PAVEMENT TESTING, ENGINEERING ANALYSIS AND REVIEW REPORT Cold In-Place Recycling Project Brown County State Aid Highway 3, Minnesota

Transcription

1 PAVEMENT TESTING, ENGINEERING ANALYSIS AND REVIEW REPORT Cold In-Place Recycling Project Brown County State Aid Highway 3, Minnesota AET Report No Date: Prepared for: Brown County Highway Department 1901 N Jefferson St New Ulm, MN Copyright 2008 American Engineering Testing, Inc. All Rights Rese

2 Brown County Highway Department 1901 N Jefferson Street New Ulm, MN Attn: Mr. Wayne Stevens RE: Pavement Testing, Engineering Analysis, and Review Cold In-Place Recycling Project Brown County State Aid Highway 3, Minnesota AET Report No Dear Mr. Stevens: This report presents the results of a pavement testing and analysis project AET performed on the Brown County State aid Highway 3 Cold In-Place Recycling Project in Brown County, Minnesota. Per your request we are submitting this report to you electronically. Please contact me if you have any questions about the report. Sincerely, American Engineering Testing, Inc. Chunhua Han, Ph.D., P.E. Principal Engineer, Pavement Division Phone: (651) Fax: (651) chan@amengtest.com Page i

3 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. SIGNATURE PAGE Prepared for: Prepared by: Brown County Highway Department American Engineering Testing, Inc N Jefferson Street 550 Cleveland Avenue North New Ulm, MN St. Paul, MN Attn: Wayne Stevens, PE (651) / Report Authored By: Peer Review Conducted By: Chunhua Han, Ph.D., P.E. Principal Engineer, Pavement Division David Rettner, P.E. Senior Vice President/Principal Engineer Copyright 2014 American Engineering Testing, Inc. All Rights Reserved Unauthorized use or copying of this document is strictly prohibited by anyone other than the client for the specific project. Page ii

4 TABLE OF CONTENTS Transmittal Letter... i Signature Page... ii TABLE OF CONTENTS... iii 1.0 INTRODUCTION SCOPE OF SERVICES PROJECT INFORMATION PAVEMENT TESTING Field Exploration and Pavement Testing Program Analysis Procedures Laboratory Testing RESULTS Pavement Surface Condition Pavement Thicknesses In-Place Pavement Strength CIR Layer Strength CONCLUSIONS Pavement Thickness Pavement Strength LIMITATIONS Page iii

5 TABLE OF CONTENTS FIGURES Figure 1 Testing Locations Figure 2 Pavement (Surface) Thickness Figure 3 Spring Load Capacity Figures 4-12 Pavement Core Photographs APPENDIX A Falling Weight Deflectometer Field Exploration and Testing FWD Results Plot APPENDIX B Ground Penetrating Radar Field Exploration and Testing GPR Results Plot APPENDIX C Pavement Report Limitations and Guidelines for Use Page iv

6 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 1.0 INTRODUCTION The Brown County Highway Department (County) has constructed two sections of cold in-place recycling (CIR) on County State Aid Highway (CSAH) 3 in Brown County, Minnesota with different surfacing placed over the CIR. The County is evaluating the two surfacing methods (hot mix asphalt overlay and chipseal) and overall pavement strength and performance to aid in scoping future projects. To assist in the pavement evaluation, the County has authorized American Engineering Testing, Inc. (AET) to perform subsurface exploration and nondestructive pavement testing at the site, laboratory material testing and perform a pavement engineering analysis and review for the project. This report presents the results of the above services. 2.0 SCOPE OF SERVICES AET's services were performed according to our proposal to you dated September 20, 2013, which you authorized on October 16, AET's scope of services included Digital Video Log (DVL), Ground Penetrating Radar (GPR), and/or Falling Weight Deflectometer (FWD) testing on approximately 7 miles of roadway. The scope of services consisted of the following: 1. DVL testing in two traveling directions, using a digital video camera. The total length of roadway tested was approximately 14 lane-miles. The digital video log shows the pavement surface condition as well as geographic benchmarks such as bridges and road signs which will assist the viewer in determining the location of the video log. 2. GPR testing at 1 foot intervals and in two traveling directions, to measure pavement thickness and to identify thin pavement locations. The total length of roadway tested was approximately 14 lane-miles. Page 1 of 14

7 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 3. FWD testing in one traveling direction, to determine the in situ stiffness of pavement layers and subgrade soils. The length of roadway tested was approximately 7 miles. We performed this testing at 0.1-mile spacing and back-calculated an effective subgrade modulus from the test data. From the back-calculated effective subgrade modulus we provide an estimated effective R-value and granular equivalency (GE) for pavement design. As an enhancement to our work, the GPR and FWD data collection systems are tied to GPS coordinates. Pavement coring was performed at approximately 1 mile intervals along roadway (9 cores). The coring included all lifts (existing and recycled) as required to measure the asphalt pavement thickness to the closest ¼ inch. Laboratory testing on the intact cores to determine the resilient modulus of the CIR layer at the standard temperature (77 O F). Preparation of a written report of our work, to include the layer thickness measurement and GPR testing results, deflection testing, and discussion of load capacity, in-place pavement and subgrade strength, strength variability, pavement condition, and other issues related to suitability of the CIR to withstand the forecast traffic loading. These services are intended for geotechnical purposes. The scope is not intended to explore for the presence or extent of environmental contamination in the soil or ground water. However, obvious contamination detected by us would be reported to you. Page 2 of 14

