stockpiling, and placement process was repeated. If the material passed these classification tests, construction continued. Additional lab tests, viz. physical property analyses, were 'performed on the micaceous soil used in the test sections. Results from the classification and laboratory tests are shown in Tables 1-3. 
TABLE 1 Test Section 1 Classification and Laboratory Test Results 
 
Station 
 
Old New Soil . Soil 
Class. Class. 
 
427+50 III-A IIB4 428+50 III-A IIB4 
 
1.5 in. 100 100 
 
Sieve Analysis 
 
Total % Passing 
 
#10 
 
#40 
 
#60 
 
94 
 
92 
 
80 
 
95 
 
95. 
 
82 
 
.'~ , . 
Total Clay 
 
#200 
 
(%) 
 
35 
 
29 
 
- 
 
35 
 
28 
 
429+50 III-A IIB4 
 
100 
 
93 
 
92 
 
80 
 
37 
 
32 
 
430+50 III-A . IIB4 
 
100 
 
92 
 
97 
 
88 
 
37 
 
30 
 
431+50 III-A IIB4 
 
100 
 
92 
 
90 
 
78 
 
32 
 
23 
 
432+50 III-A IIB4 
 
100 
 
95 
 
89 
 
77 
 
31 
 
19 
 
433+50 III-A IIB4 
 
100 
 
97 
 
91 
 
81 
 
33 
 
22 
 
434+50 III-B IIICI 
 
100 
 
94 
 
92 
 
82 
 
36 
 
27 
 
435+50 . III-B IIICI 
 
100 
 
97 
 
91 
 
81 
 
38 
 
31 
 
436+50 III-A IIICI 
 
100 
 
95 
 
91 
 
80 
 
36 
 
27 
 
.437+50 III-A IIB4 
 
100 
 
95 
 
88 
 
77 
 
32 
 
20 
 
438+50 Station 427+50 
 
III-A 
Old Soil Class. 
III-A 
 
IIB4 
New Soil Class. 
IIB4 
 
100 
Liq. Plast. Limit Limit 
SIC* NP** 
 
95 
 
91 
 
% Volume Chane;e 
Swell Shrink Tot. 
(%) (%) (%) 
 
23.6 
 
1.7 25.3 
 
80 
Max. Dry . p (pet) 
104.8 
 
38 
Optimum Moisture 
(%) 
17.2 
 
31 
Soil Supp. pH Value 
3.9 5.0 
 
428+50 III-A IIB4 SIC' NP 23.9 
 
1.0 24.9 
 
106.0 
 
17.2 
 
2.8 5.0 
 
429+50 III-A IIB4 SIC NP 23.4 
\ 
430+50 III-A IIB4 SIC NP 24.1 
 
1.3 24.7 1.0 25.1 
 
105.8 105.3 
 
17.4 16.6' 
 
3.9 5.0 3.8 5.0 
 
431+50 III-A IIB4 SIC NP 21.7 
 
0.9 22.6 
 
104.5 
 
17.7 
 
3.9 4.8 
 
432+50 III-A IIB4 SIC NP 22.5 
433+50 III-A IIB4 SIC NP .. ta.7 
 
0.7 23.2 1.6 22.3 
 
105.3 106.8 
 
16.7 
 
3.8 4.8 
 
18.7 
 
3.6 5.0 
 
434+50 III-B IIICI SIC NP 27.1 
 
1.2 28.2 
 
105.9 
 
17.9 
 
4.0 5.0 
 
435+50 III-B IIICI SIC NP 25.8 
 
1.8 27.6 
 
105.7 
 
16.8 
 
3.9 5.1 
 
436+50 . III-A IIICI SIC NP 24.1 , 2.0 26.1 
 
105.0 
 
17.5 
 
3.8 5.0 
 
437+50 III-A . IIB4 SIC NP 22.8 
 
1.8 24.6 
 
107.1 
 
15.7 
 
3.8 5.0 
 
438+50 III-A IIB4 SIC NP 19.8 12.0 21.8 
 
107.4 
 
17.5 
 
4.2 5.1 
 
*SIC: slid in cup (non-plastic) **NP: non-plastic 
 
3 
1:11/ 
 
 TABLE 2 Test Section 2 Classification and Laboratory Test Results 
 
Station 
 
Old. New Soil Soil Class. Class. 
 
445+50 III-B IIIC3 
 
446+50 III-B IIIC3 
 
447+50 III-B IIIC3 
 
448+50 III-B IIIC3 
 
449+50 III-B IIIC3 
 
450+50 II-B IIIC3 
 
451+50 III-B IIIC2 
 
452+50 III-B IIIC3 
 
453+50 III-B IIIC3 
 
454+50 III-B lIB3 
 
455+50 III-B IIIC3 
 
456+50 III-B IIIC3 
 
Station 
.445+50 
 
Old Soil Class. 
III-B 
 
New. Soil Class. 
.IIIC3 
 
446+50 III-B IIIC3 
 
447+50 III-B IIIC3 
 
448+50 III-B IIIC3 
 
449+50 III-B IIIC3 
 
450+50 II-B . IIIC3 
 
451+50 III-B IIIC2 
 
452+50 III-B IIIC3 
 
453+50 III-B . IIIC3 
 
454+50 III-B 1m3 
 
455+50' III-B IIIC3 
 
456+50 III-B IIIC3 
 
1.5 in. 
100 100 100 100 100 100 100 100 100 100 100 100 
 
Liq. Plast. Limit Limit 
 
41 
 
10 
 
42 10 
 
42 10 
 
42 
 
11 
 
37 
 
9 
 
44 11 
 
43 
 
11 
 
44 12 
 
38 
 
9 
 
38 
 
7 
 
39 
 
7' 
 
41 
 
9 
 
Sieve Analysis 
 
Total Percent Passing 
 
#10 . 
 
#40. 
 
#60 
 
83 
 
93 
 
80 
 
81 
 
90 ' 
 
78 
 
84 
 
89 
 
84 
 
88 
 
87 
 
88 
 
84 
 
82 
 
84 
 
( 
 
88 
 
84 
 
88 
 
85 
 
90 
 
85 1 
 
86 
 
90 
 
86 
 
82 
 
91 
 
82 
 
79 
 
89 
 
78 
 
85 
 
88 
 
79 
 
.. 86 
 
91 
 
87 
 
% Volume Chane:e Swell Shrink Tot. 
(%) (%) (%) 
40.0 404 4404 
 
Max. Dry P (pel) 
101.9 
 
40.5 0.7 41.2 
 
lOLl 
 
38.0 4.3 42.3 
 
10404 
 
34.7 5.5 40.2 
 
lOlA 
 
38.8 3.3 42.1 
 
10404 
 
3604 3.7 40.1 
 
100.6 
 
3004 4.1 34.5 
 
101.3 
 
38.2 . 4.0 42.2 
 
103.8 
 
34.9 404 . 39.3 . 10504 
 
10.1 8.2 18.3 
 
107.0 
 
43.7 4.1 47.8 
 
102.8 
 
40.8 3.9 44.7 
 
100.0 
 
#200 37 40 39 36 32 32 35 37 46 23 23 40 
Optimum Moisture 
(%) 
1804 18.6 18.0 19.1 17.0 19.6 
-20.3 
1804 17.7 17.9 1804 17.1 
 
Total Clay (%) 
27 31 29 25 23 22 26 29 31 15 15 35 
Soil Supp. pH Value 
0.0 5.0 2.8 ' 5.0 1.7 5.2 0.0 5.1 0:0 5.0 0.0 5.3 2.3 5.0 0.0 5.3 1.7 5.1 204 5.1 1.8 5.2 1.9 4.9 
 
4 
 
 TABLE 3. Test Section 3 Classification and Laboratory Test Results 
III 
 
Old New Station Soil ' Soil 
Class. Class. 
 
1.5 in. 
 
Sieve Analysis 
 
Total Percent Passing 
 
#10 
 
#40 . 
 
#60 
 
#200 
 
Total Clay, (%) 
 
489+50 III-B IIIC3 
 
100 
 
84 
 
84 
 
76 
 
33 
 
22 
 
490+50 I1I-B IIIC3 
 
100 
 
88 
 
87 
 
81 
 
35 
 
24 
 
491+50 I1I-B IIIC3 
 
100 
 
86 
 
92 
 
87 
 
35 
 
21 
 
492+50 , III-B I1IC3 
 
100 
 
89 
 
91 
 
84 
 
33 
 
19 
 
II 
 
493+50 I1I-B IIIC3 
 
100 
 
88 
 
84 
 
77 
 
29 
 
16 
 
494+50 I1I-B I1IC3 
 
100 
 
85 
 
88 
 
79 
 
23 
 
15 
 
495+50 I1I-B IIIC3 
 
100 
 
87 
 
91 
 
86 
 
38 
 
20 
 
496+50 III-B I1IC3 
 
100 
 
86 
 
91 
 
87 
 
40 
 
35 
 
497+50 I1I-B I1IC3 
 
100, 
 
93 
 
96 
 
92 
 
52 
 
35 
 
498+50 I1I-B I1IC3 
 
100 
 
90 
 
91 
 
87 
 
36 
 
26 
 
499+50 III-B I1IC3 
 
100 
 
89 
 
90 
 
84 
 
38 
 
20 
 
500+50 I1I-B I1IC3 
 
100 
 
87 
 
89 
 
86 
 
44 
 
29 
 
,I 
I 
 
Old Station Soil 
Class. 
 
New Soil Class. 
 
Liq. Plast. Limit Limit 
 
% Volume Chanee 
 
Max. Optimum Soil 
 
Swell Shrink Tot. Dryp , Moisture Supp. pH 
 
(%) 
 
(%) , (%) (pcf) 
 
(%) 
 
Value 
 
I 
 
489+50 I1I-B IIIC3 SIC* NP** 40.0 
 
0.9 
 
40.3 101.2 
 
20.4 
 
I.7 5,0 
 
490+50 I1I-B IIIC3 SIC NP 
 
34.8 
 
1.1 
 
101.9 
 
19.9 
 
1.0 4.9 
 
491+50 I1I-B I1IC3 SIC NP 
 
41.1 
 
0.7 41.8 100.6 21.5 
 
492+50 I1I-B IIIC3 SIC NP 
 
38.5 
 
0.1 39.6 98.6 
 
20.5 
 
493+50 III-B I1IC3 SIC NP 
 
35.5 
 
0.1 35.4 96.3 
 
22.7 
 
494+50 I1I-B IIIC3 SIC NP 
 
36.7 
 
0.7 37.4 100.0 
 
19.0 
 
495+50 I1I-B IIIC3 SIC NP 
 
39.4 
 
0.7 39.8 97.0 
 
23.6 
 
496+50 I1I-B IIIC3 SIC NP 
 
41.7 
 
0.4 42.4 98.5 
 
21.8 
 
497+50 I1I-B I1IC3 SIC NP 
 
36.0 
 
, 
 
498+50 I1I-B I1IC3 SIC NP 
 
40.0 
 
0.7 
 
36.9 100.0 
 
21.1 
 
0.9 40.1 99.0 
 
21.5 
 
499+50 I1I-B IIIC3 SIC NP 
 
42.2 
 
0.1 
 
42.3 100.5 
 
20.5 
 
500+50 I1I-B I1IC3 SIC NP 
 
40.8 \ 0.1 
 
41.7 103.0 
 
20.3 
 
*SIC: slid in cup (non-plastic) **NP: non-plastic 
 
1.0 4.8 I.7 4.8 0.0 4.7 0.0 4.5 0.0 4.7 1.8 4.9 1.8 5.0 
I.7 -- 
0.0 -1.7 -- 
 
The subgrade stabilization began in September 1993 and was performed in accordance with . GDOT Standard Specifications' Section 300, General Specification for Base and Subbase Courses and Section 301, Soil Cement Construction (see Appendix C). The in-place mixin'g process was used for all three test sections. In the test section layouts, the percentage of cement used changes every 100 feet, and deviation from the specifications was required. .The specifications state that the moisture content of soil is to be adjusted to within 100-120% of 
 
Ii 
I 
 
5 
 
Ilit 
 
 optimum moisture before the required amount of cement is placed and mixed into the soil. This . method of construction, however, could not be utilized in the test sections, since by the time the cement spreader was adjusted to apply the correct cement percentage for each ~OO-foot section, the hydration process would begin before the compaction and finishing steps could be completed. Therefore, the process was changed so that the proper amount of cement was uniformly spread over the test sections and mixed into the soil first, and water was then added to adjust the moisture content to within 100-120% of optimum moisture. 
5.0 MIX DESIGN RESULTS Laboratory tests were performed on the soil cement designs for the test sections, excluding the 
control sections. The results of the tests performed on these designs are shown in Tables 4-6 on - pp. 7-9. Per the data in Tables 4-6, the addition of cement to the soil did not improve the 
strength of the material enough to meet the GDOT minimum strength reql(irement of 300 psi for the unconfined compressive strength test for soil cement. The strength of the material did, however, proportionally improve with an increase in the cement percentage used. 
Construction of the test sectiOIis was completed without any major problems. The addition of cement sufficiently reduced the volume change in the material, and hence the workability of the soil during construction was improved. Due to the reduction of the volume change in the material, the life of the pavement may be increased. If the p~rcentage of cement is increased to at least 12%, the 300-psi strength requirement might generally be met. Further laboratory tests and cost analyses need to be performed on micaceous soils with at least 12% cement stabilization. .) 
6.0 INITIAL AND ANNUAL PAVEMENT EVALUATIONS After the stabilized subgrade was in place for seven days, an attempt was made -to cut cores 
from the test sections, for additional laboratory testing. The material, however, was too weak for coring, and fell apart while being removed from the roadway. After each pavement layer was in place, trial drops with the falling weight deflectometer (FWD) on each pavement layer.. The FWD readings indibated'that the control sections with no stabilized subgrade were much weaker than the sections with. cement stabilization. Pavement evaluations consisting of visual inspection, FWD testing, and rqt depth measurement were performed on the test sections after six months (June 1994) and annually for three years thereafter. 
6.1 Visual Inspection and Rut Measurements Visual inspections conducted annually in both the control and test sections over the next 3-1/2 
years showed almost no detectable surface distress, including -load and block cracking. In conjunction with the visual inspections, hand rut measurements were performed in each annual pavement evaluation~ using a string-line and handheld rut gauge.. Although FWD measurements were taken in June, 1994, it was felt that rut measurements should be postponed until the next evaluation, which was conducted in August 1995, to allow more time for any permanent deformation to develop. Results of the rut measurements are shown in Table 7. 
6 
 
 I 
II 
I 
II 
II 
I 
I 
I 
II 
I 
~ 
II 
 
Station 427+50 428+50 429+50 430+50 431+50 432+50 433+50 
, : 
434+50 , 
435+50 Station 427+50 428+50 429+50 430+50 431+50 432+50 433+50 
434+50 
435+50 
 
TABLE 4 TestSection 1 Soil Cement Design Results 
 
Cement Amount 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
Cement Amount 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT , 
4% WITHOUT 
8% WITHOUT 
6% WITHOUT 
4% WITHOUT 
8% WITHOUT 
6% WITHOUT 
4% 
 
Swell 23.6 0.9 23.9 0.1 23.4 0.1 24.1 6.1 21.7 6.3 22.5 7.2 20.7 1.5 
 
27.1 
 
3.1 25.8 
 
0.6 
 
Maximum Dry p (pet) 
-104.8 
 
105.4 
 
106 
 
106.3 
 
105.8 
 
105.6 
 
105.3 
 
, 
 
106.2 
 
104.5 
 
105.9 
 
105.3 
 
105.9 
 
106.8 
 
106.0 
 
105.9 
 
106.0 105.7 105.7 
 
Percent Volume Change Shrink 1.7 1.1 1 0.9 1.3 0.9 1 0.9 0.9 0.3 0.7 0.1 1.6 0.6 
 
.Total 25.3 2 24.9 1 24.7 I 25.1 7 22.6 6.6 23.2 7.3 22.3 2.1 
 
1.2 
 
28.2 
 
1.3 
 
4.4 
 
1.8 
 
27.6 
 
0.6 
 
1.2 
 
. Optimum Moisture 
%) 
17.2 
 
19 
 
17.2 
 
18.2 
 
, 
 
17.4 
 
19 
 
_ 16.6 
 
17.7 17.7 18.7 16.7 17.5 18.7 16.9 
 
17.9 
 
Compressive Strength (psi) 
-- 
271 
-- 
219 
-- 
197 
-- 
225 
-- 
193 
-- 
140 
-- 
288 
-- 
 
17.0 
 
204 
 
16.8 
 
-- 
 
17.9 
 
145 
 
7 
 
 Station 445+50 446+50 447+50 .448+50 449+50 450+50 451+50 452+50 453+50 Station 445+50 446+50 447+50 448+50 449+50 450+50 451+50 452+50 453+50 
 
TABLE 5 Test Section 2 Soil Cement Design Results 
 
Cement Amount 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
Cement Amount 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
WITHOUT 8% 
WITHOUT 6% 
WITHOUT 4% 
 
Swell 40 :5.7 40.5 21.1 38 9.7 34.7 11.4 38.8 11.8 36.4 I \.8 30.4 14.7 38.2 20 34.9 18.2 
Maximum Dry p (pet) 10\.9 102.2 101.1 101.5 104.4 108.5 101.4 
, 103.7 104.4 103.6 100.6. 103.6 101.3 103.9 103.8 103.3 105.4 105.1 
 
Percent Volume Change 
 
Shrink 4.4 
 
Total 44.4 
 
0.9 
 
6.6 
 
0.7 
 
4\.2 
 
0.3 
 
2 \.4 
 
4.3 
 
42.3 
 
1.6 
 
10.3 
 
5.5 
 
40.2 
 
1.1 
 
12.5 
 
3.3 
 
42.1 
 
0.9 
 
12.7 
 
3.7 
 
40.1 
 
0.9 
 
12.7 
 
4.1 
 
34.5 
 
0.6 
 
15.3 
 
4 
 
42.2 
 
0.7 
 
20.7 
 
4.4 
 
39.3 
 
0.9 
 
19.1 
 
Optimum Moisture (%) 18.4 19.9 18.6 19.8 18 18.3 19.1 18.9 17 19.8 19.6 19.8 20.3 18.9 18.4 20 17.7 18.1 
 
Compressive Strength (psi) 
-- 
206 
-- 
143 
-- 
122 
-- 
172 
-- 
154 
-- 
154 
-- 
179 
-- 
154 
-- 
121 
 
8 
 
 1 
 
II 
I 
 
Ii 
 
TABLE 6 Test Section 3 Soil Cement Design Results 
 
I 
 
- 
Percent Volume Change 
 
Ii 
 
Station 
 
Cement Amount 
 
Swell 
 
~rink 
 
Total 
 
. WITHOUT 
 
38.5 
 
0.1 
 
38.6 
 
492+50 
 
8% 
 
6.4 
 
0.9 
 
7.3 
 
WITHOUT 
 
35.3 
 
0.1 
 
35.4 
 
493+50 
 
6% 
 
13.0 
 
0.6 
 
13.6 
 
WITHOUT 
 
36.7 
 
494+50 
 
4% 
 
14.9 
 
WITHOUT 
 
39.4 
 
495+50 
 
8% 
 
8.9 
 
WITHOUT 
 
41.7 
 
496+50 
 
6% 
 
12.1 
 
0.7 0.9 . 0.4 0.9 0.7 0.6 
 
37.4 
 
15.8 
 
39.8 
 
- 
 
9.8 
 
42.4 
 
12.7 
 
WITHOUT 
 
36.0 
 
0.9 
 
36.9 
 
497+50 
 
4% 
 
12.7 
 
1.2 
 
13.9 
 
WITHOUT 
 
40.0 
 
0.1 
 
40.1 
 
498+50 
 
8% 
 
8.9 
 
0.6 
 
9.5 
 
WITHOUT 
 
42.2 
 
0.1 
 
42.3 
 
499+50 
 
6% 
 
8.9 
 
1.2 
 
10.1 
 
WITHOUT 
 
40.8 
 
0.9 
 
41.7 
 
500+50 
 
4% 
 
13.5 
 
0.1 
 
13.6 
 
Station 
 
Cement Amount 
 
Maximum Dry p (pet) 
 
Optimum Moisture (%) 
 
Compressive Strength (psi) 
 
WITHOUT 
 
98.6 
 
20.5 
 
-- 
 
492+50 
 
8% 
 
100.3 
 
19.6 
 
159 
 
WITHOUT 
 
96.3 
 
22.7 
 
-- 
 
493+50 
 
6% 
 
97.6 
 
207 
 
125 
 
WITHOUT 
 
10.0 
 
19.0 . 
 