8 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 3.0 PROJECT INFORMATION The CSAH 3 Cold In-place Recycling Project ( Project ) is located in the southwest corner of Brown County, just south of Springfield, Minnesota. The project area extends in a south to north direction from the county boundary (CSAH 10) to CSAH 23, as shown in Figure 1. The project was surfaced in 1993 over the site that consisted of glacially-deposited (till) or water-deposited (alluvial) fine grained soils, as indicated in the USDA Web Soil Survey. The primary soils within the upper subgrade zone affecting the design subgrade R-value are cohesive soils meeting the A-6 AASHTO soil category, with some A-7 soils. The pavement was originally designed as a 7-ton road when it was constructed 20 years ago. According to MnDOT the 2012 annual average daily traffic (AADT) for CSAH 3 was 170 vehicles per day within the project area. The current projection factor is 1.2 countywide. The project consisted of two different sections: CIR with a seal coat surfacing and CIR with bituminous surfacing. The section of CIR with bituminous surfacing started at the county boundary (CSAH 10), ran 3 miles to north and 1 mile to East (approximately 4 miles long) while the section of CIR with the seal coat surfacing continued to CSAH 23 (approximately 3 miles). At the starting and ending intersections, as well as approaches at bridge and culvert of the project, short stretches of flexible pavement (bituminous over aggregate) were constructed. The above stated information represents our understanding of the proposed construction. This information is an integral part of our engineering review. It is important that you contact us if there are changes from that described so that we can evaluate whether modifications to our recommendations are appropriate. Page 3 of 14

9 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 4.0 PAVEMENT TESTING 4.1 Field Exploration and Pavement Testing Program The pavement testing program consisted of Digital Video Log (DVL) recording, Falling Weight Deflectometer (FWD) and Ground Penetrating Radar (GPR) testing on 7 centerline miles of the haul roads Pavement Condition Survey The pavement condition survey program conducted for the project consisted of using high definition video cameras mounted on a moving vehicle to capture pavement images for evaluating the pavement surface distress. Since the calculation of pavement condition index was not in the scope of this evaluation the general description of the pavement surface will be included in this report. The MnDOT Pavement Management Unit collected pavement condition and roughness data for County in 2005 and 2009 before CIR Pavement Strength Testing The pavement deflection testing program conducted for the project consisted of Falling Weight Deflectometer (FWD) testing on 7 miles of roadways at net 0.1-mile spacing in one traveling direction. After seating drops, data for four impulse loads (two at 6,000 lbs nominal load and two at 9,000 lbs nominal load) were collected at each test point. The test data and details of the methods used appear in Appendix A of this report. The FWD testing was performed on October 1, 2013 using a Dynatest 9000 Falling Weight Deflectometer. Figure 1 shows the FWD testing points where four sets of data (load and deflections) were collected at each testing location. Page 4 of 14

10 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC Pavement Thickness Testing The pavement thickness testing program conducted for the project consisted of a high speed GPR antenna collecting the pavement thickness data at one scan per foot. The data was collected using a 2 GHz antenna, which allows material layer measurements at depths of 18 to 20 inches with a resolution less than about ½ inch. The details of the methods used appear in Appendix B. The GPR data was collected on October 1, 2013 over 14 lane-miles of the roadway. Figure 1 shows the GPR scanning routes. Scans of the pavement were collected according to SIR-20 processor settings established by the GSSI RoadScan system, approximately in the middle of the traveling lane and in two directions of travel. A calibration file, required for data postprocessing, was collected prior to testing. The GPR interface identification was accomplished using RADAN 6.0, a proprietary software package included with the GSSI RoadScan system. The software includes tools to aid in delineating pavement layer transitions, and automatically calculates their depths from the pavement surface using the calibration file(s) collected prior to testing. The total depth of pavement is not always explicitly clear. Where gaps in clear identification of pavement and base layer thicknesses are encountered, they are reported as a percent of the picking rate of the layer interface. A picking rate of 100 percent indicates the layer interfaces were visible in 100 percent of the scanned points. Factors influencing definition of radar scans include ambient electromagnetic interference, the presence of moisture, the presence of voids and the similarity of material layer type between layers (gravel vs. gravelly sand). Page 5 of 14

11 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC Pavement Coring Nine pavement cores were taken on October 17, The cores were all taken in the NB lane, with 5 cores being taken in the asphalt overlay section, ranging from 6.5 to 8.0 inches, and 4 cores taken in the chipseal surfaced section ranging from 4.0 to 6.0 inches. In many cases, the bottom of the cores, below the CIR material, did not come out of the holes intact. A summary of the coring results is shown in Table 4.1 below. Table 4.1 Asphalt Coring Results Section From Termini To Layer Type Average (in.) 1 CSAH 10 PC Overlay/CIR PC CSAH 23 Chipseal/CIR 5.0 Pictures of the cores are shown as Figures Analysis Procedures The deflection data were analyzed using MnDOT methods for determining the in-place (effective) subgrade and pavement strength, as well as allowable axle loads for a roadway (MnDOT Investigation 183 revised in 1983). The MnDOT methods use the Hogg Model for estimating the subgrade modulus. The effective GE of a pavement system is estimated from the deflection relationship equation, derived from MnDOT Investigations 183 and 195. Our methodology uses MnDOT s Investigation 183 for calculation of an estimated spring load capacity and required overlay to estimate the structure for future assumed traffic loading. Page 6 of 14

12 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. The deflection data were also used to back-calculate the resilient moduli of pavement layers using Modulus 6.0. This program was developed at Texas Transportation Institute (TTI) for the Texas DOT and uses the data-base method for back-analysis. It uses WESLEA program as a forward calculation subroutine. WESLEA is based on the multilayer linear elasto-static theory that is traditionally used for the purposes of flexible pavement analysis. The program uses WESLEA to generate a data base of deflection bowls by assuming different modular ratios. A pattern search technique is then used to determine the set of layers moduli that produce a deflection basin that fits the measured one. 4.3 Laboratory Testing The laboratory test program included 9 resilient modulus tests using an Interlaken Technology Indirect Tensile Tester (IDT) that is a complete, self-contained system for Resilient Modulus testing. The Interlaken IDT is a servo hydraulic test system. The loading rate achievable in a servo hydraulic system makes it capable of performing Fatigue and Resilient Modulus testing in addition to the less dynamic IDT tests. The test results appear in Appendix A following the logs. 5.0 RESULTS 5.1 Pavement Surface Condition In general, the sections selected for testing were in good condition. No distresses other than multiple tire marks in both lanes were apparent on the 2-inch overlay section. The tire marks probably resulted mainly from the compaction during construction and also from the combination of construction compaction and loaded truck tires in hot summer season. Photo 5.1 is representative of the condition observed on the CIR with bituminous surfacing section, and provides an example of the video log file output. Page 7 of 14