-- 
 
494+50 
 
4% 
 
99.2 
 
20.8 
 
99 
 
WITHOUT 
 
, 97.0 
 
23.6 
 
-- 
 
495+50 
 
8% 
 
97.6 
 
20.8 
 
177 
 
WITHOUT 
 
98.5 
 
21.8 
 
-- 
 
496+50 
 
6% 
 
98:1 
 
20.6 
 
125 
 
WITHOUT 
 
100.0 
 
21.1 
 
-- 
 
497+50 
 
4% 
 
100.6 
 
20.2 
 
103 
 
WITHOUT 
 
99.0 
 
21.5 
 
-.- 
 
498+50 
 
8% 
 
99.8 
 
20.4 
 
140 
 
II 
 
WITHOUT 
 
100.5 
 
20.5 
 
-- 
 
499+50 
 
6% 
 
98.8 
 
20.7 
 
125 
 
WITHOUT 
 
" 103;0 
 
20.3 
 
-- 
 
500+50 
 
4% 
 
99.7 
 
20.6 
 
79 
 
9 
Ilf 
 
 TABLE 7 Rut Measurements from Annual Pavement Evaluations 
 
Date of Measurement 
 
8/28/95 
 
Section No. 
 
1 
 
2 
 
3 
 
Wheelpath LIR LIR LIR 
 
Control Section Avg. (x 1/16 in.) . 
 
1 
 
1 
 
2 
 
1 
 
2 
 
1 
 
Test Section Avg. (x 1/16 in.) 
 
2 11111 
 
2/20/97 
(Re-run of 8/26/96) 
 
1 
 
2 
 
3 
 
LIR LIR LIR 
 
322211 
 
2 22 111 
 
7/22/97 
 
1 
 
2 
 
3 
 
LIR LIR LIR 
 
2 11111 
 
2 1 1 110 
 
The rut measurements indicate that the section performed well, considering the 'southbound ADT of 7700 with 9.8% trucks (100,000 ESALs). Human error likely affected the results, since some of the rut measurements decreased slightly. The highest average rut depths appear to be 2/16" in the left wheelpath and 1/16" in the right wheelpath. Complete rut measurements for the annual evaluations are shown in Appendix Dr 
 
6.2 Falling Weight Deflectometer Testing  Deflections 
The deflections obtained in each test section from the FWD runs generally decreased linearly as depth of cement modification increased, per Table 8 and Appendix E, Figure E-l. The deflections shown in Table 8 begin with the 1995 evaluation, rather than the 1994 evaluation, for consistency, since no rut measurements were taken in the 1994 evaluation per Section 6.1. Complete deflections in each section from 1994-97 are shown in Figures E-2 to E-12. 
 
TABLE 8 Average Deflections (mils) for CMMSS Test Sections: 1995-97 Evaluations 
 
Year 1995 1996 1997 
 
Test Section # 
1 2 3 1 2 3 1 2 3 
 
Control 6" CMMSS 
 
32.73* 
 
14.70 
 
20.57 
 
12.97 
 
32.67 
 
15.53 
 
23.89 
, 
15.95 
 
11.46 10:90 
 
25.82 
 
12.73 
 
31.79 19.20 , . 
 
14.63 13.12 
 
31'.<i9 
 
14.04 
 
9" CMMSS 12" CMMSS 
 
13.59 
 
11.27 
 
13.21 
 
11.01 
 
12.98 
 
11.10 
 
10.39 
 
8.44 
 
10.83 
 
9.81 
 
10.87 
 
9.42 
 
13.34 
 
11.49 
 
13.19 
 
9.51 
 
11.14 
 
10.46 
 
For each of the three annual evaluations, average deflections in the test subsections were at least 47% lower than the deflections in the control subsections. This average was computed by first comparing the control section to a 6 in. CMMSS layer, and the average increased as layer thickness increased to 9 in. and 12 in., as shown in Table 9. 
 
10 
11:; 
 
 TABLE 9 Comparison of Average Deflections in Control and Test Sections 
 
Year Test Sect. # 
 
1 
 
1995 
 
2 
 
3 
 
1 
 
1996 
 
2 
 
3 
 
1 
 
1997 
 
2 
 
3 
 
AVG.% 
 
6" CMMSS 
55.1% 37.0% 52.5% 52.0% 31.7% 50.7% . 
54.0% 31.7% 54.8% 46.6% 
 
9" CMMSS 12" CMMSS 
 
58.5% 
 
65.6% 
 
35.8% '60.3% 
 
46.5% 66.0% 
 
56.5% 
 
64.7% 
 
32.1% 
 
38.5% 
 
57.9% 
 
63.5% 
 
58.0% 31.3% 
 
63.9% 50.5% 
 
64.2% 
 
66.4% 
 
50.5% 
 
58.4% 
 
After the initial test in 1995, FWD data indicated that deflections in the test sections decreased by an average of 20% in 1995-:-96 but then increased 15% in 1996-97, as shown in Tables 10 and 11. This increase is expected, due to general wear of the pavement stru~ture, but the increase is relatively low, proving that the roadway was withstanding load and weather stresses well. Per. Figures E-1 to E-12, the FWD data collected over the three years shows that deflections are primarily based on the thickness of the CMMSS layer and rely little upon cement percentages. 
 
TABLE 10 Decrease in Deflections from 1995-96 
 
Test Section # 1 2 3 
 
Control 27.0% 22.5% 21.0% 
 
6" CMMSS 22.0% 16.0% 18.0% 
 
9" CMMSS 12" CMMSS 
 
23.6% 
 
25.1% 
 
18.0% 
 
10.9% 
 
16.3% 
 
15.1% 
 
AVERAGE -19.6% 
 
TABLE'l1 Increase in Deflections from 1996-97 
 
Test Section # 1 2 3 
 
Control 6'! CMMSS 
 
24.9% 
 
21.7% 
 
16.9% 
 
16.9% 
 
17.0% .. 9.3% 
.- 
 
9" CMMSS 12" CMMSS 
 
22.1% 
 
26.5% 
 
17.9% 
 
-3.2% 
 
2.4% 
 
9.9% 
 
AVERAGE +15.2% 
 
I 
 Elastic Moduli/Average Service Lives Table 12 illustrates the relationship between depth of CMMSS, cement percentage, elastic 
modulus (Me), and average service life in the test sections. The average Me over 3-1/2 years and .average service lives after 3-1/2 years for each depth of CMMSS and % cement (aggregate of three test sections) is shown. The trend observed is that as CMMSS depth increases, Me and 
 
11 
 
 service life increase, and for each CMMSS thickness, higher cement percentages yield higher Me. and service lives. 
TABLE 12 Relationship between CMMSS Thickness/Cement Percentage and Elastic Modulus/Service Life 
 
CMMSS (in.) 12 
9 
6 
 
Cement 
(%) 
8 6 4 
8 6 4 8 6 4 
 
Average Me Over 3.5 Years 
36.64 38.38 35.86 
27.01 25.04 24.46 22.92 20.58 19.69 
 
Avg. Service Life After 3.5 Years 
20 19 19 
16 13 11 10 9 9 
 
Complete elastic modulus and average service life data are shown in Appendix F. As shown . in Tables F-2 to F-10, the overall disparity between the moduli for the asphalt layers (E 1) and the underlying layers (E2/E3/E4) increased from 1994 to 1996, and then decreased in 1997. This lower disparity is more desirable, as higher disparity, especially between El and E4 (subgrade), indicates a weak subgrade. This lower disparity seems to indicate a gradual strengthening of the cement-modified subgrade over time. 
Per Table F-2, the average service lives of nearly all test subsections stayed over 20 years for the first three years of the pavement life. Beginning in July, 1997, however, the service lives began to fall under 20 years. The largest drops were noticed in the subsections with lower CMMSS thickness, and some service lives in these sections dropped to as low as 5 years, which may indicate the rapid approach of deterioration. Some service lives in the control sections were already at 0, which would indicate that deterioration could occur at any time. 
 
7.0 OPTIMAL LEVELS OF tMMSS THICKNESS AND CEMENT PERCENTAGE 
 
As stated in the Introduction, the final objective of this study was to determine optimal levels 
 
of CMMSS thickness and cement percentage to be used in construction, based on the effect of 
 
these two variables on the elastic modulus (Me) of the cement-modified subgrade and on 
 
construction costs. Graphs relating to optimal CMMSS thickness and cement percentage are 
 
found in Appendix G. 
 
. ... 
 
\ 
 
Per Figure G-l, an increase in total CMMSS thickness from 6 in~ to 12 in. corresponds to an 
 
exponential increase in Me. It is projected from Figure G-l that-once a thickness of 14 in. is 
 
reached, further increases in CMMSS would result in only marginal increases in Me. Per Figure 
 
G-2, Me increases linearly with increasing cement percentage. Cost per mile for cement 
 
modification is shown in Table 13 and graphically in Figure G-3. Cost increases associated with 
 
increasing CMMSS thickness and cement percentages are shown in Table 14 and graphically in 
 
Figures G-4 (CMMSS thickness) and G-5 (cement percentage). 
 
12 
 
 TABLE 13 Cost per Mile for Cement Modification 
 
"CMMSS Thickness 
 
, 
 
.,~ 
 
12" 
 
.~\ 
 
; 
 
"" 
9" 
 
6" 
 
Cement % 
4 6 8 4 6 8 4 6 8 
 
1 
$23,273.00 $34,909.50 $46,537.50 $17,450.50 $26,180.00 $34,909.50 $11,636.50 $17,450.50 $23,273.00 
 
Test Section 
2 
$22,593.00 $33,898.00 $45,194.50 $16,949.00 $25,423.50 $33,898.00 $11,293.50 $16,949.00 $22,593.00 
 
3 
$21,921.50 "$32,886.50 $43,851.50 $16,447.50 $24,667.00 $32,886.50 $10,965.00 $16,439.00 $21,921.50 
 
TABLE 14 Cost Increases Associated with Increasing Cement Percentage & CMMSS Thickness 
 
Increase in CMMSS Thickness 
6 in.fto 9 in 9 in. to 12 in. 
 
Avg. Cost Increase (%) 
50 33 
 
Increase in Cement Percenta!!:e 
4% to 6% 6%to 8% 
 
Avg. Cost Increase (%) 
50 33- 
 
Per Tables 13-14 and Figures G-3 to G-5, the costs of CMMSS and cement percentage increased linearly with increasing CMMSS thickness and cement percentage. Per Table 14, the average cost increase is 50% for the first increase in CMMSS thickness and cement percentage, but only 33% for the second increase. Thus it is less and less expensive for subsequent increases in CMMSS thickness and cement percentage. Hence it would be more cost effective to use higher CMMSS thicknesses and cement percentages, at least to the point where Me increases due to higher leyels of these variables level off. .- 
As" above, however, it is projected that once a CMMSS thickness of 14 in. is reached, further increases in thickness would produce only marginal increases in Me. If the CMMSS thickness is increased to 14 in., the corresponding cement percentage should be increased to at least 9-10%, possibly 12%, as discussed in Section 5.0. These figures are felt to be the most cost effective fo~ these two variables. 
 
8.0 CONCLUSIONS AND RECOMMENDATIONS Based on the results of the visual inspection, FWD tests, and rut measurements, the cement 
stabilization appears to have g~nerally strengthened the micaceous subgrades to which it was added. Very low levels of rutting were observed, and other visual distresses were minimal. The results of FWD tests indicate the following trends: 
1. Pavement deflections The deflections obtained in each test section from the FWD runs generally decreased linearly 
as depth of cement modification increased. After the initial test in 1995, FWD data indicated that 
 
13 
 
 deflections in the test sections decreased by an average of 20% in 1995-96 but then increased 15% in 1996-97. This increase is expected, due to general wear of the pavement structure, but the increase is relatively low, proving that the roadway was withstanding load and weather stresses well. FWD data collected from 1995-1997 indicates that deflections are primarily based on the thickness of the CMMSS layer and rely little upon cement percentages. 
2. Elastic Moduli/Average Service Lives As CMMSS depth increases, Me and service life generally increase, and for each CMMSS 
thickness, higher cement percentages generally yield higher Me. and service lives. The overall disparity between the moduli for the asphalt layers and the underlying layers increased from 1994 to 1996, and then decreased in 1997. This lower disparity is more desirable, as higher disparity, especially between the asphalt layers and the subgrade, indicates a weak subgrade. This lower disparity seems to indicate a gradual strengthening ofthe cement-modified subgrade over time. 
The average service lives of nearly all test subsections stayed over 20 years for the first three years of the pavement life. Beginning in July, 1997, however, the service lives began to fall under 20 years. The largest drops were noticed in the subsections with lower CMMSS thickness, and some service lives' in these sections dropped to as low as 5 years, which may indicate the rapid approach of deterioration. Some service lives in the control sections were already at 0, which would indicate that deterioration could occur at any time. 
3. Optimal Levels ofCMMSS Thickness and Cement Percentage The costs of CMMSS and cement percentage increased linearly with increasing cement 
percentage and CMMSS thickness. Average cost increases associated with incremental increases in CMMSS thickness and cement percentage, however, were observed to decrease. Hence it would be more cost effective to use higher cement percentages and CMMSS thicknesses, at least to the point where Me increases due to higher levels of these variables level off. It is projected that once a CMMSS thickness of 14 in. is reached, further increases in thickness would produce only marginal increases in Me. IftheCMMSS thickness is increased to 14 in., the corresponding cement percentage should be increased to at least 9-10%, or even 12%, in order to meet the 300psi compressive strength requirement for the soil cement. These figures are felt to be the most cost effective for these two variables. 
Further laboratory tests and cost analyses of CMMSS with a cement percentage of 12% and 
up should be considered, as well as it. follow up evalution of the control and test sections. If rut 
measurements are taken as part of the evaluation, the measurements should be taken with a laser profilometer rather than. by hand, due to the greater propensity for error in the manual measurements. If the service life has decreased quickly since the conclusion of the project in 1997 or decreases quickly in the next 1-2 years, this may indicate that the modification serves more as an extended delay to pavement deterioration rather than a preventive measure. 
14 
 
 / 
APPENDIX .A: Test Section Layouts 
 
 FIGURE A-I ,TEST SECTION LAYOUTS 
 
MSS = MICACEOUS SOIL SUBGRADE 
 
, 
 
CMMSS = CEMENT MODIFIED MICACEOUS-SOIL SUBGRADE 
 
NOTE: PERCENTAGES SHOWN UNDER THE 100' SECTIONS ARE CEMENT CONTENTS. 
 
1200' 
 
300' 
 
300' 
 
I 
 
300' 
 
I 
 
300' 
 
UNTREATED MSS 
 
III IIIII 
 
I I 1001 10011001100' 1001100' 1001100' 1100' 
 
:: 
 
:: 
 
-: : 
 
6"1 CMMS~ 
 
I 
 
I 
 
9"1 CMMS$ 
 
I 
 
I 
 
I 12 "I CMMSS 
 
I 
 
'I 
 
4% 
 
6% 
 
8% 
 
I 
 
I 
 
I 
 
I 
 
I 
 
I 
 
I 
 
I 
 
4% 6% 8% 
 
I 
 
I 
 
I 
 
I 
 
CONTROL 
 
I 
 
TEST 
 
q't) 
 
6% 
 
8% 
 
If-_--S-E-C-T-I-O-N--I-----~-'-------~S-E-C-T-I-O-N----------- 
 
For Test Section 1 (Station 427+00 to 439+00) and Test Section 2 (Station 445+00 to 457+00), the layout is as above, with the control subsection .on the north end of the section. 
For Test Section 3 (Station 489+00 to 501 +00), the subsections are the reverse of the above layout, with the 12" CMMSS subsection located on,the north end of the section, followed by the 9" CMMSS subsection, the 6" CMMSS subsection, and the control subsection. For Test Section 3, the cement percentages used in the CMMSS subsections are also the reverse of the above layout, with cement percentages decreasing, instead of increasing, from north to south. 
 
 11 
APPENDIXB: Special Provision For Test Section Construction 
 
 'r:;-.Tj u " ----,-~._, .. _. - -- - ---- -------_._-_. 
'DEPARTMENT OF TRANSPORTATION STATE OF GEORGIA 
 
INTER DEPARTMENT CORRESPONDENCE 
 
FILE 
 
ED5-27 (l13) 'Haralson, 
 
OFFICE Materials & Research' 
 
P.I. No. 621180 
 
,Forest Park, Georgia 
 
DATE 
 
August 7. 1989 
 
nee.r~ Peter Ma 1phu rs  State Ma ter; a1sand Research Eng ; 
 
Walker Scott, State Road and Aitport Design Engineer 
 
RESEARCH PROJECT - 8906 CEMENT MODIFICATION OF MICACEOUS SOILS 
 
We have recently received approval from the Federal Highway Administration to proceed with the subject ~esearch project. Refer to the attached proposal. In order to accomplish the objectives of the research and keep costs to a minimum, it is desirable to perform ,the work on a single project. 
 