13 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. Photo 5.1 CIR with Bituminous Surfacing Photo 5.2 is representative of the condition observed on the CIR with seal coat section. It seems that a bleeding strip of low to medium severity was apparent between the wheelpaths in both directions. Photo 5.2 CIR with Seal Coat Page 8 of 14

14 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 5.2 Pavement Thicknesses The GPR data show clear interfaces between CIR and existing bituminous, as well as between existing bituminous and aggregate base with a picking rate of 100%. The interfaces between overlay or seal coat and the CIR were not identifiable most of time. The interface between base and subgrade soils was also picked at a rate of 100%. The data sheets and plots of the layer thicknesses averaged over 50 feet for each section are included in Appendix B. Table 5.2 shows the statistical results of GPR data for each direction. The 15 th percentile represents the value that 85% of the pavement layer thickness is greater than, which is the value we generally recommend using for design purposes. The surface thickness (overlay and CIR, seal coat and CIR, or bituminous only) is shown in Figure 2. Table 5.2 GPR Results Section Termini NB SB Layer Type From To Avg CV 15th Avg CV 15th Overlay/CIR % % CSAH 10 PC AC % % 1.3 GB % % 4.0 Chipseal/CIR % % PC CSAH 23 AC % % 0.1 Note: Avg Average; CV Coefficient of Variation; 15 th 15 th Percentile. GB % % 3.9 As shown in Table 5.2 the average thickness of the overlay and CIR ranges from 6.1 to 6.3 inches (slightly thicker in the south bound) while the average thickness of the seal coat and CIR ranges from 4.4 and 5.3 (thicker in the south bound). The 15 th percentile (85% greater than) ranges from 5.3 to 5.4 inches for the overlay and CIR and from 3.8 to 4.4 inches for the seal coat Page 9 of 14

15 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. and CIR. It can be seen that the CIR layer has low variability in thickness, with the CV typically less than or equal to 16%. The average thickness of the existing bituminous layer ranges from 1.5 to 2.2 inches while the average thickness of the aggregate base ranges from 4.9 to 5.6 inches. The 15 th percentile (85% greater than) ranges from 0.1 to 1.5 inches for the existing bituminous and from 3.9 to 4.3 inches for the aggregate base. It can be seen that the existing bituminous has high variability in thickness, with the CV typically ranging from 29% to 54%. The thickness of the existing bituminous becomes zero more frequently in the south bound lane. It can also be seen that the base has moderate variability in thickness, with the CV typically ranging from 18% to 20%. 5.3 In-Place Pavement Strength Table 5.3A shows summaries of the FWD testing. Layer thicknesses used in our analysis were extracted from GPR test data collected at the same testing direction as in the FWD testing. The future 20 years of the existing traffic were used to estimate the spring load capacity. The spring load capacity for the sections is shown in Figure 3. Table 5.3A Summary of Analysis Results Section From To Effective R Effective GE Load Capacity (tons/axle) Avg CV 15th Avg CV 15th Avg CV 15th 1 CSAH 10 PC % % % PC CSAH % % % 7.6 Note: Avg Average; CV Coefficient of Variation; 15 th 15 th Percentile. The average effective R-value ranges from 12.9 to 14 for both sections, with the 85th percentile being from 10.9 to 11.9, which is typical of a plastic subgrade. The average effective granular equivalency (GE) for the overlay and CIR is 23.0 with the 85th percentile being The Page 10 of 14

16 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. average effective granular equivalency (GE) for the seal coat and CIR is 15.9 with the 85th percentile being The overlay and CIR section has a spring load capacity of 10.2 tons per axle while the seal coat and CIR section has a spring load capacity of 7.6, based on the allowable deflection of the flexible pavement in spring under a standard 9-ton axle load. If the 10-ton allowable deflection in spring is used, the overlay and CIR section has a spring load capacity of 9 tons per axle. If a thinner layer thickness is used for the seal coat and CIR section (equivalent thickness of the seal coat and CIR inches is equivalent to 2.7 inches of standard bituminous), the section has a spring load capacity of 9 tons per axle, based on the allowable deflection of the flexible pavement in spring under a standard 9-ton axle load, as shown in Table 5.3B. Table 5.3B Summary of Analysis Results Section From To Effective R Effective GE Load Capacity (tons/axle) Avg CV 15th Avg CV 15th Avg CV 15th 1 CSAH 10 PC % % % PC CSAH % % % 9.1 Note: Avg Average; CV Coefficient of Variation; 15 th 15 th Percentile. 5.4 CIR Layer Strength Table 5.4 shows summaries of the moduli of CIR layer determined in the laboratory and backcalculated from the FWD testing. Average layer thicknesses used in our back-calculation were extracted from GPR test data collected at the same testing direction as in the FWD testing. The test locations with errors greater than 5% or outliers were eliminated, resulting in the averaged error per section within 2%. Page 11 of 14

17 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. The back-calculated moduli of the CIR layer were adjusted from the middle depth temperature in the CIR layer to the standard temperature at which the laboratory resilient modulus tests were performed. The MnDOT temperature vs. modulus relationship developed for bituminous was used to adjust the back-calculated moduli since a temperature correction curve for the CIR is not available. The CIR portions from nine of the cores taken from the roadway were tested for resilient modulus according to ASTM D The values ranged from ksi to ksi, with the average resilient modulus in each section shown in Table 5.4. Table 5.4 Summary of CIR Layer Modulus Results (Average) Middle of Layer Modulus Modulus at 77ºF Section Surface Depth (inches) Temperature (ºF) Field (ksi) Field (ksi) Laboratory (ksi) 1 2-in Bituminous Seal Coat As shown in Table 5.4 the back-calculated modulus of the CIR layer, after having been adjusted to the standard temperature (77ºF), is 186 ksi for the overlay (1.3 times the laboratory modulus) and CIR section and 152 ksi for the seal coat and CIR section (same as the laboratory modulus), respectively. These moduli were further converted to the GE factors that range from 1.6 (139 ksi) to 1.7 (186 ksi), as compared to 2.25 for the plant-mix bituminous. Currently, a GE factor of 1.5 for CIR is recommended by MnDOT for the design purposes. The laboratory and field test results showed the GE factor of the CIR layer on CSAH 3 is equal to or greater than the recommended MnDOT value. Page 12 of 14

18 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. 6.0 CONCLUSIONS The recommendations made in this report are based on our understanding of the project as described above. 6.1 Pavement Thickness The GPR testing and evaluation results indicate the in-place thickness of both overlay and seal coat sections exceeded the specified thickness on average. However, on the 85 th percentile, three of four lane-sections had the in-place thickness lower than the specified. Time to time the existing bituminous disappeared, indicating that the existing bituminous was not enough in depth for CIR and resulting in the week pavement. The GPR testing prior to CIR is critical and recommended for future CIR projects. 6.2 Pavement Strength The FWD testing and evaluation results indicate the overlay and CIR section meets the 9-ton design, due to the strong pavement (averaged effective GE=23) over a plastic subgrade (average effective R=14) in spring. The seal coat and CIR section meets the 7-ton design, due to the moderate strength pavement (averaged effective GE=15.9) over a plastic subgrade (average effective R=12.9) in spring. The CIR material has laboratory measured resilient modulus values ranging from 117 ksi to 226 ksi. The back-calculated resilient modulus values are very similar to the laboratory measured values. The resilient modulus values both from laboratory testing and FWD analysis both indicate that the current GE value of 1.5 given to CIR is conservative, and that the majority of the CIR material has a GE value of 1.6 to 1.8. Page 13 of 14

19 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. The FWD testing represents a single point on 0.1-mile section of roadway. There may be varying pavement and subgrade conditions between these points. Our review of the site and analysis of pavement thickness and strength data were based on the existing traffic volume carried over the next 20 years and an estimate of truck volume from the County. More accurately estimated or actual counts of trucks may be different from what has been used in this report, and if different may change the analysis results. 7.0 LIMITATIONS Within the limitations of scope, budget, and schedule, we have endeavored to provide our services according to generally accepted geotechnical engineering practices at this time and location. Other than this, no warranty, express or implied, is intended. Important information regarding risk management and proper use of this report is given in Appendix C entitled Geotechnical Report Limitations and Guidelines for Use. Page 14 of 14

20 C-1.2 C-1.1 C C-2.1 C Cottonwood Corings FWD Testing I FIGURE 1 Testing Locations 550 Cleveland Avenue North St. Paul, Minnesota Phone: (651) Fax: (651) GPR Testing - Seal Coat GPR Testing - 2" Overlay 1:73,033 Cold In-Place Recycling Project Brown County, Minnesota Miles DRAWN BY: DRM Date: 2/17/2014 CHECKED BY: CH AET NO

21 Brown Cottonwood 550 Cleveland Avenue North St. Paul, Minnesota Phone: (651) Fax: (651) Legend < 4 5 > 4 inches - 5 inches - 6 inches 6 inches I 1:73,033 FIGURE 2 Surface Thickness Cold In-Place Recycling Project Brown County, Minnesota Miles DRAWN BY: DRM Date: 2/11/2014 CHECKED BY: CH AET NO

22 Brown Cottonwood Legend 4-5 tons/axle I FIGURE 3 Spring Load Capacity 550 Cleveland Avenue North St. Paul, Minnesota Phone: (651) Fax: (651) tons/axle 7-8 tons/axle 9-10 tons/axle 1:73,033 Cold In-Place Recycling Project Brown County, Minnesota Miles DRAWN BY: DRM Date: 2/13/2014 CHECKED BY: CH AET NO

23 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 1.1 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 4

24 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 1.2 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 5

25 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 1.3 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 6

26 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 1.4 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 7

27 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 1.5 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 8

28 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 2.1 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 9

29 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 2.2 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 10

30 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 2.3 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 11

31 PROJECT CSAH 3 CIR Project SUBJECT SCALE N/A Core No. 2.4 DRAWN BY CH CHECKED BY DLR AET JOB NO DATE FIGURE 12

32 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. Appendix A Falling Weight Deflectometer Field Exploration and Testing FWD Data and Analysis Results Sheet

33 Appendix A Falling Weight Deflectometer Testing Report No A.1 PAVEMENT TESTING The pavement structural conditions at the site were evaluated nondestructively using Falling Weight Deflectometer (FWD). The description of the equipment precedes the Deflection Data and Analysis Results in this appendix. A.2 EQUIPMENT DESCRIPTION A.2.1 Dynatest 8000 FWD Test System The FWD owned by AET is a Dynatest 8000 FWD Test System that consists of a Dynatest 8002 trailer and a third generation control and data acquisition unit developed in 2003, called the Dynatest Compact15, featuring fifteen (15) deflection channels. The new generation FWD, including a Compact15 System and a standard PC with the FwdWin field Program constitutes the newest, most sophisticated Dynatest FWD Test System, which fulfills or exceeds all requirements to meet ASTM-4694 Standards. Figure A1 provides a view of this equipment. Figure A1 Dynatest 8002 FWD Test System The FWD imposes a dynamic impulse load onto the pavement surface through a load plate. Total pulse is an approximately half sine shape with a total duration typically between 25 to 30 ms. The FWD is capable of applying a variety of loads to the pavement ranging from 1,500 lbf (7 kn) to 27,000 lbf (120 kn) by dropping a variable weight mass from different heights to a standard, 11.8-inch (300-mm) diameter rigid plate. The drop weights and the buffers are constructed so that the falling weight buffer subassembly may be quickly and conveniently changed between falling masses of 440 lbm (200 kg) for highways and 770 lbm (350 kg) for airports. With the 440 lbm (200 kg) package for highways three drop heights are used with the target load of 6,000 lbf (27 kn) at drop height 1, 9,000 lbf (40 kn) at drop height 2, and 12,000 lbf at drop height 3 (53 kn). The drop sequence consists of two seating drops from drop height 3 and 2 repeat measurements at drop height 1 and 1 measurement at drop height 2 for flexible pavements and 2 repeat measurements at drop height 2 and 1 measurement at drop height 3 for rigid pavements. The data from the seating drops is not stored. The FWD is equipped with a load cell to measure the applied forces and nine geophones or deflectors to measure deflections up to 100 mils (2.5 mm). The load cell is capable of accurately measuring the force that is applied perpendicular to the loading plate with a resolution of 0.15 psi (1 kpa) or better. The force is expressed in terms of pressure, as a function of loading plate size. Nine deflectors at the offsets listed in the following table in the Long Term Performance Program (LTPP) configuration are capable of measuring electronically discrete deflections per test, together with nine (9) separate deflection measuring channels for recording of the data. One (1) of the deflectors measures the deflection of the pavement surface through the center of the loading plate, while seven (7) deflectors are capable of being positioned behind the loading plate along the housing bar, up to a distance of 5 ft (2.5 m) from the center of the loading plate and one (1) being positioned in front of the loading plate along the bar. Deflector D9 D1 D2 D3 D4 D5 D6 D7 D8 Offset (in.) Appendix A - Page 1 of 3 AMERICAN ENGINEERING TESTING, INC.