After reviewing a' number of candidate projects, the Buchanan Bypass was 
detennined to be the only project in the irrrnediatefuture to meet all of the research criteria. In light of this we are requesting that the Plans and Specifications be modified to incorporate the construction of three 1200' test sections of cement modified subgrade. A detail of the test section(s} and pertinent Specifications for construction are attached. 
 
It will also be necessary to set up the following Pay Items and quantities: 
 
Item 301 
 
Soil Cement Base Mixed In Place 
 
2500 yd 2/6 11 
 
Item 301 
 
Soil Cement Base Mixed In Place 
 
2500 yd 2/9 11 
 
Item 301 
 
Soil Cement Base Mixed In Place 
 
2500 yd 2/12 11 
 
Item 301 
 
Portland Cement 
 
180 Tons 
 
The number of square yards for each depth of stabilization was based on a 25 1 wide subgrade. If the subgrade width is different than 25 feet, please adjust the square yardage proportionally; 
 
If additional information is needed, please advise. 
 
PM :DAM: WMW : j 1h . 
 
Attachment Copy: Bob Humphrey 
Felton Rutledge 
 
 DEPARTMENT OF TRANSPORTATION STATE OF flEORr,IA SPECIAL PROVISION 
EOS 27 (113) HARALSON P.I. HO. 621180 
SECTION 209 SUBGRADE CONSTRUCTION 
 
Augus t 7, 1989 
 
Subgrade construction for ~~is project shall be in accordance with the current Specifications except for the three areas as noted below. These areas shall be constructed as follows: 
 
Station 427-00 - 439+00 - The top twelve inches of roadbed shall consist of a class IlIA soil having volume change properties in the range of 18 to 25 percent. 
 
Station 445+00 to 457+00 - The top twelve inches of roadbed shall consist of a 
 
class 1118 soil having volume change properties" in the range of 28 to 35 
 
percent. . 
 
. 
 
Station 491+00 to 503+00 - The top 12 inches of roadbed shall consist of a class 1118 soil'having volum~ ch~nge properties in the range of 37 to 50 percent. 
 
Materials meeting the volume change requirements for the areas noted above"are 
available on the project. The Contractor's attention is directed to the soil survey profiles for locations. It shall be the Contractor's responsibility to mine, and stockpile if a nec~ssary, sufficient quantity of material required for each of the three areas noted above. No additional payment will be made for stockpiling and rehandling any of these materials. 
 
The subgrade in each of the three areas noted above shall be stabilized with cement for the full width of the subgrade and to the lengths, depths, and rates of cement appl.ication as shown in the Plan"s. Construction o.f the cement stabilized subgrade' areas shall be in accordance with Sections 300.and 301 of the current Specifications for mixed-in-place construction except that the 300 PSI strength requirement will not apply. The Contractor's mixing equipment shall be capable of mixing each area to the full depth specified. 
 
- Each of the three areas noted above will be subjected to extensive sampling and testing prior to and after stabilization. The Contractor shall cooperate and coordinate his activities in these areas with the Engineer such that sufficient notification can be given to the Office of Materials and Research for sampling and testing. The .following table lists the stages of work at which sampling and testing will be done and the estimated time required to perform the work: 
 
CONSTRUCTION STAGE 
 
MINIMUM TIME FOR 
SAMPLING AND TESTING 
 
1. C~~pacted Subgrade (prior to stabilization) 
 
One day for each area 
 
2. Compacted Subgrade (after cement stabilizati~n) 
 
Same as above 
 
 -I 
1 
 
II, . 
 
CONSTRUCTION STATE 
 
3. Compacted First L3yer of Graded Aggregate Base - 
 
4. Compacted Second Layer of Graded Aggregate Base 
 
5. Top of Asphaltic Concrete Base 
 
Ii 
 
6. Top of Asphaltic Concrete aB" 
 
7. Top of Asphaltic Concrete ME" 
 
I 
MINIMUM TIME FOR SAMPLING AND TESTING 
 
Same as above 
 
_.. 
 
~ 
 
Same as above 
 
Same as above Same as above Same as above 
 
Material~ and Research 
 
 II 
j 
APPENDIX C: GDOT Standard Specifications 
Sections 300 and 301 
 
 of 
,233.05 
 
233.05 PAYMENT: All materials, measured as provided above, will be paid for at the Contract Price for the Items shown on ,the Plan~ and listed in the Proposal. 
When materials other than those listed above are ordered by the Engineer, they will be paid for on a force account basis under Sub-Section 109.05. 
Separate p'ayment will not be made for blading and shaping costs necessary for maintenance and restoratio,n of Haul Roads. 
Stabilizer Aggregate shall be plac,ed, mixed, and paid for under requirements of Section 209 insofar as it applies. 
 
SECTION 30o-GENERAL SPECIFICATIONS FOR BASE AND SUBBASE COURSES 
 
300.01 EXTENT OF APPLICATION: This Specification shall apply to all 
base and subbase courses, except asphaltic concrete. Additional requirements for each type of base and subbase are covered in the appropriate sections for specific base and subbase-type cons~ruction. 
 
300.02 l\IATERIALS: The Specifications for materials to be used and 
 
reference for them will be found unqer the appropriate Section for each base 
 
and subbase Type Construction. Each material shall meet the requirements for 
 
the type of material specified, and no material shall be incorporated in the 
 
Work without the Engineer's approval. 
 
. 
 
A. SELECTING LOCAL MATERIALS AT SOURCE: The Engineer has the 
 
authority to classify the materials at the source and to require the 
 
Contractor to excavate them in the proper sequence so that each kind v.-ill 
 
reach its destination at the best location for that material in the finished 
 
Work. The Engineer shall have the authority to reject any materials not 
 
found to- be suitable for use. 
 
' 
 
B. SOURCES OF LOCAL MATERIALS OUTSIDE THE RIGHT OF VlAY: The provisions of Sub-Section 106.1Q cover the means of obtaining materials trom local sources outside the right of way. 
 
300.03 EQUIPl\IENT: All equipment for the proper construction of base and 
subbase courses shall be of an approved design and on the Project in . satisfactory condition before construction wilf be permitted to begin. The equipment required for each type of base or subbase will be determined by the method of construction to be used.. 
0 
 
A CENTRAL MIX PLANTS: Plants shall be designed, coordinated, and 0 
operated so that the mixture is produced within the tolerances specified. The requirements for the different types of central mix plants are as outlined below: 
 
1. REQUIREMENTS FOR ALL CENTRAL MIX PLANTS: 
 
a. STORAGE AGGREGATES: The plant site shall have adequate storage facilities. Enough storage space shall be provided for separate stockpiles, bins, or stalls for each size of aggregate, and the different aggregate sizes shall be kept separated until they have been delivered, 
 
 300.03 
 
without segregation, by the feeder, or feeders, to the mixer in their 
proper proportions. The storage yard shall be kept neat and the stockpiles~bins, and stalls shall be readily .accessible for sampling. 
 
b. SCA1.J~S: The Contractor shall provide accurate scales for weighing 
 
all ingredients of the mixture separately where weight proportioning is 
 
used. The scales shall be accurate to within 0.5 percent of the measured 
 
load. All ~cales -shall be supported rigidly so that vibration from the 
 
plant will not interfere with accurate readings. If volumetric 
 
measurement is used, there shall be adequate provision for checking, by 
 
weight, the accuracy ofthe volumetric measurement. 
 
Scales for weight boxes and hopper shall be of the springless dial 
 
type and shall be ofstandard make and design. Scales shall be inspected 
 
and sealed as often as the Engineer may deem necessary to assure their 
 
continued accuracy. The Contractor shall have on hand not less than ten 
 
50-pound weights for testing the scales. 
 
. 
 
Each plant shall include a motor truck scale certified in accordance 
 
with Section 109 which has a platform large enough to accommodate the 
 
entire length of any vehicle used. The ContractOr shall have scales of . 
 
sufficient capacity to weigh thelargest load and under no circumstances 
 
shall truck scales be used to measure weights greater than the 
 
11 
 
manufacturer's rated capacity. Before any mixture is delivered to the 
 
Project, all scales, including truck scales, shall be checked with standard 
 
weights for accuracy and for agreement with each other. The weights of 
 
the batches in the truck shall agree with the sum of the weights of the 
 
batch ingredients within 2 percent. Forms OMR-TM-141 (Daily Truck 
 
Weights) and DOT 474 (Tally Sheet) shall also be completed by the 
 
Contractor for each day's production and submitted to the Engineer. 
 
c. MIXER: All central' mix piants shall be equipped 'with an approved mixer. lhen Portland Cement is required, mixing shall begin immediately after the cement is added to the coarse aggregate and soil mortar and shall continue until a homogeneous and uniform mixture is produced. If the equipment does not produce. a homogeneous and uniform 'mixture meeting these Specifications, the Engineer will require the Contractor to make whatever. changes are necessary to accomplish 
this result. The charge in a batch mixer or the rate of feed to a continuous mixer 
shall not exceed that which will permit complete mixing of all of the material. Dead areas in the mixer, in which the material does not move or is not sufficiently agitated, shall be corrected either by a reduction in the volume of material or by other.adjustments. 
 
d. PROPORTIONING: In all plants, Portland Cement, bituminous materials, aggregates, or other ingredients shall be added in. such a manner that they are uniformly distributed throughout the .mixture during the mixing operation. 
 
 I 
) 
 
 300.03 
 
opening at the bottom, and over the feeder, of not less than five (5) 
square feet. The silo or hopper 'shall be so constructed as to provide 
dry additi~le material in an unrestricted manner without the introduction of air to the cone area and ~all be equipped with a low level alarm. A feed rate monitor shall be provided to detect any deviation of "actual" from "desired" feed rate and shall be 
interlocked with a control system to provide plant shutdown capability in event of excessive deviations. The feeder shall have a linear relationship between thefeed rate and driven speed. 
 
b. CONTROL SYSTEM: The control package for all plants must produce an alarm signal and have plant interlock shutdown capability in event of excessive deviations of "actual" from ,"desired" flow rates of anyone of the aggregate, dry additive or liquid additive metering devices. A monitoring station shall be provided for the purpose of controlling the entire operation. The monitoring station shall be equipped to give continuous quantitative data on the production and proportioning of the mix ingredients. 
 
c. PORTABLE POWER UNITS: Plants utilizing portable electric power 
 
I; 
, , " 
 
generators shall be equipped with the following instruments. A 
 
frequency meter graduated and accurate to one hertz and a voltmeter 
 
gr,aduated and accurate to two bolt increments, shall be installed in the 
 
power circuit. Electric current for the operation of the feeder drives and 
 
controls shall not vary in frequency more'than three hertz nor in voltage 
 
more than 10 percent. 
 
\ 
 
' 
 
d. MIXER: The mixer shall be equipped 'with enough paddles or blades 
 
. to produce a uniform and homogeneous mb..'ture. Paddle blades reduced 
 
by wear in excess of 25 percent in face c.:-;:;;: :rom their new condition 
 
shall be replaced. The pad,dles shall be adjustable for angular position 
 
I",I: 
 
on the shafts and reversible to retard the flow of the mix. The mixer shall be kept level. 
 
e. SlJRGE HOPPER: The mixer shall be equipped with a surge hopper. 
 
The surge hopper shall be equipped to automatically discharge the 
 
rnb.:ture when it reaches a predetermined level. ' 
 
. 
 
3. ADDITIONAL REQUIRE1\ffiNTS FOR BATCH :MIXING PLAr\"TS: 
 
a. 'VEIGH BOX OR HOPPE,R: The ,equipment shall include a means for 
 
accurately weighing each size of aggregate". shall be suspended on 
 
scales, and shall be large enough to hold a full batch without hand 
 
raking or running over. Convenient and accurate means shall be 
 
provided for obtaining samples of aggregates from each bin before the 
 
material enters the mixing chamber. Each bin compartment shall be 
 
equipped with a bin level indicator installed in such a way that when 
 
any bin becomes empty the weighing procedure will be automatically 
 
stopped. 
 
" 
 
 . 
300.03 
 
- 
 
r 
 
_ _ -_--~~  
 
b. MIXER: The plant shall include an approved bat.ch mixcr. Thc mixer 
 
shall be so constructed to prevent leakage of its contents and shall he 
 
equipped with enough paddles or blades or operated at such speed as to 
 
produce a properly and uniformly mixed batch: ',Paddle blades reduced 
 
by wear in excess of 25 percent in face area from their new condition 
 
Ii 
 
sh~ll be replaced. 
 
c. CONTROL,OF MIXING TIME: The plant shall have a time locking device so that the time of mixing can be automatically controlled. The time of mixing shaJl not be less than 30 seconds. 
 
d. CEMENT PROPORTIONING: Cement shall be weighed on scales separate from the aggregate batching scales meetiJlg the requirements of Section 109. - 
 
e. BITUMINOUS PROPORTIONING: The bituminous material shall he weighed on scales separate from the aggregate batching scales and introduced into the mixer through spray bars. All scales shall meet the requirements of Section 109. 
 
B. IN-PLACE MIXERS: For in-place mixing operations, the mixer shall meet 
 
the requirements of one of the following: 
 
. 
 
1. MULTIPLE PASS MIXERS: Approved multiple pass mixers shall be of 
 
the rotary type with sufficient tines and so construct.ed and operable as to - 
 
obtain a uniform mixture of the cement, soil, or soil-aggregate, and water 
 
for the full depth of the course being constructed, in accordance with the 
 
requirements of the Contract, by multiple passes of the mixer. 
 
. 
 
2. TRAVELING PLANT MIXERS: Approved traveling mixing plants shall 
be so designed anq constructed as to pick up the aggrcgate, soil,or ot.her materials to be mixed, from the windrow or roadway, and shall be equipped with a bottom-shell or pan such that during at least fifty percent (50%) of the mixing cycle all of the material is picked up and mixed while 
separated from the foundation material. They shall be capable or 
thoroughly -and uniformly mixing the material for th~ full depth of thc section and shall move forward with successive increments of such length and 'width that the widt,h of the roadbed being proce::;sed may he 
compacted and finished in one operation. Plants shall be of such type that they will not cause loss or segregation of any of the mat.erials to be mixed. The plant shall be mounted on wheels, or on crawler type tJ'acks, of sufficient width that the plant; when loaded to capacity, will not lut or .damage the mixed surface. The machine shall have provisions for introducing water at the time of mixing through a pJ'essl1lized nletel'ing device or other approved methods. The devices for proportioning wate)' .and the materials to be mixed shall be of such type that they will measure accurately the specified amounts while the machine is in motion. 
. The plant used for bituminous stabilization shall he equipped \\rjth an accurate metering devic~. The meter shall be designed and constructed to measure the bituminous material into the mixer wit.hin the tole)'ance .specified in Sub-Section 302.04.E. The meter indicator dial shall have a 
 
 300.03 
 
scale with divisions indicating gallons. If the equipment used for mixing 
does not produce a homogeneous and uniform mixture, the Engineer will s"dqui:te ,he Contractor to make whatever changes are necessary to accomplish this result in all future Work. .. " 
 
C. MECHANICAL CEMENT SPREADER: When the material is mixed in- 
place, a mechanical cement spreader of approved design shall be used. The spreader shall be capable of spreading the cement over the surface uniformly and accurately. The use of blow tubes to transfer the cement from the tanker' directly onto the material to be stabilized will not be permitted~ 
 
D. MIXTURE SPREADER: The mixture shall be spread uniformly by means of 
 
an approved mechanical spreader. The strike-off platR. shall be adjustable as 
 
to height to obtain the specified thickness of the finished base. The self- 
 
propelled spreader shall be equipped with rollers to eontact the truck tires 
 
and be capable of pushing the truck without causing the spreader or truck to 
 
skew. The hopper shall be large enough to prevent. spilling or wasting the 
 
material. 
 
. 
 
'. 
 
E. STATIC ROLUERS: Static rollers shall meet the requirements listed below. 
 
In addition, static rollers used on cement stabilized base shall be self- 
 
propelled. 
 
'\ 
 
1. TRENCH ROLLER: When used in this description, the term "roller" is . understood to mean a wheel of flat metal surface and the term "wheel" is t~J mean a rubber tired wheel of the automotive type. When base y.~dening is specified, the Contractor's equipment shall include at least one trench 
. roller so constructed that the guiding roll or wheel either operates in 
tandem with the compression roll on the area to be compacted, or in 
tandem with the auxiliary wheel or roll. There shall be an auxiliary wheel or roll that operates the area to be compacted, mounted upon an axle that is adjustable as to height. The contact surface of the auxiliary wheel or roll shall be adjustable to at least ten inches above and two inches below the rolling plane of the compression roller or the amount necessary to compact the subgrade to the Plan elevation'. If the steering roll or wheel operates in 
tandem with the auxiliary wheel or roll it may, or may not, be adjustable as to height. The, auxiliary wheel or roll shall operate upon the surface of the pavement adjacent to the area to be compacted, and at such a distance from the pavement edge as to cause no damage thereto. The auxiliary wheel or roll shall be kept in such adjustment as to height that the compression roll will develop a smooth, compacted surface true to cro~. 
Gas propelled trench rollers shall be equipped with smooth operating friction clutches of the reversing type arid shall have a smooth operating brake of ample capacity. Steering devices may be either hand or power operated. 
The compression per inch width of compression roll shall not be less . than 300 pounds and not greater than 365 pounds. The compression roll 
may be hollow and the minimum weight secured by liquid ballast. The minimum allowable width of compaction shall be 15 inches. 
, 
 
 Ii 
 
300.04 
 
Adjustable spring scrapers to keep the rolls clean shall be fitted to the 
 
rolls to scraPe in both directions. 
 
. 
 
2. STEEL-WHEEl I ROLLERS: Steel-wheel rollers shall consist of 3-wheel or 
.tandem type self'!propelled rollers equippeci' with 'cleaning devices to prevent adhesion of material to the wheels. Three-wheel rollers for use on 
base or subbase materials shall have a minimum weight of 10 tons and a 
minimum compression of 325 pounds per inch of width for the rear 
wheels. Steel wheel tandem rollers shall have a minimum weight of 10 
tons and have a minimum compression of 225 pounds per inch of width 
for the rear drum. 
 
3. PNEUMATIC-TIRE ROLLERS: Pneumatic-tire rollers shall be so 
 
constructed that a minimum contact pressure of 50 psi per wheel can be 
 
exerted on the base or subbase course during rolling operations. Rollers 
 
shall be equipped with a means of distributing the load uniformly 
 
.between all wheels. Rollers shall be a multiple axle, multiple wheel type 
 
with wheels staggered on the axles and spaces so that the overlap of 
 
wheels will provide for uniform compaction for the full compacting width 
 
of roller. The air pressure in any tire shall not vary more than 5 pounds 
 
from the pressure establishea. The rollers shall be operated at speeds of 
 
not less than 3, nor more than 8,'miles per hour unless otherwise directed 
 
by the Engineer. 
 
. 
 
4. SHEEPSFOOT ROLLERS: Sheepsfoot rollers may be vibratory or static compaction models and shall be of sufficient size and weight to obtain the desired compaction. 
 
F. VIBRATORY ROLLER: The vibratory'roller shall be of an approved.design. The frequency of vibration and the roller movement shall be actuated separately. The weight and the amplitude of vibration shall be such that the required compaction may be achieved'with a minimum of passes. 
 
G. BITUMINOUS SA?\fPLING VALVE: A valve for sampling bituminous materials s~all be installed on all bituminous transfer pumps. 
 
H. FINE GRADER: An approved fine grading machine with automatically 
 
controlled screed, capable of finishing the base or subbase to the prescribed 
 
tolerances, is required for finishing base or, subbase for Portland Cement 
 
concrete pavement or hot mix asphaltic concrete pavement unless the 
 
proposal contains a Special Provision specifically exempting this 
 
requirement. 
 
... 
 
300.04 CONSTRUCTION: 
A. METHODS: When alternate methods of construction are provided without restriction, the Contractor may select these alternate methods at will, provided his equipment and organization are suited to the method selected. The Contractor shall discuss the proposed methods with the Engineer before construction is started. In all cases the method selected shall be one that 'will provide for: (1) spreading base or subbase material uniformly w"ithout 
 
i 
I 
f 
 
 ___--.:_----- 
 
.. 
, 
 
- J ._-- ~ .. ':": T- 
 
300.04 
damaging the subgrade, subbase, or the material being placed, (2) mixing un,til the materials are homogeneous, (3) the specified water and cement or bitumen rontent, (4) compaction throughout the depth of the course to the density specified and (5) completion of the Work. within the specified time limits. 
B.. ORG~TION OF WORK: The Contractor will be required to organize the work and provide sufficient equipment such that the spreading, compacting, and finishing of the base or subbase is a continuous operation. Where the detailed Specifications require minimum and maximum time limits, these shall not be exceeded except in unusual cases where exceptions are permitted by the Engineer. 
C. MATERIALS PITS: 
1. CLEARING PIT SITE: The removal of grass, weeds, roots, and other debris from local materials pits will not be considered to be cle,aring and grubbing but shall nevertheless be done and the cost of this \Vork shall be included in the prices bid for Pay Items to which it pertains. Only clearing and grubbing listed in the Proposal or that required as sho\\rn on the Plans and made a Pay Item by the Engineer will be paid for separately. Stripping excavation will not be paid for separately, except where shown' on the Plans and in the Proposal 'as a Pay Item. The Contractor's attention is directed to Sub-Section 107~23. 
2. CONDITION OF MATERIALS PITS: The Contractor shall keep materials pits well drained while r:-:s:2ris1s are being removed from them. After the materials have been removed, pi ts shall be left in the condition required by Section "106 and Section 160. 
3. PIT MIXING: All local materials pits shall be mined from within the pit boundaries and the grid depths as established by the Engineer. All materials derived from the pit area shall be mined from top to bottom and mixed in the pit before they are hauled to the roadbed or plant. The materials shall be placed in windrows or stockpiles, either by dragline or backhoe, in such a way that the various gradation and moisture strata in the pit will be blended together and a reasonably uniform mixture of the materials is produced from each pit. When rim ditching is required and the depth of the rim ditch exceeds the specified grid. depth of soil cement material, the material below the grid depth shall not be included in the windrow or stockpile of material to be Used for soil cement base unless it is determined by the Engineer that .the materials below the grid depths are satisfactory for use as base material. Stockpiling or windrowing with ladder pans or scrapers will not be permitted except in shallow pits not over 18 inches deep. After the preliminary mixing has been done, the Contractor shall prevent segregation of the coarse from the fine materials by using loading equipment that blends the material further. 
 
 300.04' 
", 
D. PREPARATION OF THE SUBGRADE: If the subgrade does not meet the requirements of Section 209 ~or surface, compaction, and stability, all "defective portions of it shall be repaired until, it meets the requirements of that Section. Unsuitable materials shall be rerri:oved.ifit is necessary and it shall be replaced with acceptable material and the subf,rrade shall be compacted as specified in Section 209. If the Contractor for the subbase or base is responsible for the !ubgrade under another Pay Item, no additional "payment will be made for any repairs made to the subgrade, except as provided in Section 209. If the Contractor is not responsible for the subgrade, the removal of unsuitable materiaJs will be paid for as Roadway Excavation-Unclassified and the replacement with new materials will be paid for as specified in Section 205 or Section 206. The compaction, scarification, and any other necessary preparation ofthe subgrade shall be included in the Unit Price Bid for the base course to which they pertain. 
 
E. PREPARATION OF THE SUBBASE: Where a subbase is required, it shall "meet the necessary requirements for surface and compaction and be stable enough to support equipment placing the base material without (rutting or pumping. All "defective portions shall be repaired and unsuitable material replaced with acceptable material. 
 
F. PLACING MATERIALS: 
 
1. CONTROL OF MIXTURES: The Engineer will determine the propo~tions of the various materials to be used in compounding the base, or subbase, or the basis of analyses of the components. If it becomes necessary to change the mix in order to ensure that the finished base will meet the requirements of these Specifications, the Engineer will require the necessary changes to be made. 
 
2. MOISTURE CONTROL: The Contractor shall control the moisture content in accordance with the specified requirements for each type of base or subbase. He shall add water uniformly, allow it to evaporate or aerate, and roll the. materials as often as necessary to control the moisture content within the limits specified. No separate payment will be made for adding water nor for aerating or rolling for this purpose, and the cost of controlling moisture content shall be included in the prices bid for the Pay Items to which they pertain. 
 
3. NUMBER OF COURSES: Th~ maximum thickness of base or" subbase materials to be mixed or spread"in one course will vary with the capacity 
of the equipment used and is subject to the Engineer's approval. In no 
case will the thickness exceed the requirements of Sub-Section 300.04.G. 
 
4. WIDENING WORK: Where widening is being done under traffic the 
 
area excavated shall not exceed the area upon which base wiH be 
 
completed the same day. When widening is being done on both sides of a 
 
pavement on which traffic is being maintained, the Contractor shall 
 
stagger'the operations in such a manner that the widening trench will 
 
not be open on both sides of the traffic lanes at the same time. All work 
 
shall conform to Section 150. 
 
" 
 
 300.04 
 
G. COMPACTION:AlI bases and subbases shall be compacted for the entire 
thickness to the specified maximum dry weight per cubic foot as 
determined by the method specified in the Section for each base or subbase. It is the Contractor's responsibility'to obtain-this compaction. If any base or subbase is more than 6 inch~s thick, it shall be constructed in accordance with the following table for layer thickness: 
 
.MATERIAL 
 
LAYER THICKNESS 
 
\I 
 
Topsoil. Sand, Clay, or Chert 
 
Two equal layers or one layer 
 
up to a maximum of8 inches 
 
Graded Aggregate 
 
" 
 
Cement Stab. Gr. Aggregate 
 
" 
 
Cement Stab. Soil Aggregate 
 
" 
 
Sand Bituminous 
 
" 
 
Soil-Cement 
 
One layer not to exceed 8 inches 
 
H. SURFACE REQUIREMENTS: The Contractor is responsible for producing a surface which is smooth and uniform and which complies with the Specifications for the particular base or suhb~se being constructed. Any areas,small or large, which do not meet the requirements shall be corrected by removing or adding material or by other means satisfactory to 
. the Engineer, including rebuilding where necessary. . 
f 
I. REPAIR OR DEFECTS: 
 
1. DURING CONSTRUCTION: If materials which do not meet these Specifications are placed on the roadway at any time during construction, the Contractor shall remove them and replace them with acceptable materials, and the cost of this removal and replacement shall be borne by the Contractor as a part of the Pay Item for the base or subbase being constructed. 
 
2. AFTER CONSTRUCTION: If any portions of the completed base or subbase are defective, or become defective, at any time before the Work is accepted, including surface finish, thickness, or compaction, 'the defects shall be promptly corrected as soon as they are discovered. \\'here the .base, subbase, or shoulders are deficient in thickness and it is determined that the subgrade elevation is high, the materials shall be removed, the subgrade lowered, and the.course reconstructed in accordance with these Specifications. If job conditions permit, the Engineer may authorize that areas of the deficient thickness be corrected by raising the elevation of the surface or the course being constructed with additional materials. In other instances, the Engineer may determine that the defective portions shall be entirely removed, and the .new material shall be mixed, spread, and compacted according to the Specifications. Except for stabilized bases or subbases, if any repairs Jess than 3 inches deep are to be made, the area shall be scatified to a depth of at least 3 inches and the new and old materials shall be mixed and compacted. Repairs of stabilized bases or subbas~s shall be made in accordance with Sections 301,302,310, or 316, whichever is applicable. 
 
 .300.05 
 
The'cost of repairing such defects shall be borne by the Contractor. 
 
J. BITUMINOUS' PRIME: Bituminous prime will not be measured for separate payment. The cost of furnishing and ~pplyin~ b~tuminous prime 
 
in accordance with the applicable provisions' of Section 412 shall be 
 
included in the Unit Price Bid for each individual Base Item. 
 
 
 
\ 
 
J 
 
800.05 QUALITY CONTROL: The Contractor will be responsible for the 
 
quality control of the mixture and the materials incorporated therein. Prior to 
 
the start of production of any mixture for the Project, the Contra'ctor shall have 
 
calibrated, by scale weight, the electronic sensors, devices, or settings for' 
 
proportioning all mixture ingredients. Proportioning of every ingredient shall 
 
be calibrated for all rates of production. The Contractor shall maintain a dated, 
 
written record of the most recent calibration which shall be available for the 
 
Engineer's inspection at all times. Such records shall be in the form of graphs, 
 
tables, charts, or mechanically prepared data. If the material changes, or if a 
 
component affecting the ingredient proportions has been repaired,replaced, or 
 
adjusted, the proportions shall be checked and recalibrated. 
 
The quality control process shall include moisture verification of the 
 
., 
 
mixture being produced; and performing checks on ingredient proportioning 
 
! 
 
and truck weight verification as directed by the Engineer. The frequency .of 
 
moisture tests shall be a minimum of one test per 400 tons of mixture where 
 
applicable. 
 
300.06 FIELD LABORATORY: Approval of central mixing plant for proportioning, batching, or mixing will be contingent upon the availability of a field laboratory meeting the requirements of Section 152 for the exclusive use of the Engineer or Inspector. 
 
SECTION 301-S0IL-CEl\ffiNT CONSTRUCTION 
 
301.01 DESCRIPTION: This Work shall consist of a base, subbase, or shoulder course composed of soH, or mixture( of soils, stabilized with Portland Cement, constructed in accordance with these Specifications, and in reasonably close conformity with the lines, grades, and typical sections shown on the Plans or established by the Engineer. 
 
All of the provisions of Section 300 apply to this Item. 
 
301.02 MATERIALS: The materials to be used shall conform to the following Specifications: 
 
Soil-Cement Material 
 
814.02 
 
Portland Cement 
 
830.01 
 
WcatAer ...................................................................................~80.()l 
 
Fly Ash 
 
 831.03 
 
Cutback Asphalt, RC-30, RC-70, RC-250 
 
' 
 
or MC-30, MC:-70, MC-250 
 
821.01 
 
Blotter Material (Sand) 
 
412.04.F.3 
 
 301.04 
 
301.03 EQUIPMENT: All equipment used in constructing this Item shall 
 
meet the requirements of Sub-Section 300.03. All equipment necessary for the 
 
proper mixing and placing of the stabilized base shall be in proper working 
 
condition and shall be approved by the Engineer, 'both as to:type and condition, 
 
prior to the start of construction operations. The Contractor shall at all times 
 
provide sufficient equipment to allow continuous prosecution of the Work and' 
 
to ensure that the mixing, placing, and compaction operations are performed 
 
and completed' within the time limits specified herein. AIl equipment shall be 
 
operated by experienced and capable workmen. 
 
, 
 
All of the applicable equipment as specified in Sub-Section 412.03 for 
 
Bituminous Prime shall be included in this Section. 
 
I, 
 
801.04 CONSTRUCTION: 
 
A. ~THODS: This Specification is based on the mixed-in-place or central plant mix method. Plow, harrow, and blade mixing "vill not be permitted 
 
except insofar as the use of this equipment is needec. t.o supplement the in- 
 
place or central plant mixing. 
 
Where the Plans and Proposals indicate that the material is to be paid 
 
for by the ton, central plant mb:ing wi:} [,2 required. If the Work is to be 
paid for by the square yard, the Plans and Proposal will indicate a: 
 
specified thickness .and whether the mixed-in-place or central plant mixing 
 
method is to be used.' 
 
. Where payment is by the square yard and a roadway mixer is used, the 
 
Engineer will determine whether the materials in the roadbed are suitable for use. If materials in the roadbed are sui::::::~:,: ::'.-: :":'::E, they shall be used 
 
without additional payment except the payment per square yard provided 
 
herein. 
 
. 
 
If it is necessary to add other materials to those in the roadbed to meet the desired thickness or to modify the physical properties of the existing 
 
materials, these materials will be measured and paid for by the cubic yard. , 
 
B. .FLY ASH: Where fly ash is specified as a filler in the soil-cement base, the 
 
fly ash shall meet the physical requirements of Sub-Section 831.03. Unless 
 
otherwise specified in the Contract, fly ash shall be used only in central 
 
mix construction. Application of the fly ash to the mix shall be in 
 
accordance with the procedures established in Sub-Sections 300.03.A. and 
 
301.04.F.2.b. for cement. Fly ash will be measured and paid for in 
 
accordance with Sub-Sections 301.07 and 301.08, respectively. 
 
C. WEATHER LIMITATIONS: .Cement treated base or subbase shall not be 
 
mixed or placed when the weather will not permit the course to be finished 
 
I~ 
 
without interruption in the time specified, or when the moisture content of 
 
~ 
 
the soil to be used in the mixture exceeds the limits specified herein. Mixing shall not begin unless the air temperature is above 40 degrees F. in the shade, and rising. The temperature of the soil to be used in the mixture 
 
~ 
 
and the subbase 'or subgrade shall be above 50 degrees F. 
 
I 
 
I: 
I 
 
\: 
 
 . Ii 
 
. 301.04 
 
,D. lNTERRUPrION OF WORK: IT the work is interrupted for more than two 
hours after the cement has been added or if rain increases the moisture content 80 that it is outside of the limits given in Sub-Section 301.04.H.2., 
that portion so affected ,shall be removed and replaced without additional cost to the Department. 
nm E. PREPARATION OF SUBGRADE OR SUBBASE: If the base, subbase, 
or shoulders are to be composed entirely of new materials, whether mixed-inplace or central plant mixed, the subgrade or subbase shall be prepared as specified in Sub-Section 300.04.D. No material shall be placed on a muddy or 
frozen subgrade or subbase; 
 
F. PROCESSING: 
 
1. IN PLACE MIXING: 
 
a. SOIL: Any additional soil needed shall be placed on the roadbed and spread uniformly to the proper depth to obtain the specified thickness. 
 
b. PULVERIZATION: The materials in the roadbed shall be loosened and 
 
pulverized for the width and depth to be stabilized. This Work shall be 
 
done without disturbing or darn~gingthe underlying subgrade. Pulverizing 
 
shall continue until 100 percent .passes a 1112 inch sieve and at least 80 
 
percent of the soil, exclusive"of any s~ne or gravel, will pass a No.4 sieve. 
 
During pulverization, water shall be added if it is necessary to a?sist 
 
pulverization. All roots, sod, rocks exceeding 3 inches diameter, and all 
 
other hannful materials shall be removed. 
 
. 
 
c. MOISTURE ADJUSTMENTS: Immediately prior to spreading cement, the moisture content of the in-place material to be stabilized shall be 
adjusted to within 100 to 120 percent of optimum moisture. 
d. CEMENT: The required amount of Portland Cement shall be uniformly spread with a mechanical spreader of the cyclone type, or equivalent, over the in-place material. The rate of application shall be such that the pounds spr~ad shall be within 10 pe~nt of the amount specified. Cement shall not be applied in pl;lddles of water, or to soils with a moisture content 
greater than 120 percent of optimum, or on windy days when loss of 
cement due to wind is detrimental to the work. 
If the cement content is above the ~O percent limit in the area to be mixed, the excess quantity will be deducted from the Contractor's pay for cement. If the cement content is below the 10 percent limit in the area to be mixed, the Contractor shall add additional cement to bring the affected area within the tolerance specified and recalibrate the spread rate of the 
mechanical spreader. The Contractor shall regulate his operations such that the application 
of cement will be limited to sections of such size that all the compacting 
and finishing operations specified in Sub~Section 301.04.H. can be completed within the time limits specified. . 
 
 301.04 
 
No equipment, except that used in spreading and mixing, will be 
 
allowed to pass over the spread cement, and this shall be operated in 
 
I 
 
such a manner as to avoid displa~ement of cement. 
 
I,  
i 
 
Cement which has been damaged by hydration due torain, prior to, 
 
or during the mixing operations; which has been damaged while spread 
 
Ii 
 
contrary to the above mentioned requirements; or which has been displaced by the Contractor's equipment or other traffic, shall be . 
 
replaced by the Contractor at no adqitional cost to the Department. . 
 
e. MIXING: If the mixing plant to be used requires that the material be 
 
windrowed, this shall be done unifonnly. Otherwise, the material shall 
 
be shaped to the proper line, grade, and cross section before mixing. 
 
Mixing may be done by either of the roadmix methods contained in 
 
Sub-Section 301.04.F.l.f. Mixing shall begin as soon as practical ~fter 
 
the. cement is spread and shall continue until a homogeneous and 
 
unifonn mixture is produced. If the equipment used does not produce a 
 
homogeneous and unifonn mixture meeting these Specifications, the 
 
Ii 
 
Engineer Win require the Contractor to make, whatever changes are 
 
necessary to accomplish this result. 
 
' 
 
f. ROAD METHODS: 
 
(1) MULTIPLE PASS MIXING: After the cement has been spread, it 
 
shall be mixed, with the material to be treated which has been 
 
adjusted for moisture as in Sub-Section 301.04.F.1.c. :Mixing shall 
 
continue by suc,cessive passes until a uniform mixture of cement and 
 
soil, or soil-aggregate, is obtained. 
 
. 
 
Immediately after preliminary mixing of cement and soil, or soiJ- 
 
aggregate, additional water shall be uniformly applied as needed to 
 
Iii 
 
maintain or bring the mixture to within the moisture requirements of Sub-Section 301.04.F.l.c. and incorporated uniformly into the 
 
mixture for the' full depth. 
 
., 
 
After the last increment of water has been applied, mixing shall 
 
I: 
 
continue as necessary until a thorough and uniform mixture of 
 
materials has been obtained for the full depth of the course. 
 