34 Appendix A Falling Weight Deflectometer Testing Report No Field testing is performed in accordance with the standard ASTM procedures as described in ASTM D , Standard Guide for General Pavement Deflection Measurements and the calibration of our equipment is verified each year at the Long Term Pavement Performance Calibration Center in Maplewood, MN. A.2.2 Linear Distance and Spatial Reference System Distance measuring instrument (DMI) is a trailer mounted two phase encoder system. When DMI is connected to the Compact15 it provides for automatic display and recording distance information in both English and metric units with a 1 foot (0.3 meters) resolution and four percent accuracy when calibrated using provided procedure in the Field Program. Spatial reference system is a Trimble ProXRT Global Positioning System (GPS) that consists of fully integrated receiver, antenna and battery unit with Trimble s new H-Star technology to provide subfoot (30 cm) post-processed accuracy. The ProXRT receiver is attached to the loading frame at the position of the loading plate. The External Patch antenna can be conveniently elevated with the optional baseball cap to prevent any signal blockage. A.2.3 Air and Pavement Temperature Measuring System A temperature monitoring probe, for automatic recording of air temperature, is an electronic (integrated circuit) sensing element in a stainless steel probe. The probe mounts on the FWD unit in a special holder with air circulation and connects to the Compact15. A non-contact Infra-Red (IR) Temperature Transmitter, for automatic recording of pavement surface temperature only, features an integrated IR-detector and digital electronics in a weather proof enclosure. The IR transmitter mounts on the FWD unit in a special holder with air circulation and connects to the Compact15. Both probe and IR transmitter have a resolution of 0.9 ºF (0.5 ºC) and accuracy within ± 1.8ºF (1 ºC) in the 0 to 158 ºF (-18 to +70ºC) range when calibrated using provided procedure. A.2.4 Camera Monitoring System A battery operated independent DC-1908E multi-functional digital camera with a SD card is used for easy positioning of the loading plate or of the pavement surface condition at the testing locations. A.3 SAMPLING METHODS At the project level, the testing interval is set at 0.1 mi. (maximum) or 10 locations per uniform section in the Outside Wheel Path (OWP) = 2.5 ft ± 0.25 ft (0.76 m ± 0.08 m) for nominal 12 ft (3.7 m) wide lanes. Where a divided roadbed exists, surveys will be taken in both directions if the project will include improvements in both directions. If there is more than one lane in one direction the surveys will be taken in the outer driving lane versus the passing lane of the highway. FWD tests are performed at a constant lateral offset down the test section. A.4 QUALITY CONTROL (QC) AND QUALITY ASSURANCE (QA) Beside the annual reference calibration the relative calibration of the FWD deflection sensors is conducted monthly but not to exceed 6 weeks during the months in which the FWD unit is continually testing. The DMI is also calibrated monthly by driving the vehicle over a known distance to calculate the distance scale factor. The accuracy of the FWD air temperature and infra-red (IR) sensors are checked on a monthly basis or more frequently if the FWD operator observes suspicious temperature readings. Some care in the placement of the load plate and sensors is taken by the survey crew, especially where the highway surface is rutted or cracked to ensure that the load plate lays on a flat surface and that the load plate and all geophones lie on the same side of any visible cracks. Liberal use of comments placed in the FWD data file at the time of data collection is required. Comments pertaining to proximity to reference markers, bridge abutments, patches, cracks, etc., are all important documentation for the individual evaluating the data. Scheduled preventive maintenance ensures proper equipment operation and helps identify potential problems that can be corrected to avoid poor quality or missing data that results if the equipment malfunctions while on site. The routine and major maintenance procedures established by the LTPP are adopted and any maintenance has been done at the end of the day after the testing is complete and become part of the routine performed at the end of each test/travel day and on days when no other work is scheduled. Appendix A - Page 2 of 3 AMERICAN ENGINEERING TESTING, INC.