(2) TRAVELING PLANT MIXING: After the cement has been 
spread it shall be mixed with an approved traveling plant mixer. Such mixer shall pick up the full depth of material to b~ mixed from the windrow on the roadbed onto the bottom shell, or pan, and mix at such a speed that a unifonn mixture of soil, cement, and water will result. Water shall be applied through a water metering device on the plant such that the proper amount of water is uniformly distributed to the loose material on the shell, or pan, and in such a manner that the formation of cement balls does not occur. The mixer shall continue to mix the cement and water with all the material to be treated in one simultaneous and continuous operation. The mixture shall meet all the requirements of the Contract and shall be of sufficient quantity to produce, after final compaction, a course within 
allowable tolerances. 
 
 I 
 
, 
 
 
 
J 
 
301.04 
 
g. COMPACTING AND FINISHING: Compacting and finishing shall be 
 
in accordance with Sub-Section 301.04.H. 
 
. 
 
2. CENTRAL PLANT MIXING: .~-.'.~ 
a. SOIL: All soil shall be pulverized before introducing into the mixer until.IOO percent passes a 11/2 inch sieve,and at least 80 percent of the soil, exclusive of any stone or gravel, will pass a No.4 sieve. 
 
b. CEMENT: Cement shaJI be measured by weight andshall be 
 
uniformly incorporated into the mixture. The points of cement 
 
incorporated per ton of soil shall be within 5 percent of the amount 
 
prescribed by the Engineer. 
 
When the cement content exceeds the specified tolerance, the excess 
 
cement that exceeds the tolerance will be deducted from the 
 
Contractor's pay for cement. When the cement content is less than the 
 
specified tolerance, the Engineer will evaluate the affected area for 7 
 
. days. The Contractor will correct any areas of base with deficient 
 
strength as defined in Sub-Section 301.06 at his expense regardless of 
 
the percent compaction achieved. This also applies to the test section 
 
described in Sub-Section 301.04.H.3. 
 
Quantities of cement used in calibrating the plant will also be 
 
deducted from the Contractor's pay for cement. 
 
. 
 
r 
 
c, MIXING: The soil, cement, and water, if needed, shall be measured 
 
separately and accurately to the proportions in which they are to be 
 
mixed and shall be charged into the mixer together. Mixing shall begin 
 
il 
 
immediately and continue until a homogeneous and uniform mixture is 
 
produced. If the final blend of materials is not homogeneously mixed or 
 
within the moisture range given in Sub-Section 301.04.H.2., plant 
 
operations shall be ceased until adjustments can be made in the plant 
 
andlor materials to correct the problem. 
 
d. HAULING: The maximum haul time for soil-cement material shall be 
 
such that the material can be delivered to the Project and spread so that 
 
compaction can begin within 45 minutes after the soil, cement, and 
 
water have been charg~d into the mixer. Each haul vehicle shall use a 
 
waterproofcover large enough to extend down over the sides and end of 
 
the bed far enough to protect the mixture in transit, and shall be 
 
. fastened securely. 
 
. 
 
e. SPREADING: The soil:'cement mixture shall be spread with an approved mixture spreader as specified in Sub-Section 300.03.D. to 
obtain the specified thickness. The mixture shall be so placed that trucks or other construction equipment, i~cluding motor graders, do not travel over the material already placed until the mixture has received the initial passes by compaction equipment~ 
No more than 30 minutes shall elapse between the placement of cemerit treated material\inadjacent lanes at any location, except where longitudinal joints are specified. 
 
 'Ii 
 
._-_ _- ._ _ _-_ _---- .. ... ... 
 
.. ~_.~---_.~ 
 
~ 
 
.. 
 
........ - . ..... 
 
301.04 
 
G. THICKNESS OF COURSE: The maximum design thickness of soil-cement 
 
base shall be 8 inches compacted. The full design thickness shall' be placed 
 
in one course-and compacted as specified in Sub-Section 301.04.H. Two 
 
layer construction wiUnot be permitted. - '. 
 
_. 
 
. H...COMPACTING AND FINISHING: 
 
1. TIME LIMITS: The Contractor shall regulate the operations such that 
 
compaction begins within 45 minutes after the time water is added to 
 
the soil-cement mixture and shall be completed within 2 hours. All 
 
operations from the addition of cement to finished surface shall be 
 
completed in.4 hours. 
 
. 
 
2. MOISTURE CONTROL: The moisture content of the mixture during 
 
compaction shall be uniform and betwee~ 100 and 120 percent of the 
 
optimum moisture content. If, at any time, the moisture content exceeds 
 
the tolerance specified, the Contractor shall cease operations 
 
immediately and make whatever adjustments are necessary to bring the 
 
moisture content back into tOlerance. 
 
. 
 
Materials that "pump" under constructioI! traffic, regardless of the 
 
moisture content, will not be allowed. 
 
3..TEST SECTION: The first section of each soil-cement base course 
 
. ~nstructed shall serve as a test section. The length ofL.be test section shall 
 
be not less than 350 linear feet nor more than 500 linear feet for the 
 
designated width. Prior to constructing the test section, the Contractor 
 
shall submit to the Engineer a Construction Work Plan indicating the type 
 
equipment and compacting procedures proposed for use. If the Engineer 
 
concurs, the Work Plan will be evaluated by the Engineer during 
 
construction of the test section with respect to compaction, moisture, 
 
homogeneity of mixture, thickness of course, and laminations or 
 
compaction planes (scabbing). In the event the Engineer detennines that 
 
Ii 
 
the Work Plan is not satisfactory, he shall direct the Contractor to revise the compaction procedure and augment or replace equipment, as ~ 
 
necessary, to assure work completed in accordance with the Specifications. 
 
4. ADDITIONAL COMPACTION REQUIREMENTS: . 
 
a.' The compaction requirement for soil-cement base, subbase, or .shoulder course shall be a minimum of 98 percent of the maximum dry density as determined in Sub-Section 801.04.H.6. 
 
b. The Contractor shall regulate the construction procedures such that no vibratory compaction will be performed on materials that are more than 1J/2 hours old from the time the cement was added to the mixture. 
 
c. After the mixture has been uniformly compacted, the surface shall be fin'e graded to line, grade, .and cross section. The loosened material , accumulated during this process shall be wasted and in no case shall thin layers of cement treated materials be used in order to conform to cross sectional or grade requirements. The finished surface shan be 
 
 .- 
 
- 
 
...-. _. _:..:~::.:. 
 
:.~-:~ 
 
.. -;. 
 
'-:'---:'- --:-:-=-:-:: ...:.-=_._~-:-=- .-.:,. -:-----_... -.... 
 
 
 
301.04 
is rolled with a pneumatic-tired roller, until the surface smooth, closely 
knit, free from cracks, and conforming to the proper .line, grade, and 
cross section. The Engineer may direct that light application of water he added to the finished surfac~, if needed, to aid in.sealing the completed base and preparing the surface for priming. 
 
d. At all places not accessible to the roller" the required compaction shall 
 
be secured by means of mechanical tampers approved by the Engineer. 
 
The same compaction requirements as stated above apply. 
 
' 
 
5. ADDITIONAL FINISHING REQUIREMENTS: The surface of the 
 
cement stabilized subbase for Portland Cement concrete pavement or 
 
the cement stabilized base for asphaltic concrete pavement shall be fine 
 
graded with the automatically controlled screed equipment described in 
 
Sub-Section 300.03.H. This fine grading operation shaH h~, controlled by 
 
sensing wires or a taut stringline. furnished, installed, and maintained 
 
by the Contractor as a part of this Pay Item. The fine grading operation 
 
shall be done immediately after the placing and compacting operations' 
 
and the subbase shall then again be rolled in accord811ce with Suh- 
 
Section 301.04.HA.c. 
 
'. 
 
6. TESTS: 
 
a. C011PACTION: For central plant mix construction, the maximul11 
 
dry density will be determined from representative samples of the 
 
material being compacted by GDT 19 <AASHTO T 134). For mixed-in- 
 
place construction, the maximum dry density will be, det.ermined ill 
 
,accordance ,with ,GDT 19 or GDT 67. 
 
Detennination of the in-place density of the cement stabilized base, 
 
subbase, or shoulders will be made as soon as possihle after compadion, 
 
but at least before the cement has set. In-place density shall he determined 
 
I 
 
in accordance with GDT 20, GTD 21, or GDT' 59, whichever is applical,le. 
 
b. FINISHED SUR~ACE: The finished surface of the cement stabilized base, subbase, or shoulder course shall be checked transversely with a template cut true to the required cross seCtion and set with a spirit level on nonsuperelevated sections, or by a system or ordinates measured from a stringline, or surveyor's level. The surface shall. also be checked with a 15 foot straightedge placed parallel to the centerline. Ordinates measured from the bottom of the template, stringline, straightedge, or rod reading to the surface shall not exceed I/~ inch (0.02 foot) at any point. Any variations found in exce'ss of these requirements shall he immediately corrected as ~pecified in Sub-Section 300.04.H. 
 
, I. CONSTRUCTION JOINTS: At the end of each day's construction, or if the Work is interrupted such that the material cannot be compacted within the time limit specified in Sub-Section 301.04.H.1, a straight transverse joint shall be formed by cutting back into the Completed Wor1i: to ten'm a true vertical face, free of loose or shattered material. The joint shall he formed. at least two feet from where the strike-ofT plate of the spreader comes to rest at the end of the day's work, or the point ofinterruptioll. 
 
 . .. 
( 
 
301.05 
 
If the soil-cement mixture is being placed over a large area where it is impractical to complete the full width during the course ora day's work, a longitudinal joint shall be fonned as described above. The distance to which the joint is cut back into the Work wi,1l .be such that loose or shattered material is excluded. 
Material removed from the compacted base shall be wasted and not reused in the Work. 
 
J. PRIME: Bituminous prime shall be applied to the finished surface of the base course as soon as deemed practical by the Engineer. The entire surface shall be kept continuously moist until the prime is applied. If weather delays application of the prime, it shall be applied as soon as the surface moisture reaches optimum by visual inspection. In no case shall the surface be allowed to become dry prior to priming. Application of the prime shall be in aCcordance with Section 412 ofthe Standard Specifications. 
 
K OPENING TO TRAFFIC: No heavy traffic or equipment shall be permitted to operate on the finished base, subbase, or shoulders, nor, without adequate protection, to cross until at least seven days after it has been primed. Light weight traffi~.sh~ll not be permitted for at least 48 hours nor until the prime has hardened enough so that it does not pick up under 
traffic. After seven days, heavy equipment will not be allowed on the 
finished base or subba,se if the average axle load of the equipment exceeds 20,000 pounds. Any failures that develop as a result of traffic shall be corrected by the Contractor at no additional cost to the Department. 
 
L. PROTECTION OF COURSE: Base, subbase or shoulder course constructed 
under these Specifications shall be covered with the next base or pavement course wi.thin 30 days after the material is compacted and fi~ished. 
 
301.05 THICKNESS TOLERANCES: 
 
A. THICKNESS MEASUREMENTS: The thickness of the base, subbase, or shoulder course shall be determined by making as many checks as necessary to determine the average thickness. Thickness requirements apply to 'shoulder construction where the Plans specify a uni form thickness, or where the shoulders are to be surfaced. 
 
B. DEFICIENT THICKNESS: If any measurement is defiCient in thickness 
more than 1/2 inch, additional measurements will be made to determine the . area of deficient thickness. Arty area deficient in thickness by more than I/~ inch, but not more than 1 inch, shall be corrected to the design thickness by applying Asphaltic Concrete ~,F" or shall be removed to the full depth of the course and reconstructed to the required thickness in accordance with these Specifications, or shall remain in place and the quantity of materials, and area (if the course is mixed-in-place)in the deficient area will be measured and paid for at one-halfP/2) the Contract Unit Price. 
. Any area deficjent in thickness by more than 1 inch shall be corrected by applying Asphaltic Concrete "F" or shall be removed to the full depth of the course and reconstructed to the required thickness in accordance with 
 
 ~. 
 
, 
 
r' 
I 
 
 301.06 
 
these Specifications. Where the unit of payment is tons, payment for 
 
Asphaltic Concrete "F' applied to correct deficiencies will be made at the 
 
Contract Unit Price applicable to the course being corrected and payment 
 
for additional material used in reconstructing- .~n ~rea r~moved shall be 
 
made at the Contract'Unit Price; but the material removed shall be 
 
deducted from payment. Where the unit of payment for the particular 
 
course is square yards with unit of payment for materials in cubic yards, 
 
payment for .either Asphaltic Concrete f'F" or additional soil-cement 
 
material will be made only at the Contract Unit Price per cubic yard for 
 
soil-cement material. Where the unit of payment is square yards no 
 
payment will be made for. additional material required to correct 
 
deficiencies nor will payment be made for removing and reconstructing the 
 
deficient work. 
 
. 
 
C. AVERAGE THICKNESS: The average thickness per linear mile shall be 
 
determined from all measurements within .the mile increments, excepting 
 
the areas deficient by more tHan 1/2 inch and not corrected. The average 
 
thickness shall be not more than 1/2 inch in excess of the specified 
 
thickness. 
 
If the. unit of payment is tons or cubic yards and the average thickness 
 
for any mile increment exceeds th~ allowable 1/2 inch tolerance, deduction 
 
will be made for the Contractor's payments for the excess quantity in that 
 
increment. The excess quantity shall be calculated from the average 
 
thickness exceeding the allowable 1/2 inch tolerance times the surface area 
 
of the base, subbase, or shoulders, as applicable. 
 
If the unit of payment is square yards, no ded'uction will "be made for 
 
excess thickness. 
 
. 
 
. 
 
301.06 STRENGTH AND COMPACTION TOLERANCES: 
 
A. STRENGTH: The strength requirement for soil cement base, subbase or shoulder course shall be a minimum of 300 psi as determined from the unconfined compressive strength test of cores secured from the completed course. If any strength test falls below 300 psi, the affected area will be isolated b)'. securing additional cores. The average of all compressive strengths in the affected area shall be the basis for corrective work which shall be in accordance withTable I or as directed by the Engineer. 
 
B. COMPACTION: The compaction requirement for soil cement base, subbase or shoulder course shall be a minimum of 98 percent of the specified' theoretical density. If any compaction test falls below 98 percent, the area 
represented by the test will be cored and tested' after seven days for' compressive strength determination. If the strength is 300 psi or greater, no correction will be required. If the strength is less than 300 psi, the affected area will be isolated by obtaining additional cores. The average of all compressive strengths jn the affected area shall be the basis for corrective work which shall be in accordance with Table I. 
 
 .:  
 
301.07 
 
TABLE I STRENGTH CORRECTION CHART 
 
COMPRESSIVE STRENGTH 
 
CORRECTION WORK 
 
300 PSI+ 
 
None 
 
250 -299 PSI 
 
6" & 8" Base - Add 55 Lb.lSq. Yd. Asphaltic Concrete 
 
200 - 249 PSI 
 
6" Base - Add 110 Lb.lSq. Yd. Asphaltic Concrete 
8" Base - Add 135 LbJSq. Yd. . Asphaltic Concrete 
 
150 - 199 PSI 
 
6" Base- Add 150 LbJSq. Yd. Asphaltic Concrete 
8" Base - Add 200 Lb.lSq. Yd. . Asphaltic Concrete 
 
Less than 150 PSI 
 
Reconstruct Affected Area 
 
In no case shall the length of a corrected area requiring asphaltic concrete be less than 150 feet. 
All Corrective Work requiring asphaltic concrete shall be done at no additional cost to the Department. 
 
301.07 l\1EA.SUREMENT: 
 
A SOIL-CEMENT MATERIAL: For mixed-in-place construction, if it is necessary to add other materials ~, t!;C'';8 in the rpadbed, or to build up the base, subbase, or shoulders entirely with new material, soil-cement material will be measured by the cubic yard, loose volume, as specified in Section 109. 
 
B. SOIL-CEMENT STABILIZED BASE, SUBBASE AND SHOULDER COURSE: Where specified for payment by the square yard, the length will be measured on the surface along the centerline, and the width will be that specified on the Plans. Irregular areas, such as turnouts and intersections, will be measured by the square yard. Where specified for payment by the ton, the Soil-Cement Stabilized Base, Subbase, and Shoulder Course material will be measured in tons, as }Dixed and accepted. The actual weight will be determined by weighing on the required motor truck scale, each loaded vehicle as the material is hauled to the roadway. The actual weight will be 
the pay weight and no deduction ynll be made for the weight of the cement. 
 
C. PORTLAND CEMENT: Portland Cement will be measured by the ton. 
 
Ii 
 
D. FLY ASH: Fly Ash will be measured by the ton. 
 
E. PRIME: Bituminous Prime will not be measured for separate payment. The cost of furnishing and applying Bituminous Prime in accordance with the applicable proVisions of Section 412 shall be included in the Unit Price 
Bid for each individual base item. 
 
F. UNSUITABLE MATERIAL: Unsuitable Material removed will be measure~ and paid for as Roadway Excavation-'llnclassified, Section 205. 
 
I 
 
I( 
I' 
 
 0.. '301.08 
 
301.08 PAYMENT: 
 
A SOIL-CEMENT MATERIAL: Where in-place mixing is done and it is necessary to add. other materials to those in the roadbed or to build up the base, subbase, and shoulders entirely with new' inaterials~ the soil-eement material added, in place and accepted, will be paid for at the Contract Price 
per cubic yard, which shall be full compensation for furnishing the material, mixing in th~ pit. for all loading, unloading, spreading, and hauling. 
 
B. SOIL CEMENT-STABILIZED BASE, SUBBASE, AND SHOULDER COURSE: Where specified, Soil-Cement Stabilized Base, Subbase, and Shoulder Course, complete in place and accepted, will be paid for at the Contract Price per square yard, which shall be full compensation for preparation of the roadbed, for mixing on the road, for shaping, pulverizing, 
watering, compaction, repair orall defects, and for maintenance. 
 
C. PRE-MIXED SOIL-CEMENT STABILIZED BASE, SUBBASE, and 
SHOULDER COURSE: Where specified, Pre-Mixed Soil-:Cement Stabilized Base, Subbase,and Shoulder Course, complete in place and accepted, will be paid for at the Contract Price per ton o~ per square yard, which shall be full compensation for preparation of the roadbed, for all materials except Portland Cement, and for loading, unloading, hauling, niixi~g, sp"reading, watering, rolling, shaping, and maintaining. 
 
D. PORTLAND CEMENT: Portland Cement will be paid for at the Contract Price per ton which shall be full payment for furnishing, hauling, and applying the material. Only Portland Cement incorporated in the finished course will be paid for, and no payment will be made for cement used to correct defects due to the Contractor's negligence, faulty equipment, or plant calibration. 
 
E. FLY ASH: Fly Ash will be paid for at the Contract Price per: ton, which shall be full compensation for hauling and applying the material. Only Fly Ash incorporated into the finished course will be paid for and no payment will be made for Fly Ash used to correct defects due to the Contractor's negligence, faulty equipment, or plant calibration. 
 
Payment will be made under: 
 
Item No~ 301. Soil-Cement'Material-IncludingMaterial 
 
and Haul ..~.~ 
 
:.~'..:..~ .., ~.-:.;~................ _per Cubic Yard 
 
Item No. 301. Soil-Cement Stabilized (Base, Subbase, Shoulder 
 
Course) 
 
Inch" " 
 
per Square Yard 
 
Item No. 301. Pre-Mixed Soil-Cement Stabilized (Base, Subbase, 
 
Shoulder) Course - Including Material and 
 
Haul 
 
per Ton or per Square Yard 
 
Item No. 301. Pre-Mixed Soil-Cement Stabilized Base and Shoulder 
 
Course - Inc1uidng Material and 
 
,' 
 
Haul ~ 
 
~.perTon or per Square Yard 
 
Item No. 301. Portland Cement 
 
~; 
 
per Ton 
 
Item No. 301. Fly Ash 
 
, 
 
per Ton 
 
 II 
 
,/ I:11 
i 
 
APPENDIXD: RUT MEASUREMENTS 
 
 RUT MEASUREMENTS 
 
8/28/95 
 
Sta. No. 
50050 49950 49850 49750 49650 49550 49450 49350 49250 49200 49150 49100 49050 49000 48950 48900 
 
LWPRut RWPRut 
 
(x 1/16") (x 1/16") 
 
2 
 
1 
 
2 
 
1 
 
2 
 
2 
 
2 
 
1 
 
3 
 
2 
 
2 
 
1 
 
1 
 
1 
 
2 
 
1 
 
------21------- ------21------- 
 
2 
 
1 
 
2 
 
1 
 
2 
 
1 
 
1 
 
2 
 
0 
 
0 
 
1 
 
1 
 
Sta. No. LWP Rut RWPRut 
 
(x 1/16") (x 1/16") 
 
45700 
 
2 
 
1 
 
45650 
 
2 
 
2 
 
45600 
 
2 
 
1 
 
45550 
 
2 
 
1 
 
45500 
 
1 
 
2 
 
45450 . 
 
1 
 
1 
 
45400 45350 
 
------21------- ------1-1------ 
 
45250 
 
1 
 
0 
 
45150 
 
1 
 
1 
 
45050 
 
1 
 
1 
 
44950 
 
1 
 
2 
 
44850 
 
2 
 
2 
 
44750 
 
1 
 
2 
 
44650 
 
2 
 
1 
 
44550 
 
2 
 
1 
 
Sta. No. 
43900 43850 43800 43750 43700 43650 43600 43550 43450 43350 
43~50 
43150 43050 42950 42850 42750 
 
LWPRut RWPRut 
 
(x 1/16") (x 1/16") 
 
2 
 
1 
 
2 
 
1 
 
1 
 
1 
 
1 
 
0 
 
1 
 
1 
 
2 
 
1 
 
._----2------- 2 ------------- 
 
2 
 
1 
 
1 
 
1 
 
2 
 
1 
 
2 
 
1 
 
1 
 
1 
 
1( 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
I 
 
 2/20/97 
Ii 
 
50095 
 
3 
 
1 
 
45695 
 
2 
 
2 
 
43895 
 
2 
 
1 
 
50075 
 
3 
 
2 
 
45675 
 
2 
 
2 
 
43875 
 
2 
 
1 
 
50050 
 
3 
 
2 
 
45650 
 
1 
 
2 
 
43850 
 
2 
 
0 
 
50025 
 
4 
 
2 
 
45625 
 
1 
 
1. 
 
43825 
 
1 
 
0 
 
50005 
 
2 
 
2 
 
45605 
 
1 
 
1 
 
43805 
 
1 
 
0 
 
49975 
 
4 
 
2 
 
45575 
 
2 
 
1 
 
43775 
 
2 
 
0 
 
49950 
 
4 
 
2 
 
45550 
 
2 
 
2 
 
43750 
 
1. 
 
0 
 
49925 
 
3 
 
2 
 
45525 
 
2 
 
1 
 
43725 
 
2 
 
0 
 
49905 
 
2 
 
2 
 
45505 
 
2 
 
2 
 
43705 
 
1 
 
0 
 
49875 
 
3 
 
1 
 
45475 
 
1 
 
1 
 
43675 
 
1 
 
0 
 
49850 
 
2 
 
1 
 
45450 
 
1 
 
2 
 
43650 
 
1 
 
0 
 
49825 
 
3 
 
1 
 
45425 
 
2 
 
1 
 
43625 
 
1 
 
1 
 
49805 49775 
 
------2------3 
 
------22------- 
 
45405 45375 
 
2 2 
 
1 
 
43605 
 
2 
 
1 
 
43575 
 
2 
 
1 1 
 
49750 
 
2 
 
1 
 
45350 
 
2 
 
1 
 
43550 
 
2 
 
1 
 
49725 
 
2 
 
1 
 
45325 
 
1 
 
1 
 
43525 
 
2 
 
1 
 
49705 
 
3 
 
2 
 
45305 
 
2 
 
0 
 
43505 
 
1 
 
0 
 
49675 
 
2 
 
1 
 
45275 
 
2 
 
1 
 
43475 
 
2 
 
1 
 
49650 
 
2 
 
2 
 
45250 
 
2 ~. 
 
1 
 
43450 
 
1 
 
0 
 
49625 
 
2 
 
.2 
 
45225 ". 
 
-2 
 
1 
 
43425 
 
1 
 
1 
 
49605 
 
2 
 
2 
 
45205 
 
2- 1 
 
43405 
 
1 
 
1 
 
49575 
 
2 
 
1 
 
45175 
 
3 
 
1 
 
43375 
 
1 
 
1 
 
49550 
 
2 
 
2 
 
45150 
 
2 
 
1 
 
43350 
 
2 
 
1 
 
49525 
 
2 
 
2 
 
45125 
 
2 
 
1 
 
43325 
 
2 
 
1 
 
49505 
 
2 
 
2 
 
45105 
 
2 
 
1 
 
43305 
 
1 
 
2 
 
49475 
 
1 
 
2 
 
45075 
 
1 
 
1 
 
43275 
 
1 
 
1 
 
49450 
 
2 
 
2 
 
45050 
 
2 
 
2 
 
43250 
 
1 
 
1 
 
49425 
 
2 
 
2 
 
45025 
 
2 
 
2 
 
43225 
 
2 
 
1 
 
49405 
 
2 
 
2 
 
45005 
 
3 
 
1 
 
43205 
 
1 
 
1 
 
49375 
 
1 
 
2 
 
44975 
 
2 
 
1 
 
43175 
 
1 
 
1 
 
49350 
 
2 
 
2 
 
44950 
 
2 
 
1 
 
. 43150 
 
1 
 
1 
 
49325 
 
2 
 
2 
 
44925 
 
2 
 
2 
 
43125 
 
1 
 
1 
 
49305 
 
2 
 
2 
 
44905 
 
2 
 
1 
 
43105 
 
1 
 
0 
 
49275 
 
:2 
 
2 
 
44875 
 
2 
 
1 
 
43075 
 
2 
 
1 
 
49250 
 
1 
 
1 
 
44850 
 
2 "" 
 
2 
 
43050 
 
1 
 
0 
 
49225 
 
2 
 
2 
 
44825 
 
2 
 
1 
 
43025 
 
1 
 
0 
 
49205 
 
2 
 
49175 
 
2 
 
2 2 
 
44805 44775 
 
------2------2 
 
------2-1------ 
 
43005 42975 
 
-------11------ 
 
-------0-----0 
 
49150 
 
3 
 
2 
 
44750 
 
2 
 
2 
 
42950 
 
1 
 
1 
 
49125 
 
2 
 
3 
 
44725 
 
2 
 
2 
 
42925 
 
1 
 
1 
 
49105 
 
3 
 
2 
 
44705 
 
2 
 
2 
 
42905 
 
2 
 
0 
 
49075 
 
2 
 
1 
 
44675 
 
2 
 
.2 
 
42875 
 
2 
 
1 
 
49050 
 
2 
 
1 
 
44650 
 
2 " " 
 
2 
 
42850 
 
2 
 
1 
 
49025 
 
2 
 
1 
 
44625 
 
2 
 
2 
 
42825 
 
2 
 
1 
 
49005 
 
2 
 
1 
 
44605 
 
2 
 
2 
 
42805 
 
1 
 
1 
 
48975 
 
1 
 
"2 
 
44575 
 
2 
 
2 
 
42775 
 
1 
 
0 
 
48950 
 
1 
 
1 
 
44550 
 
2 
 
2 
 
42750 
 
1 
 
0 
 
48925 
 
1 
 
1 
 
44525 
 
2 
 
2" 
 
42725 
 
2 
 
1 
 
48905 
 
1 
 
1 
 
44505 
 
2 
 
2 
 
42705 
 
1 
 
1 
 
 7/22/97 
 
Sta. No. LWPRut RWPRut 
 
(x 1/16") (x 1/16") 
 
50095 
 
2 
 
1 
 
50075 
 
2 
 
1 
 
50050 
 
2 
 
1 
 
50025 
 
2 
 
1 
 
50005 
 
2 
 
1 
 
49975 
 
3 
 
1 
 
49950 
 
3 
 
1 
 
49925 
 
2 
 
1 
 
49905 
 
2 
 
1 
 
49875 
 
2 
 
1 
 
49850 
 
2 
 
1 
 
49825 
 
3 
 
1 
 
49805 49775 
 
------33------- 
 
------1------1 
 
49750 
 
2 
 
1. 
 
49725 
 
3 
 
1, 
 
49705 
 
2 
 
1 
 
49675 
 
2 
 
1 
 
49650 
 
3 
 
2 
 
49625 
 
2 
 
1 
 
49605 
 
1 
 
1 
 
49575 
 
2 
 
1 
 
49550 
 
2 
 
1 
 
49525 
 
2 
 
1 
 
49505 
 
2 
 
1 
 
49475 
 
1 
 
1 
 
49450 
 
1 
 
1 
 
49425 
 
2 
 
1 
 
49405 
 
2 
 
1 
 
49375 
 
2 
 
1 
 
49350 
 
2 
 
1 
 
49325 
 
2 
 
1 
 
49305 
 
1 
 
1 
 
49275 - 
 
2 
 
1' 
 
49250 
 
2 
 
1 
 
49225 
 
2 
 
1 
 
49205 
 
2 
 
1 
 
49175 
 
2 
 
1 
 
49150 
 
3 
 
2 
 
49125 
 
2 
 
1 
 
49105 
 
2 
 
1 
 
49075 
 
1 
 
1 
 
49050 . 
 
1 
 
1 
 
49025 
 
2 
 
1 
 
49005 
 
1 
 
1 
 
48975 
 
2 
 
0 
 
48950 
 
1 
 
1 
 
48925 
 
1 
 
1 
 
48905 
 
1 
 
1 
 
Sta. No. 
45695 45675 45650 45625 45605 45575 45550 45525 45505 45475 45450 45425 45405 45375 45350 45325 45305 45275 45250 45225 45205 45175 45150 45125 45105 45075 45050 45025 45005 44975 44950 44925 44905 44875 44850 44825 44895 44775 44750 44725 44705 44675 44650 44625 44605 44575 44550 44525 44505 
 
LWPRut 'RWP'Rut 
 
(x 1/16") (x 1/16") 
 
1 
 
1 
 
1 
 
1. 
 
2 
 
1 
 
1 
 
1 
 
1 
 
1 
 
2 
 
1 
 
1 
 
1 
 
2 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
2 
 
1 
 
2 
 
1 
 
1 
 
0 
 
1 
 
0 
 
) 
 
1 
 
0 
 
1 
 
-0 
 
1 
 
0 
 
1 
 
0 
 
2 
 
0 
 
1 
 
0 
 
2 
 
1 
 
1 
 
1 
 
2 
 
1 
 
1 
 
1 
 
1 
 
0 
 
1 
 
1 
 
3 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 
 
1 " 
 
1 
 
1 
 
1 
 
2 
 
1 
 
1 
 
1 
 
------2-1------ ------0-1------ 
 
2 
 
1 
 
1 
 
1 
 
.. 1 
 
1 
 
1 
 
1 
 
2 
 
1 
 
2 
 
1 
 
1 
 
1 
 
1 
 
1 
 
2 
 
1 
 
2 
 
1 
 
1 
 
1 
 
Sta. No. LWP Rut RWP Rut 
 
(x 1/16") (x 1/16") 
 
43895 
 
2 
 
0 
 
43875 
 
2 
 
0, 
 
43850 
 
2 
 
0 
 
43825 
 
2 
 
0 
 
43805 
 
1 
 
0 
 
43775 
 
1 
 
0 
 
43750 
 
1 
 
0 
 
43725 
 
1 
 
0 
 
43705 
 
1 
 
0 
 
43675 
 
1 
 
0 
 
43650 
 
1 
 
0 
 
43625 
 
1 
 
0 
 
43605 
 
2 
 
1 
 
43575 
 
2 
 
1 
 
43550 
 
2 
 
1 
 
43525 
 
2 
 
0 
 
43505 
 
1 
 
1 
 
43475 
 
1 
 
0 
 
43450 
 
1 
 
1 
 
43425 
 
1 
 
1 
 
43405 . , 1 
 
1 
 
43375 
 
2 
 
0 
 
43350 
 
2 
 
0 
 
43325 
 
1 
 
0 
 
43305 
 
1 
 
1 
 
43275 
 
1 
 
1 
 
43250 
 
1 
 
1 
 
43225 
 
1 
 
0 
 
43205 
 
0 
 
0 
 
43175 
 
1 
 
0 
 
43150 
 
1 
 
0 
 
43125 
 
1 
 
1 
 
43105 
 
1 
 
1 
 
43075 
 
1 
 
1 
 
43050 
 
1 
 
0 
 
43025 
 
1 
 
0 
 
43005 -------1------ 0 ------------- 
 
42975 
 
1 
 
0 
 
42950 
 
1 
 
1 
 
42925 
 
i 
 
1 
 
42905 
 
1 
 
0 
 
42875 
 
1 
 
0 
 
42850 
 
1 
 
1 
 
42825 
 
1 
 
1 
 
42805 
 
1 
 
1 
 
42775 
 
1 
 
1 
 
42750 
 
1 
 
0 
 
42725 
 
1 
 
1 
 
42705 
 
1 
 
0 
 
I. 
 
Ii"(.t 
i\ 
 
 RUT MEASUREMENT SUMMARIES 
 
8/28/95 
Overall "AV2. 
Round Avg. Control AV2. Round Avg. Test Avg. Round Avg. 
 
1.6875 2 
1.428571 1 
1.888889 2 
 
1.1875 1 
1.142857 1 
1.222222 1 
 
2/20/97 
 
Overall 2.183673 
 
AV2 
 
Round 
 
2 
 
Avg. 
 
Control 2.923077 
 
AV2. 
 
Round 
 
3 
 
Avg. 
 
Test Avg. 1.916667 
 
Round 
 
2 
 
Avg. 
 
1.693878 2 
1.692308 2 
1.694444 2 
 
07/22/97 
 
Overall 1.959184 
 
AV2. 
 
Round 
 
2 
 
Avg. 
 
Control 2.307692 
 
AV2. 
 
Round 
 
2 
 
Avg. 
 
Test Avg. 1.833333 
 
Round 
 
2 
 
Avg. 
 
1.020408 1 1 1 
1.027778 1 
 
1.5 
 
1.25 - 
 
2 
 
1 
 
1.714286 1.285714 
 
2 
 
1 
 
1.333333 1.222222 
 
1 
 
1 
 
1.897959 1.428571 
 
2 
 
1 
 
2 
 
1.916667 
 
2 
 
2 
 
1.864865 1.27027 
 
2 
 
1 
 
1.346939 0795918 
 
,1 
 
1 
 
1.416667 
 
1 
 
1 
 
1 
 
1.324324 0.72973 
 
1 "" 
 
1 
 
1.4375 1 
1.571429 2 
1.333333 1 
 
1 
1 
~ 
1 
1 
1 1 
 
1.387755 0.619048 
 
1 
 
1 
 
1.416667 0.666667 
 
1 
 
1 
 
1.378378 0.621622 
 
1 
 
1 
 
1.183673 0.357143 
 
1 
 
0 
 
1 
 
0.583333 
 
1 
 
1 
 
1.243243 0.351351 
 
1 
 
0 
 
 APPENDIX E:' FWD Normalized Deflections 
 
 ,-- 
 
35 
 
30 
 
25 
 
-.!!! 
"E 20 
-ctil 
 
0 
 
~u 
 
-Q) 
;;: 
 
15 
 
cQ) 
 
10 
 
5 
o 
 
Figure E-1 Average Deflections in Test Sections: 1995-97 Annual Evaluations 
 
1995 
 
1996 Annual Evaluation 
 
1997 
 
-+-Control _6"CMMSS ---Ir- 9" CMMSS 
~12"CMMSS 
 
 50 
40 
--.."!eI! 
g 30 
~ 
CI) 
.;;: 
CI) 
C 
20 
10 
o 
 
Figure E-2 Normalized Deflections 
Section 1 (6-13-94) 
 
"<t 
 
M 
 
N 
 
M 
 
M 
 
M 
 
"<t 
 
"<t 
 
"<t 
 
Station Number 
 
-Deflect. 1 - - Deflect. 7 (x4) 
 
 35 
 
30 
 
25 
 
-:i 
'E 20 
c 
 
;0: 
 
u 
 
II) 
;;:: 
 
15 
 
cII) 
 
10 
 
5 
o 
 
Figure E-3 Normalized Deflections 
Section 2 (6-13-94) 
Station Number 
 
-Series5 --Series8 
 
 70 
60 
50 
-~ 
. 40 
c 
;0: 
to) 
;C:D 30 
cCD 
20 
10 
o 
 
Figure E-4 Normalized Deflections 
Section 3 (6-13-94) 
 
Station Number 
 
-Deflect. 1 - - Deflect. 7 (x4) 
~, 
\ 
 
 Figure E-5 Normalized Deflections 
Section 1 (8-28-95) 
 
45 
 
40 
 
35 
 
30 
 
~ 
 
. 25 
 
c 
 
0 
 
;; 
 
u ;G;:l 
 
20 
 
cGl 
 
15 
 
10 
 
5 
 
0 
 
m 
 
co 
 
r-- 
 
<0 
 
LO 
 
~ 
 
(Y) 
 
N 
 
(Y) 
 
(Y) 
 
(Y) 
 
(Y) 
 
(Y) 
 
(Y) 
 
(Y) 
 
(Y) 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
Station Number 
 
-Deflect. 1 -e-Deflect. 7 (x4) 
 
 ( 
20 
-i" 
'E 
c 
;0 15 
CJ 
;G;:l 
Gl 
C 10 
 
Figure E-G . Normalized Deflections 
Section 2 (8-28=95)'" 
 
Station Number 
 
-Oeflect.1 --Oeflect. 7 (x4) 
 
 1:-:::- 
/' 
 
Figure E-7 Normalized Deflections 
Section 3 (8-28-95) 
 
50 
 
45 
 
40 
 
35 
 
-..!!! 30 
'E 
 
-c 
;0; 
 
25 , 
 
(,) 
 
Q) 
;: 
 
Q). 
c 
 
20 
 
15 
 
-Deflect. 1 - - . Deflect. 7 (x4) 
 
10 
 
5 
 
0.... 
 