35 Appendix A Falling Weight Deflectometer Testing Report No A.5 DATA ANALYSIS METHODS B.5.1 Inputs The two-way AADT and HCADT are required to calculate the ESALs. The state average truck percent and truck type distribution are used when HCADT is not provided. The as-built pavement information (layer type, thickness, and construction year) are required and if not provided, either GPR and/or coring and boring is needed. A.5.2 Adjustments Temperature adjustment to the deflections measured on bituminous pavements is determined from the temperature predicted at the middle depth of the pavement using the LTPP BELLS3 model that uses the pavement surface temperature and previous day mean air temperature. The predicted middle depth temperature and the standard temperature of 80 degrees Fahrenheit are used to calculate the temperature adjustment factor for deflection data analysis. Seasonal adjustment developed by Mn/DOT is also used. A.5.3 Methods For bituminous pavements, the deflection data were analyzed using the AASHTO method for determining the in-place (effective) subgrade and pavement strength and the Mn/DOT method for determining allowable axle loads for a roadway (Investigation 603) revised in 1983 and automated with spreadsheet format in The Mn/DOT method also uses the TONN method for estimating Spring Load Capacity and Required Overlay, as described in the Mn/DOT publication Estimated Spring Load-Carrying Capacity. For gravel roads, the deflection data were analyzed using the American Association of State Highway and Transportation Officials (AASHTO) method for determining the in-place (effective) subgrade and pavement strength, as well as allowable axle loads for a roadway as in the AASHTO Guide for Design of Pavement Structures, For concrete pavements, the deflection data were analyzed using the FAA methods for determining the modulus of subgrade reaction (k-value), effective elastic modulus of concrete slabs, load transfer efficiency (LTE) on approach and leave slabs of a joint, slab support conditions (void analysis) and impulse stiffness modulus ratio (durability analysis) as in the FAA AC 150/ A, Use of Nondestructive Testing Devices in the Evaluation of Airport Pavement, A.6 TEST LIMITATIONS A.6.1 Test Methods The data derived through the testing program have been used to develop our opinions about the pavement conditions at your site. However, because no testing program can reveal totally what is in the subsurface, conditions between test locations and at other times, may differ from conditions described in this report. The testing we conducted identified pavement conditions only at those points where we measured pavement surface temperature, deflections, and observed pavement surface conditions. Depending on the sampling methods and sampling frequency, every location may not be tested, and some anomalies which are present in the pavement may not be noted on the testing results. If conditions encountered during construction differ from those indicated by our testing, it may be necessary to alter our conclusions and recommendations, or to modify construction procedures, and the cost of construction may be affected. A.6.2 Test Standards Pavement testing is done in general conformance with the described procedures. Compliance with any other standards referenced within the specified standard is neither inferred nor implied. Appendix A - Page 3 of 3 AMERICAN ENGINEERING TESTING, INC.

36 American Engineering Testing, Inc. AET Project No Cleveland Avenue North Client: Brown County St. Paul, Minnesota Test Date: Oct 17, 2013 Phone: (651) Roadway: CSAH 3 Fax: (651) From: CSAH 10 To: PC Prev. Day's Avg. Air Temp.: 45 F Design Period: 10 Years Total AC: 8.2 in. Projection Factor: 1.1 Daily ESALs: 6.0 Growth Factor: Annual Growth: 0.9% 10-year Design ESALs: 22,825 Surface Condition Rating: 4.0 Design Period: 20 Years Soil Type: P Projection Factor: 1.2 Draught Adjustment Factor: 1.00 Growth Factor: Seasonal Correction Factor: year Design ESALs: 47,828 Effective Values Overlay TONN R-value G.E. Thickness Capacity 0.0 Start NB CSAH County Line" : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : th St right" : : : : th st left" : : : : : : : : : : : : : : : : : : : : : : :

37 Effective Values Overlay TONN R-value G.E. Thickness Capacity : : : : : : : : : : : : : : : : : th st" : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : :

38 Effective Values Overlay TONN R-value G.E. Thickness Capacity : : : : : : : : : : : : : : : : : : pavement change" AASHTO Soil Fact TONN Inv 183 Allowable Spring Axle Load, Tons Test Location, miles

39 Summary of Analysis Results Axle Load for Design Defl. 10-year Overlay 20-year Overlay SBB 80 Esg Eff. E.G.E. Tons TONN Structure 9-ton 10-ton Structure 9-ton 10-ton mils ksi R-val inches AASHTO S.F Inv. 183 Tons inches inches inches inches inches inches Avg. = Median = Std.Dev. = th % = Calculated Spring Axle Load Peak Spring to Achive Design Deflection Inv. Pvm't. Temp. Spring Subgrade in Tons year Overlay 20-year Overlay Temp. Adj Defl. Modulus Effective Values Design Method TONN Structure 9-ton 10-ton Structure 9-ton 10-ton LTPP Forwardcalculation for HMA

40 Calculated Spring Axle Load Peak Spring to Achive Design Deflection Inv. Pvm't. Temp. Spring Subgrade in Tons year Overlay 20-year Overlay Temp. Adj Defl. Modulus Effective Values Design Method TONN Structure 9-ton 10-ton Structure 9-ton 10-ton LTPP Forwardcalculation for HMA

41 Calculated Spring Axle Load Peak Spring to Achive Design Deflection Inv. Pvm't. Temp. Spring Subgrade in Tons year Overlay 20-year Overlay Temp. Adj Defl. Modulus Effective Values Design Method TONN Structure 9-ton 10-ton Structure 9-ton 10-ton LTPP Forwardcalculation for HMA Eff. G.E. Eff. R-value Eff. GE, inches Eff. R-value Test Location, miles

42 American Engineering Testing, Inc. AET Project No Cleveland Avenue North Client: Brown County St. Paul, Minnesota Test Date: Oct 17, 2013 Phone: (651) Roadway: CSAH 3 Fax: (651) From: PC To: CSAH 23 Prev. Day's Avg. Air Temp.: 45 F Design Period: 10 Years Total AC: 6.6 in. Projection Factor: 1.1 Daily ESALs: 6.0 Growth Factor: Annual Growth: 0.9% 10-year Design ESALs: 22,825 Surface Condition Rating: 4.0 Design Period: 20 Years Soil Type: P Projection Factor: 1.2 Draught Adjustment Factor: 1.00 Growth Factor: Seasonal Correction Factor: year Design ESALs: 47,828 Effective Values Overlay TONN R-value G.E. Thickness Capacity Station Drop Time Air F Bit F Load D9 D1 D2 D3 D4 D5 D6 D7 D8 inches inches tons/axle Comments 4.1 pavement change" : : : : : : : : : : : : : : : : : : : : : : : : start bridge" 4.7 end bridge" : : : : CSAH 21" : : : : : : : : : : : : : : : : : : : th st" : : : : culvert" : : : : : : : : : : :

43 Effective Values Overlay TONN R-value G.E. Thickness Capacity Station Drop Time Air F Bit F Load D9 D1 D2 D3 D4 D5 D6 D7 D8 inches inches tons/axle Comments : : : : : : : : : th st" : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : CSAH 23" AASHTO Soil Fact TONN Inv 183 Allowable Spring Axle Load, Tons Test Location, miles