0 
 
0 
 
0 
 
mm 
 
mco 
 
ml"- 
 
ImD 
 
mlO 
 
m'<t 
 
C") 
m 
 
mN 
 
.... 
m 
 
m0 
 
mco 
 
lO 
 
lO 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
'<t 
 
Station Number 
 
 Figure E-8 Normalized Deflections 
Section 1 (8-26-96) 
35 
 
30 
 
25 
-.~ 
'E 20 
c 
0 
(,) 
15 Q) 
;0:: 
cQ) 
10 
 
-Deflect: 1 --Deflect. 7 (x4) 
 
5 
 
0 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
It) 
 
m co 
 
m 
I'- 
 
m 
CD 
 
m 
It) 
 
m 
~ 
 
m 
(") 
 
m 
N 
 
m 
T'"" 
 
m 
0 
 
mm 
 
cmo 
 
m 
I'- 
 
m 
CD 
 
(") 
 
(") 
 
(") 
 
(") 
 
(") 
 
(") 
 
(") 
 
(") 
 
(") 
 
N 
 
N 
 
N 
 
N 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
.~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
Station Number 
 
' .. ' 
 
 /;.:,,."'11 
 
Deflections (mils) 
 
o 
 
(J'l 
 
-o" 
 
-" (J'l 
 
oN 
 
N 
(J'l 
 
45695 
 
45595 
 
45495 
 
45395 
 
45295 
 
--45195 
C/) 
III 
o' 
~ 45095 
c 
3 
C" Cll 
., 44995 
 
44895 m~~IIY~I:- : 
 
..~--- 
 
44795 
 
,.~ t'>" 
.'" 
 
. "'''iIUIiI . _.iiii .. ' .. 
.. '.~"":"  ' i ",I~~,~i~:l,'-r.~"";;:l*- 
 
Z 
cnQ 3 (I) 
~ D) 
cr N=: _.". cg ,::s (I) 
NO."", 
-c;o0(l)m(I) 
ee< NInn:0::_n(_I:).!:l<0 
_0 
::s en 
 
44695 
 
44595 
 
44495 
 
II 
Cl Cl 
Cll Cll ::!I ::!I Cll Cll 
r0- r0- 
~ -" 
x 
,.~ .... 
 
 Figure E-10 Normalized Deflections. 
Section 3 (8-26-96) 
 
40 
 
35 
 
30 
 
-~ 25 
'E 
 
c 
0 
 
20 
 
;l 
 
CJ 
 
;Q;:) 
 
cQ) 15 
 
10 
 
-Deflect. 1 -Deflect. 7 (x4) 
" 
 
5 
 
0 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
In 
 
0> 
 
0> 
 
0 
 
0> 
 
0> <0 
 
0> I"- 
 
0> <0 
 
0> In 
 
0> 
~ 
 
0> 
C') 
 
0> N 
 
.0...>.. 
 
0> 0 
 
0> 0> 
 
0> <0 
 
0 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
0> 
 
<0 
 
<0 
 
In 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
~ 
 
Station Number 
 
 Figure E-11 
 
'. 
 
Normalized Deflections 
 
Section 1 (7-22-97) 
 
.40 
 
35 
 
30 
 
- 25 
~ 
. 
 
c 
;0: 
 
20 
 
CJ 
 
CI) 
;;: 
 
cCI) 
15 
 
-Deflect. 1 --Deflect. 7 (x4) 
 
10 
 
5 
 
0 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
LO 
 
0> <X> 
 
0 <X> 
 
0 l"- 
 
0 
CD. 
 
0 LO 
 
0 '<:t 
 
0 
C") 
 
0 N 
 
.0.- 
 
0 0 
 
0 
 
0 
 
0 
 
0> 
 
<X> 
 
l"- 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
C") 
 
N 
 
N 
 
N 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
'<:t 
 
Station Number 
 
 Figure E-12 . Normalized Deflections 
Section 2 (7-22-97)" . 
25 
 
20 
-"e.!!!.15 -co 
; 
CJ 
G) 
;;:: 
cG) 10 
 
-Deflect. 1 --Deflect. 7 (x4) 
 
5 r 
 
0 
 
Il) 
 
Il) 
 
Il) 
 
Il) 
 
Il) 
 
Il) 
 
Il) 
 
. Il) 
 
Il) 
 
Il) 
 
Il) 
 
Il) 
 
. Il) 
 
0> 
(0 Il) 
-.r 
 
0 
 
0 
 
(0 
 
Il) 
 
Il) 
-.r 
 
.-I.lr) 
 
0-.r 
 
.0 
('t) 
 
Il) 
 
Il) 
 
-.r 
 
-.r 
 
0 N 
Il) 
-.r 
 
.0.... 
Il) 
-.r 
 
0 0 
Il) 
-.r 
 
0 
0--..>rr 
 
0 
t--..orr 
 
.0--.....rr. 
 
0 
(--..0rr 
 
0 
Il) 
--..rr 
 
Station Number 
 
 1 I""' 
 
- 
~ 
 
.-.- 
 
Figure E-13 Normalized Deflections 
Section 3 (7-22-97) 
 
50 
 
40 
.~ 
-"e 
;co: 30. 
U GI 
~ 
C 
20 
 
- - Deflect. 1 --Deflect. 7 (x4) 
 
10 
 
0 
 
mLO 
0 0 LO 
 
LO 0 0 0 LO 
 
LO 
 
LO 
 
0mm 
 
-c0o m 
 
""" 
 
""" 
 
LO 0 
Im"- 
.",," 
 
LO 
 
LO 
 
LO 
 
0 
 
0 
 
0 
 
<m.0 
 
LmO 
 
"m"" 
 
""" Station"""Number""" 
 
LO 0 
C"') 
m 
""" 
 
LO 0 
Nm 
""" 
 
LO 
.0.... 
m 
""" 
 
LO 0 
0m 
""" 
 
LO 
cm0o 
""" 
 
 APPENDIXF: Elastic Moduli and Other Data from FWD Readings 
i. 
I: 
 
 Ii 
 
Table F-1 Summary ofElastic Moduli and Average Projected Lives obtained from FWD Readings 
 
Station Number 501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 
 
CMMSS (in.) 12 
9 
6 
 
Cement Content 
(%) 8 6 4 8 6 4 8 6. 4 
 
454-453 
 
4 
 
453-452 
 
6 
 
6 
 
452-451 
 
8 
 
451-450 
 
4 
 
450-449 
 
9 
 
6 
 
449-448 
 
8 
 
448-447 
 
4 
 
447-446 
 
12 
 
6 
 
446-445 
 
8 
 
1994 
 
Year 
 
1995 
 
1996 , 
 
35 38.33 36.25 30.67 
24 22.33 
25 24.67 
22 
24.67. 24 
. 28 
27.67 29.67 27.33 
36 37.67 
29 
 
40 40 37.33 28.33 26.67 24.67 30.67 23.33 19.33 
" 
- 25.33 
29.33. 29.67 28.33 30.33 
29 46 45 39.67 
 
37 40.25 39.5 25.5 22.75 22.75 20.75 19.5 16.7.5 
20 23.25 
22 26 24.5 26 36.25 38.25 32.5 
 
1997 
32.8 35.25 32.75 28.8 21.8 
19 21 17.5 16.25 
23.5 19.75 17.25 21.8 20.8 23.3 34.75 38.25 
33 
 
Average Me 
36.20 38.46 36.46 28.33 23.81 22.19 24.36 .21.25 18.58 
 
Projected Life After 4 Years 
20 20 20 18 14 8 12 10 9 
 
23.38 
 
12 
 
24.08 
 
10 
 
24.23 
 
9 
 
25.95 
 
13 
 
26.33 
 
9 
 
26.41 
 
. 14 
 
38.25 
 
20 
 
39.79 
 
20 
 
33.54 
 
20 
 
436-435 
 
435-434 '6 
 
434-433 
 
433-432 
 
432-431 
 
9 
 
431-430 
 
. 430-429 
 
429-428 
 
12 
 
428-427 
 
4 
 
18 
 
19.25 
 
16.5 
 
14.75 
 
.17.13 
 
5 
 
6 
 
16.33 
 
18.25 
 
16 
 
15 
 
16.40 
 
6 
 
8 
 
18 
 
26 
 
18.25 
 
18.5 
 
20.19 
 
9 
 
4 
 
20.33 
 
29.33 
 
22 
 
29.3 
 
25.24 
 
12 
 
6, 
 
23 
 
29.67 
 
22.75 
 
24.5 
 
24.98 
 
15 
 
8 
 
28.67 
 
31 
 
22 
 
23.5 
 
26.29 
 
17 
 
4 
 
31.33 
 
38.33 
 
31 
 
30.8 
 
32.87 
 
17 
 
6 
 
'32 
 
48.33 
 
34.25 
 
33 
 
36.90 
 
18 
 
8 
 
40.33 
 
50.33 
 
33.75 
 
36.25 
 
40.17 
 
20 
 
* Bold Signifies a m.in.imum value. 
 
 Table F-2 
 
\ 
 
Average Projected Service Lives Per Subsection 
 
from Falling Weight Deflectometer Data 
 
(10-Year Life Cycle) 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
 
Cement Content 
(%) 8 6 4 8 6 4 8 6 4 
- 
 
Average Projected Service Life 
 
(years) 
 
Jun-94 Aug-95 Sep-96 JUly-97 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
20 
 
>20 
 
>20 
 
>20 
 
18 
 
>20 
 
\ >20 
 
>20 
 
14 
 
>20 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
>20 
 
12 
 
>20 
 
>20 
 
>20 
 
10 
 
>20 
 
>20 
 
>20 
 
9 
 
0 
 
0 
 
1 
 
0 
 
1 
 
1 
 
2 
 
0 
 
2 
 
1 
 
3 
 
0 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
454-453 
 
6 
 
453-452 
 
6 
 
452-451 
 
6 
 
451-450 
 
9 
 
450-449 
 
9 
 
449-448 
 
9 
 
448-447 
 
12 
 
447-446 
 
12 
 
446-445 
 
12 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
 
N/A - 
 
>20 
 
- 
 
-6 
 
7 
 
- 
 
4 
 
8 
 
4 
 
>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
4 
 
>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
,4 
 
>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
, 
 
- 
 
1 
 
1 
 
- 
 
1 
 
1 
 
- 
 
-1. 
 
1 
 
4 
 
'>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
4 
 
>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
4 
 
>20 
 
>20 
 
6 
 
>20 
 
>20 
 
8 
 
>20 
 
>20 
 
20 
 
3 
 
12 
 
1 
 
13 
 
1 
 
>20- 
 
12 
 
>20 
 
10 
 
>20 
 
9 
 
>20 
 
13 
 
>20 
 
9 
 
>20 
 
14 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
>20 
 
3 
 
0 
 
2 
 
0 
 
2 
 
0 
 
>20 
 
5 
 
>20 
 
6 
 
>20 
 
9 
 
>20 
 
12 
 
>20 
 
15 
 
>20 
 
17 
 
>20 
 
17 
 
>20 
 
18 
 
>20 
 
20 
 
 II 
 
Table F-3 Elastic Moduli: 6/13/94 
 
Station 
 
Number. CMMSS 
 
(in.) 
 
501-500 
 
12 
 
500-499 
 
12 
 
499-498 
 
12 
 
498-497 
 
9 
 
497-496 
 
9 
 
496-495 
 
9 
 
495-494 
 
6 
 
494-493 
 
6 
 
493-492 
 
6 
 
492-491 
 
- 
 
491-490 
 
- 
 
490-489 
 
- 
 
Cement Content 
(%) 
8 6 4 8 6 4 
8 6 4 
- 
- 
- 
 
*E1 117.67 113.25 116.75 
104 118.67 120.33 111.33 119.33 122.67 
89 92.33 , 102.33 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
454-453 
 
6 
 
453-452 
 
6 
 
452-451 
 
6 
 
451-450 
 
9 
 
450-449 
 
9 
 
449-448 
 
9 
 
448-447 
 
12 
 
447-446 
 
12 
 
446-445 
 
12 
 
- 
 
n/a ' 
 
- 
 
88 
 
- 
 
84 
 
4 
 
106.67 
 
6 
 
119 
 
8 
 
111.5 
 
4 
 
106 
 
6 
 
119 
 
8 
 
117 
 
4 
 
113 
 
6 
 
118.33 
 
8 
 
98.67 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 
 
12 
 
429-428 , 12 
 
428-427 
 
12 
 
- 
 
114.33 
 
- 
 
108.33 
 
- 
 
103.33 
 
4 
 
123 
 
6 
 
131 
 
8 
 
132 
 
4 
 
140 
 
6 
 
139.67 
 
8 
 
132.33 
 
4 
 
129.33 
 
6 
 
121.67 
 
8 
 
111.33 
 
Elastic Moduli 
 
(ksi) 
 
E2 
 
E3 . 
 
,70.67 
 
35 
 
59 
73~75 
 
38.33 36.25 
 
58 . 30.67 
 
45.33 
 
24 
 
42 
 
22.33 
 
45.33 
 
25 
 
44.67 24.67 
 
40 
 
22 
 
9.25 
 
- 
 
10.33 
 
- 
 
12 
 
- 
 
n/a 19.33 28.33 50.67 48.5 38.33 52.,67 56:33 51.33 65.33 67.67 52.67 
 
- 
- 
24.67 24 28 
27.67 29.67 27.33 
36 37.67 
29 
 
10.33 9.67 17.67 34;67 33 37.33 38.33 43.33 55 56.33 58.33 73.67 
 
- 
- 
18 16.33 
18 20.33 
23 28.67 31.33 
32 40.33 
 
* E1: Elastic Modulus for Asphalt Layers E2: Elastic Modulus for Base Layer E3: Elastic Modulus for Cement Modified Subgrade E4: Elastic Modulus for Unmodified Subgrade 
 
E4 24.67 22.67 19.75 16.67 15.33 
15 16.67 
17 14.33 3.75 
5 . 4.67 
n/a 6.67 9.67 18 19 19 19 21 22.67 29.33 30 23 
4.33 4 6.33 11 10 12.33 14 20 22.67 25 25 25.67 
 
 Ii 
 
Table F-4 
 
Elastic Moduli: 8/26/95 
 
Station 
 
Cement 
 
Elastic Moduli 
 
'. 
 
Number CMMSS Content 
 
(ksi) 
 
(in.) 
 
(%) 
 
*E1 
 
E2 
 
E3 
 
E4 
 
501-500 
 
12 
 
8 
 
295.33 72.33 
 
40 
 
20.33 
 
500-499 
 
12 
 
6 
 
355 
 
72.67 
 
40 
 
18.33 
 
499-498 
 
12 
 
4 
 
325 
 
67.67 37.33 18.67 
 
498-497 
 
9 
 
8 
 
327 
 
54 
 
28.33 14.67 
 
497-496 
 
9 
 
6 
 
348.33 50.33 26.67 14.67 
 
-496-495 
 
9 
 
4 
 
361.67 46.33 24.67 
 
15 
 
.495-494 
 
6 
 
8 
 
305.67 62.33 30.67 17.33 
 
494-493' 6 
 
6 
 
319 
 
47.67 23.33 14.33 
 
Ii 
 
493-492 
 
6 
 
492-491 
 
- 
 
4 
 
330.67 39.33 19.33 
 
12 
 
- 
 
207.33 
 
10 
 
- 
 
4.67 
 
491-490 
 
- 
 
- 
 
236 
 
11.67 
 
- 
 
3.33 
 
490-489 
 
- 
 
- 
 
232 
 
13 
 
-- 
 
3.33 
 
457-456 
 
- 
 
- 
 
225.33 32.33 
 
- 
 
9 
 
II 
 
456-455 
 
- 
 
455-454 
 
- 
 
- 
 
200.33 20.33 
 
- 
 
7 
 
- 
 
232 
 
19.67 
 
- 
 
1.33 
 
454-453 
 
6 
 
4 
 
236 
 
51.3 
 
25.33 
 
16 
 
453-452 
 
6 
 
6 
 
243.33 
 
60 
 
29.33 
 
20.7 
 
II 
 
452-451 
 
6 
 
,8 
 
241 
 
60.3 
 
29.67 14.67 
 
451-450 
 
9 
 
4 
 
236 
 
53.67 28.33 
 
14 
 
450-449 
 
9 
 
6 
 
255.33 
 
58 
 
30.33 18.33 
 
449-448 
 
9 
 
8 
 
228.67 55.33 
 
29 
 
17.33 
 
448-447 
 
12 
 
4 
 
209 
 
83.33 
 
46 
 
27.33 
 
447-446 
 
12 
 
6 
 
245.67 81.67 
 
45 
 
28 
 
446-445 
 
12 
 
8 
 
210.67 
 
72 
 
39.67 25.33 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
. 430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
 
192.67 13.67 
 
- 
 
3.67 
 
- 
 
183.33 
 
13 
 
- 
 
3.33 
 
- 
 
172 
 
12 
 
- 
 
3.67 
 
4 
 
216.25 39.25 19.25 
 
11 
 
6 
 
217 
 
37.25 18.25 11.75 
 
8 
 
. 201 
 
53 
 
26 
 
14.75 
 
4 
 
197.33 55.33 29.33 17.33 
 
6 
 
209.67 55.67 29.67 19.67 
 
8 
 
228 
 
59 
 
31 
 
17.67 
 
4 
 
185.33 69.67 38.33 26.33 
 
6 
 
175 
 
87.33 48.33 27.33 
 
8 
 
167.67 91.33 50.33 
 
28 
 
* E1: Elastic Modulus for Asphalt Layers E2: Elastic Modulus for Base Layer E3: Elastic Modulus for Cement Modified Subgrade E4: Elastic Modulus for Unmodified Subgrade 
 
 Table F-5 Elastic Moduli: 9/20/96 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
 
- 
Cement Content 
(%) 8 6 4 8 6 4 8 6 4 
- 
 
*E1 767.25 967.5 822.25 975.25 1044.25 
907 873 834.5. 881.25 480 549.5 556.4 
 
Elastic Moduli 
 
(ksi) 
 
E2 
 
E3 
 
67 
 
37 
 
73.25 40.25 
 
72 
 
39.5 
 
47.75 
 
25.5 
 
43 
 
22.75 
 
43 
 
22.75 
 
43 
 
20.75 
 
40 
 
19.5 
 
34.75 7.33 12 12.2 
 
16.75 
- .- 
. 
 
E4 20.75 19.25 . 19.75 16.25 16.5 15.75 16.25 
16 14.25 2.67 
4 4 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
- 
 
643.5 
 
29.5 
 
- 
 
8 
 
- 
 
569 
 
20 
 
. 
 
6.25 
 
- 
 
506.25 .22.25 
 
- 
 
6.25 
 
454-453 
 
6 
 
4 
 
631.5 
 
40.5 
 
20 
 
13 
 
453-452 
 
6 
 
6 
 
609 
 
52.5 
 
23.25 15.25 
 
452-451 
 
6 
 
8 
 
630.5 
 
45 
 
22 
 
12.25 
 
451-450 
 
9 
 
4 
 
650 
 
48.5 
 
26 
 
18.5 
 
450-449 
 
9 
 
6 
 
609.75 46.5 
 
24.5 
 
15.5 
 
II 
 
449-448 
 
9 
 
8 
 
650 
 
48.5 
 
26 
 
18.5 
 
448-447 
 
12 
 
4 
 
520 
 
65.75 36.25 
 
25.5 
 
447-446 
 
12 
 
6 
 
569.5 68.75 . 38.25 
 
25 
 
446-445 
 
12 
 
8 
, 
 
495.5 
 
59 
 
32.5 
 
Z3 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
-, - 
4 6 8 4 6 '. 
8 4 6 8 
 
483.25 431.25 
401 520.25 554.5 524.5 651.75 
557 593.25 
484 494.75 
462 
 
13.75 10.25 
11 34 32.5 37.5 38.75 43 41.5 56 61.75 61 
 
- 
- 
16.5 16 18.25 
22 22.75 
22 31 34.25 33.75 
 
16 3.25 3.5 . 9.75 9.5 12.25 14.5 16.25 14.5 22.25 25.5 28 
 
* E1: Elastic Modulus for Asphalt Layers E2: Elastic Modulus for Base Layer E3: Elastic Modulus for Cement-Modified Subgrade E4: Elastic Modulus for Unmodified SUbgrade 
 
 Table F-6 ' Elastic Moduli: 7/22/97 
 
Ii 
 
Station 
 
Cement 
 
Number CMMSS Content 
 
Elastic Moduli (ksi) 
 
(in.) 
 
(Ufo) 
 
*E1 
 
E2 
 
E3 
 
E4 
 
501-500 12 
 
8 
 
414.68 83.5 
 
32.8 
 
18.6 
 
500-499 12 
 
6 
 
578 
 
72.25 35.25 17.75 
 
,499-498 
 
12 ' 
 
4 
 
"494.75 66.75 32.75 15.75 
 
III 
 
498-497 
 
9 
 
497-496 
 
9 
 
8 
 
475 
 
53.8 
 
28.8 
 
15.8 
 
6 
 
606.8 
 
41.8 
 
21.8 
 
13.3 
 
496-495 
 
9 
 
4 
 
535.3 
 
35.5 
 
19 
 
12 
 
495-494 
 
6 
 
8 
 
540 
 
37.75 
 
21 
 
13.5 
 
Ii 
 
494-493 
 
6 
 
6 
 
615.75 31.25 
 
17.5 
 
'12.25 
 
493-492 
 
6 
 
492-491 
 
- 
 
491-490 
 
- 
 
490-489 
 
- 
 
4 
 
618.5 
 
29 
 
16.25 11.25 
 
- 
 
391 
 
7.5 
 
-, 
 
2.25 
 
- 
 
381.75 10.75 
 
- 
 
3 
 
- 
 
314.75 
 
13 
 
- 
 
3.25 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
454-453 
 
6 
 
453-452 
 
6 
 
452-451 
 
6 
 
451-450 
 
9 
 
450-449 
 
9 
 
449-448 
 
9 
 
448-447 
 
12 
 
447-446 
 
12 
 
446-445 
 
12 
 
- 
 
501.4 ' 25.4 
 
- 
 
6.6 
 
- 
 
394 
 
19 
 
- 
 
5.5 
 
- 
 
375.5 17.25 
 
- 
 
4.75 
 
4 
 
436.5 47.75 
 
23.5 
 
12.75 
 
6 
 
488.5 
 
40 
 
19.75 10.25 
 
8 
 
515.75 35.5 
 
17.25 
 
9.25 
 
4 
 
588.3 
 
40.5 
 
21.8 
 
12.8 
 
6 
 
469.5 
 
42 
 
20.8 
 
13.3 
 
8 
 
561.3 
 
44.3 
 
23.3 
 
14.5 
 
4 
 
524.75 62.75 
 
34.75 
 
22.5 
 
6 
 
570.25 69.25 38.25 37.25 
 
8 
 
434.75 51.6875 
 
33 
 
20.25 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
 
366.4 
 
- 
 
" 367 
 
- 
 
366.5 
 
4 , 491.25 
 
6 
 
499.5 
 
8 
 
484.75 
 
4 
 
.465.5 
 
6 
 
'516.8 
 
8 
 
500 
 
4 
 
427.8 
 
6 
 
398.75 
 
8 
 
399.5 
 
10.4 8.75 12.75 30.25 30.75 37.25 55.3 46.5 44 55.6 59.75 65.5 
 
- 
14.75 15 18.5 29.3 24.5 23.5. 30.8 33 
36.25 
 
2.8 2.75 3.75 
8 8.5 9.75 17 14.3 12.3 20.8 24.5 22.75 
 
* E1: Elastic Modulus for Asphalt Layers E2: Elastic Modulus for Base Layer E3: Elastic Modulus for Cement-Modifi,ed Subgrade E4: Elastic Modulus for Unmodified Subgrade 
 
1II1: 
 
 II, 
I' I 
 
. 
 
_I.. 
 
I',I' 
IL 
 
__ 
 
.J 
 
Table F-7 Elastic Moduli: Asphalt Layers (E1) 
1994-1997 ' 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 ,492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
- 
 
Cement Content 
(%) 
8 6 4 8 6 4 8 6 4 
- ,.. - 
 
1994 
 
Year 
 
1995 
 
1996 
 
117.67 113.25 116.75 
104 118.67 120.33 
11~.33 
119.33 122.67 
89 92.33 102.33 -.. 
 
295.33 355 325 327 
348.33 361.67 305.67 
319 330.67 207.33 
236 232 
 
767.25 967.5 822.25 975.25 1044.25 901 873 834.5 881.25 480 549.5 556.4 
 
1997 
414.68 578 
494.75 475 606.8 535.3 540 
615.75 618.5 391 381.75 314.75 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
454-453 
 
6 
 
453-452 
 
6 
 
452-451 
 
6 
 
451-450 
 
9 
 
450-449 
 
9 
 
449-448 
 
9 
 
448-447 
 
12 
 
447-446 
 
12 
 
446-445 
 
12 
 
- 
 
n/a 
 
225.33 643.5 501.4 
 
- 
 
88 
 
200.33 
 
569 
 
394 
 
- 
 
84 
 
232 '506.25 375.5 
 
4 
 
106.67 236 
 
631.5 436.5 
 
6 
 
119 
 
243.33 
 
609 
 
488.5 
 
8 
 
111.5 
 
241 
 
630.5 515.75 
 
4 
 
106 
 
236 
 
650. 588.3 
 
6 
 
119 255.33 609.75 469.5 
 
8 
 
117 
 
228.67 
 
650 
 
561.3 
 
4 
 
113 
 
209 
 
520 524.75 
 
6 
 
" 118.33 245.67 569.5 570.25 
 
8 
 
98,67 210.67 495.5 434.75 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 12 
 
429-428 12 
 
428-427 
 
12 
 
,- 
 
114.33 192.67 
 
- 
 
108.33 183,33 
 
- 
 
103.33 172 
 
4 
 
123 216.25 
 
6 , .. ,. 131 
 
217 
 
8 
 
132 
 
201 
 
4 
 
140 197.33 
 
6 
 
139.67 209.67 
 
8 
 
132.33 . 228 
 
4 
 
129.33 185.33 
 
6 
 
121.67 
 
175 
 
8 
 
111.33 167.67 
 
483.25 431.25 
401 520.25 554.5 524.5 651.75 
557 593.25 
484 494.75 
462 
 
366.4 367 366.5 491.25 499.5 484.75 465.5 516.8 500 -427.8 398.75 399.5 
 
 .) 
 
Table F-8 Elastic Moduli: Base Layer (E2) 
1994-1997 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
- 
 
Cement Content 
(%) 
8 6 4 8 6 4 8 6 4 
- 
 
1994 
70.67 59 
73.75 58 
45.33 42 
45.33 44.67 
40 9.25 10.33 12 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
454-453 
 
6 
 
453-452 
 
6 
 
452-451 
 
6 
 
451-450 
 
9 
 
450-449 
 
9 
 
449-448 
 
9 
 
448-447 
 
12 
 
447-446 
 
12 
 
446-445 
 
12 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 .9 
 
431-430 
 
9 
 
430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
 
n/a 
 
- 
 
19.33 
 
- 
 
28.33 
 
4 
 
50,67 
 
6 
 
48.5 
 
8 
 
38.33 
 
4 
 
52.67 
 
6 
 
56.33 
 
8 
 
51.33 
 
4 
 
. 65.33 
 
6 
 
67.67 
 
8 
 
52.67 
 
- 
 
10.33 
 
- 
 
9.67 
 
- 
 
17,67 
 
4 
 
.. 34.67 
 
6 ... 33 
 
8 
 
37.33 
 
4 
 
38.33 
 
6 
 
43.33 
 
8 
 
55 
 
4 
 
56.33 
 
6 
 
58.33 
 
"8 
 
73.67 
 
Year 
 
1995 
 
1996 ' 
 
1997 
 
72.33 72.67 67.67 
54 50.33 46.33 62.33 47.67 39,33 
10 11,67 
13 
 
67 73.25 
72 '47.75 
43 43 43 40 34.75 7.33 12 12.2 
 
83.5 . 72.25 
66.75 53.8 41.8 35.5 37,75 31,25 
~29 
, 7.5 10,75 13 
 
32.33 20.33 19.67 51.3 
60 60.3 53.67 58 55.33 83.33 81.67 72 
 
29.5 20 22,25 40.5 52,5 45 48.5 46.5 48.5 65.75 68,75 59 
 
25.4 19 17.25 47,75 40 35,5 40.5 42 44.3 62.75 69,25 51.6875 
 
13,67 13 12 
39.25 37.25 
53 55.33 55.67 
59 69.67 87.33 91.33 
 
13.75 10.25 
11 34 32.5 37.5 38.75 43 41.5 56 61.75 61 . 
 
10.4 8,75 12.75 30.25 30.75 37.25 55.3 46.5 44 55.6 59.75 65.5 
 
H 
I 
Il , 
 
 II: 
) 
 
Table F-9 Elastic Moduli: Cement Modified SUbgrade(E3) 
1994-1997 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
 
Cement Content 
(%) 
8 6 4 8 6 4 8 6 '4 
- 
 
457-456 - - 
 
- 
 
456-455 
 
- 
 
- 
 
455-454 
 
- 
 
- 
 
454-453 
 
6 
 
4 
 
453-452 
 
6 
 
6 
 
452-451 
 
6 
 
8 
 
451-450 
 
9 
 
4 
 
450-449 
 
9 
 
6 
 
449-448 
 
9 
 
8 
 
448-447 
 
12 
 
4 
 
447-446 
 
12 
 
6 
 
446-445 
 
12 
 
'8 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 -9 
 
430-429 
 
12 
 
429-428 
 
12 
 
428-427 
 
12 
 
- 
- 
 
, 
 
- 
 
4 
 
6 
 
8 
 
4 
 
6 
 
8 
 
4 
 
6 
 
8 
 
'1994 
35 38.33 36.25 30.67 
24 22.33 
25 24.67 22 
- 
- 
.- 
24.67 24 28 
27.67 29.67 27.33 
36 37.'67 
29 
--- 
18 16.33 
18 20.33 
23 28.67 31.33 
32 40.33 
 
Year 
 
1995 
 
1996 
 
40 40 37.33 28.33 26.67 24.67 30.67 23.33 19.33 
- 
- 
25.33 29.33 29.67 28.33 30.33 ' 23 
46 45 39.67 
- 
- 
- 
19.25 18.25 
26 29.33 29.67 
31 38.33 48.33 50.33 
 
37 40.25 39.5 25.5 22.75 22.75 20.75 19.5 16.75 
- 
- 
- 
- 
20 23.25 
22 - 26 
24.5 26 36.25 38.25 32.5 
- 
16.5 16 ,18.25 22 22.75 22 31 34.25 33.75 
 
1997 
32.8 35.25 32.75 28.8 21.8 
19 21 17.5 ' 16.25 
- 
- 
23.5 19.75 17.25 21.8 20.8 23.3 34.75 38.25 
33 
- 
14.75 15 18.5 29.3 24.5 23.5 30.8 33 
36.25 
 
I '~,If 
--~- 
 
 Ii 
Table F-10 Elastic Moduli: Subgrade (E4) 
1994-1997 
 
Station Number 
501-500 500-499 499-498 498-497 497-496 496-495 495-494 494-493 493-492 492-491 491-490 490-489 
 
CMMSS (in.) 12 12 12 9 9 9 6 6 6 
- 
 
Cement Content 
(%) 8 6 4 
.8 
6 4 8 6 4 
- 
- 
 
1994 
24.67 22.67 19.75 16.67 15.33 
15 16.67 
17 14.33 3.75 
5 4.67 
 
Year 
 
1995 
 
1996 
 
20.33 18.33 18.67 14.67 14.67 
15 17.33 14.33 
12 2.67 3.33 3.33 
 
20.75 19.25 19.75 16.25 16.5 15.75 16.25 
16 14.25 2.67 
4- 
4 
 
1997 
18.6 17.75 15.75 15.8 13.3 
12 13.5 12.25 11.25 2.25 
3 3.25 
 
457-456 
 
- 
 
456-455 
 
- 
 
455-454 
 
- 
 
- 
 
n/a 
 
9 
 
8 
 
6.6. 
 
- 
 
6.67 
 
7 
 
6.25 
 
5.5 
 
- 
 
9.67 
 
7.33 
 
6.25 
 
4.75 
 
454-453 
 
6 
 
4 
 
18 
 
16 
 
13 
 
12.75 
 
453-452 
 
6 
 
6 
 
19 
 
20.7 
 
15.25 10.25 
 
452-451 
 
6 
 
8 
 
19 
 
14.67 12.25 
 
9.25 
 
451-450 
 
9 
 
4 
 
19 
 
14 
 
18.5 
 
12.8 
 
450-449 
 
9 
 
6 
 
21 
 
18.33 
 
15.5 
 
13.3 
 
449-448 
 
9 
 
8 
 
22.67 17.33 
 
18.5 
 
14.5 
 
448-447 
 
12 
 
4 
 
29.33 . 27.33 
 
25.5 
 
22.5 
 
447-446 
 
12 
 
6 
 
30 
 
28 
 
25 
 
37.25 
 
\ 
 
446-445 12 
 
'8 
 
23 
 
25.33 
 
23 
 
20.25 
 
439-438 
 
- 
 
438-437 
 
- 
 
437-436 
 
- 
 
436-435 
 
6 
 
435-434 
 
6 
 
434-433 
 
6 
 
433-432 
 
9 
 
432-431 
 
9 
 
431-430 
 
9 
 
430-429 12 
 
429-428 12 
 
428-427 12 
 
- 
- 
 
, 
 
4.33 4 
 
- 
 
6.33 
 
4 
 
11 
 
6 
 
10 
 
8 
 
12.33 
 
4 
 
14 
 
6 
 
20 
 
8 
 
22.67 
 
4 
 
25 
 
6 
 
25 
 
8 
 
25.67 
 
3.67 3.33 3.67 11 11.75 14.75 17.33 19.67 17.67 26.33 27.33 28 
 
16 3.25 3.5 9.75 9.5 12.25 14.5 16.25 14.5 22.25 25.5 28 
 
2.8 2.75 3.75 
8 8.5 9.75 17 14.3 12.3 .20.8 24.5 22.75 
 
 I 
III 
APPENDIXG: Supporting Data on Optimal CMMSS Thickness 
and Cement Percentage 
 
 ________0 _ 
100 
 
FigureG-1 Elastic Modulus Increase vs. CMMSS Increase 
 
I 
 
90 
 
,!I 
 
80 
 
-- 70 
~ 0 
CD 60 
tn 
CIS 
~ 
uc 50 
 
tn 
~ 
 
~ 
"C 
 
40 
 
0 
 
:E 
 
30 
 
20 
 
10 
 
0 
 
0 
 
1 
 
2 
 
3 
 
4 
 
5 
 
6 
 
7 
 
Thickness Increase (in.) 
 
. .' 
 
., . 
 
.-:.' , 
 
 _ .-. _ _.. 
 
.. .- wa- as "iii 
 
Elastic Modulus Increase vs. Cement Percentage Increase 
 
1 
 
2 
 
3 
 
4 
 
5 
 
Cement Increase (%) 
 
 ---I 
 
50,000 
 
Figure G-3 Cost Per Mile for Cement Modification 
 
40,000 
--- 30,000 
~ I/) 
0 
U 
20,000 
10,000 
 
......-12.. TS1 ( _9"TS1 -+-S"TS1 --M-12"TS2 _9"TS2 -+-S"TS2 
~12"TS3 
-9"TS3 -S"TS3 
 
0 
 
4 
 
5 
 
- _ . _ - _ . - 
 
.._- ......_ _-_.- ----_ 
 
---_ _ 
 
6 
 
7 
 
8 
 
__ _ _ Cement (%) 
_ - - - - _ ...... .. .~ _.. _------_.-..- .. 
 
._----- 
 
 ---------------------------, 
Figure G-4 Cost Increase vs. CMMSS Thickness Increase .. ' 120 
 
100 
80 
--~ 0 
Q) 
.tI'J tV 
60 Q) 
~ 
rC::J: 
..... 
tI'J 
u0 40 
 
20 
 
o 
 
o 
 
1 
 
2 
 
3 
 
4 
 
5 
 
6 
 
7 
 
CMMSS Thickness Increase (in.) 
 
 --------- 
100 
90- 
 
Cost Increase vs. Cement Percenta 
 
80 
 
-- 70 
of!. 
CI) 
..tcivl 60 
CI) 
 
CcJ 
50 
til :::J 
 
:::J 
 
"C 0 
 
40 
 
~ 
 
30 
 
20 
 
10 
 
0 
 
0 
 
1 
 
2 
 
3 
 
4 
 
5 
 
Cement Increase (%) 
 
------------------- -----------.-._------_._---------------------------------------------'