44 Summary of Analysis Results Axle Load for Design Defl. 10-year Overlay 20-year Overlay SBB 80 Esg Eff. E.G.E. Tons TONN Structure 9-ton 10-ton Structure 9-ton 10-ton mils ksi R-val inches AASHTO S.F Inv. 183 Tons inches inches inches inches inches inches Avg. = Median = Std.Dev. = th % = Calculated Spring Axle Load Peak Spring to Achive Design Deflection Inv. Pvm't. Temp. Spring Subgrade in Tons year Overlay 20-year Overlay Temp. Adj Defl. Modulus Effective Values Design Method TONN Structure 9-ton 10-ton Structure 9-ton 10-ton LTPP Forwardcalculation for HMA Station F Fact. mils ksi R-value G.E., in. AASHTO Soil Fact. Inv 183 Method inches inches inches inches inches inches Eac Egb Esg SNP

45 Peak Spring Calculated Spring Axle Load to Achive Design Deflection Inv. Pvm't. Temp. Spring Subgrade in Tons year Overlay 20-year Overlay Temp. Adj Defl. Modulus Effective Values Design Method TONN Structure 9-ton 10-ton Structure 9-ton 10-ton LTPP Forwardcalculation for HMA Station F Fact. mils ksi R-value G.E., in. AASHTO Soil Fact. Inv 183 Method inches inches inches inches inches inches Eac Egb Esg SNP Eff. G.E. Eff. R-value Eff. GE, inches Eff. R-value Test Location, miles

46 Pavement Testing, Engineering Analysis and Review CSAH 3 Cold-in-place Recycling Project, Brown County, Minnesota Report No AMERICAN ENGINEERING TESTING, INC. Appendix B Ground Penetrating Radar Field Exploration and Testing GPR Results Plots

47 B.1 FIELD EXPLORATION Appendix B Ground Penetrating Radar Field Exploration and Testing AET Project No The pavement structural conditions at the site were evaluated nondestructively using Ground Penetrating Radar (GPR). The description of the equipment precedes the GPR Data and Analysis Results in this appendix. B.2 EQUIPMENT DESCRIPTION B.2.1 GSSI GPR Test System The GPR test system owned by AET is a GSSI Roadscan System that consists of a bumper-mounted, 2 GHz aircoupled antenna and a SIR-20 control and data acquisition processor, featuring dual channels. The GPR processor, including a SIR-20 data acquisition system, wheel-mounted DMI (Distance Measuring Instrument), and a tough book with the SIR-20 Field Program constitutes the newest, most sophisticated GSSI Test System, which fulfills or exceeds all requirements to meet ASTM-4748, ASTM D-6087 Standards. Figure B1 provides a view of this equipment. Figure B1 GSSI 2 GHz air-coupled GPR Test System The GPR antenna emits a high frequency electromagnetic wave into the material under investigation. The reflected energy caused by changes in the electromagnetic properties within the material is detected by a receiver antenna and recorded for subsequent analysis. The 2 GHz air-coupled GPR is capable of collecting radar waveforms at more than 100 signals per second, allows for data to be collected at driving speeds along the longitudinal dimension of the pavements or bridge decks with the antennas fixed at the rear or in front of the vehicle. The antenna used for Roadscan is the Horn antenna Model 4105 (2 GHz). The 2 GHz antenna is the current antenna of choice for road survey because it combines excellent resolution with reasonable depth penetration (18-24 inches in pavement materials). The data collection is performed at normal driving speeds (45-55 mph), requiring no lane closures nor causing traffic congestion. At this peed the 2 GHz antenna is capable of collecting data at 1-foot interval (1 scan/foot). The data were collected at a rate of about 1 vertical scans per foot. Each vertical scan consisted of 512 samples and the record length in time of each scan was 12 nanoseconds. Filters used during acquisition were 300 MHz high pass and 5,000 MHz low pass. In a GPR test, the antenna is moved continuously across the test surface and the control unit collects data at a specified distance increment. In this way, the data collection rate is independent of the scan rate. Alternatively, scanning can be performed at a constant rate of time, regardless of the scan distance. Single point scans can be performed as well. Data is reviewed on-screen and in the field to identify reflections and ensure proper data collection parameters. Field testing is performed in accordance with the standard ASTM procedures as described in ASTM D , Standard Guide for General Pavement Deflection Measurements. C.2.2 System Calibrations Horn antenna processing is used to get the velocity of the radar energy in the material by comparing the reflection strengths (amplitudes) from a pavement layer interface with a perfect reflector (a metal plate). The calibration scan is obtained with the horn antenna placed over a metal plate at the same elevation as a scan obtained over pavement. Appendix B - Page 1 of 3 AMERICAN ENGINEERING TESTING, INC.

48 Appendix B Ground Penetrating Radar Field Exploration and Testing AET Project No The same setting for data collection is used for metal plate calibration. Fifteen seconds are need for jumping up and down on the vehicle s bumper to collect the full range of motion for the vehicle s shocks. The filename of raw calibration file is recorded. Survey wheel is calibrated by laying out a long distance (> 50 feet) with tape measure. C.2.3 Linear Distance and Spatial Reference System Distance measuring instrument (DMI) is a trailer mounted two phase encoder system. When DMI is connected to the SIR-20 it provides for automatic display and recording distance information in both English and metric units with a 1 foot (0.3 meters) resolution and four percent accuracy when calibrated using provided procedure in the Field Program. Spatial reference system is a Trimble ProXH Global Positioning System (GPS) that consists of fully integrated receiver, antenna and battery unit with Trimble s new H-Star technology to provide subfoot (30 cm) post processed accuracy. The External Patch antenna is added to the ProXH receiver for the position of the loading plate. The External Patch antenna can be conveniently elevated with the optional baseball cap to prevent any signal blockage. B.2.4 Camera Monitoring System A battery operated independent DC-1908E multi-functional digital camera with a SD card is used for easy positioning of the loading plate or of the pavement surface condition at the testing locations. B.3 SAMPLING METHODS At the project level, the testing interval is set at 12 scans per foot in the Outside Wheel Path (OWP) = 2.5 ft ± 0.25 ft (0.76 m ± 0.08 m) for nominal 12 ft (3.7 m) wide lanes at a survey speed of approximately 10 mph. Where a divided roadbed exists, surveys will be taken in both directions if the project will include improvements in both directions. If there is more than one lane in one direction the surveys will be taken in the outer driving lane (truck lane) versus the passing lane of the highway. GPR tests are performed at a constant lateral offset down the test section. When GPR tests are performed on bridge decks, multiple survey lines are followed transversely at 2-foot spacing between survey lines. At the network level, GPR tests on one scan per foot are set to be able to collect data on pavements at driving speeds, without statistically compromising the quality of the data collected. If GPR tests are for the in situ characterization of material GPR data will be collected at two scan per foot at slower driving speeds. B.4 QUALITY CONTROL (QC) AND QUALITY ASSURANCE (QA) Beside the daily metal plate calibration the DMI is also calibrated monthly by driving the vehicle over a known distance to calculate the distance scale factor. The GPR will be monitored in real time in the data collection vehicle to minimize data errors. The GPR units will be identified with a unique number and that number will accompany all data reported from that unit as required in the QC/QA plan. Scheduled preventive maintenance ensures proper equipment operation and helps identify potential problems that can be corrected to avoid poor quality or missing data that results if the equipment malfunctions while on site. The routine and major maintenance procedures established by the LTPP are adopted and any maintenance has been done at the end of the day after the testing is complete and become part of the routine performed at the end of each test/travel day and on days when no other work is scheduled. To insure quality data, the GPR assessments only took place on dry pavement surfaces, and data was collected in each wheel path. B.5 DATA ANALYSIS METHODS B.5.1 Data Editing Field acquisition is seldom so routine that no errors, omissions or data redundancy occur. Data editing encompasses issues such as data re-organization, data file merging, data header or background information updates, repositioning and inclusion of elevation information with the data. Appendix B - Page 2 of 3 AMERICAN ENGINEERING TESTING, INC.

49 Appendix B Ground Penetrating Radar Field Exploration and Testing AET Project No B.5.2 Basic Processing Basic data processing addresses some of the fundamental manipulations applied to data to make a more acceptable product for initial interpretation and data evaluation. In most instances this type of processing is already applied in real-time to generate the real-time display. The advantage of post survey processing is that the basic processing can be done more systematically and non-causal operators to remove or enhance certain features can be applied. The Reflection Picking procedure is used to eliminate unwanted noise, detects significant reflections, and records the corresponding time and depth. It uses antenna calibration file data to calculate the radar signal velocity within the pavement. B.5.3 Advance Processing Advanced data processing addresses the types of processing which require a certain amount of operator bias to be applied and which will result in data which are significantly different from the raw information which were input to the processing. B.5.4 Data Interpretation The EZ Tracker Layer Interpretation procedure uses the output from the first step to map structural layers and calculate the corresponding velocities and depths. B.6 TEST LIMITATIONS B.6.1 Test Methods The data derived through the testing program have been used to develop our opinions about the pavement conditions at your site. However, because no testing program can reveal totally what is in the subsurface, conditions between test locations and at other times, may differ from conditions described in this report. The testing we conducted identified pavement conditions only at those points where we measured pavement thicknesses and observed pavement surface conditions. Depending on the sampling methods and sampling frequency, every location may not be tested, and some anomalies which are present in the pavement may not be noted on the testing results. If conditions encountered during construction differ from those indicated by our testing, it may be necessary to alter our conclusions and recommendations, or to modify construction procedures, and the cost of construction may be affected. B.6.2 Test Standards Pavement testing is done in general conformance with the described procedures. Compliance with any other standards referenced within the specified standard is neither inferred nor implied. B.7 SUPPORTING TEST METHODS B.7.1 Falling Weight Deflectometer (FWD) If the pavement layer moduli and subgrade soil strength are desired the deflection data are collected using a Dynatest 8000 FWD Test System that consists of a Dynatest 8002 trailer and a third generation control and data acquisition unit developed in 2003, called the Dynatest Compact15, featuring fifteen (15) deflection channels. The new generation FWD, including a Compact15 System and a standard PC with the FwdWin field Program constitutes the newest, most sophisticated Dynatest FWD Test System, which fulfills or exceeds all requirements to meet ASTM-4694, ASTM D-4695 Standards. The system provides continuous data at pre-set spacing. B.7.2 Soil Boring/Coring Field Exploration If both pavement thicknesses and subgrade soil types and conditions are desired the shallow coring/boring and sampling is used. The limited number of coring/boring is necessary to verify the GPR layer thickness data. B.7.3 Pavement Surface Condition Survey The type and severity of pavement distress influence the deflection response for a pavement. Therefore, GPR operators record any distress located from about 1 ft (0.3 m) in front of vehicle to about 30 ft (9 m) ahead. This information is recorded in the FWD file using the comment line in the field program immediately following the test. Appendix B - Page 3 of 3 AMERICAN ENGINEERING TESTING, INC.

50 American Engineering Testing, Inc. 550 Cleveland Avenue North St. Paul, Minnesota Phone: (651) Fax: (651) SUMMARY OF PAVEMENT SURVEY COUNTY Brown Test Date Date PROJECT NO /17/13 2/14/14 SECTION 1. CIR & Overlay ROAD CSAH 3 FROM CSAH 10 TO CIR & Chip Seal SUMMARY STATISTICS Units: inches Layer NB SB Average CV 15th Min. Average CV 15th Min. CIR % % AC % % GB % % Ground Penetrating Radar Pavement Thickness Survey GPR Station (miles) Thickness (in.) NB CIR Thickness NB AC Thickness NB GB Thickness SB CIR Thickness SB AC Thickness SB GB Thickness

51 American Engineering Testing, Inc. 550 Cleveland Avenue North St. Paul, Minnesota Phone: (651) Fax: (651) SUMMARY OF PAVEMENT SURVEY COUNTY Brown Test Date Date PROJECT NO /17/13 2/14/14 SECTION 2. CIR & Seal Coat ROAD CSAH 3 FROM CIR & Overlay TO CSAH 23 SUMMARY STATISTICS Units: inches Layer NB SB Average CV 15th Min. Average CV 15th Min. CIR % % AC % % GB % % Ground Penetrating Radar Pavement Thickness Survey GPR Station (miles) Thickness (in.) NB CIR Thickness NB AC Thickness NB GB Thickness SB CIR Thickness SB AC Thickness SB GB Thickness