Art. 420.01 Portland Cement Concrete Pavement PORTLAND CEMENT CONCRETE PAVEMENTS AND SIDEWALKS SECTION 420. PORTLAND CEMENT CONCRETE PAVEMENT
420.01 Description. This work shall consist of a pavement composed of
portland cement concrete with or without reinforcement, constructed on a prepared subgrade, or subbase, with or without forms.
420.02 Materials. Materials shall be according to the following.
Item Article/Section
a.Portland Cement Concrete ..................................................................... 1020
b.Reinforcement Bars, Welded Wire Reinforcement and Strand .......... 1006.10
c.Pavement Longitudinal Metal Joints, Dowel Bars, and Dowel Bar Assembly .......................................................................... 1006.11
d.Poured Joint Sealer ................................................................................ 1050
e.Preformed Expansion Joint Fillers ..................................................... 1051.09
f.Protective Coat .................................................................................. 1023.01
g.Nonshrink Grout ................................................................................. 1024.02
h.Chemical Adhesive Resin System ..................................................... 1027.01
i.Preformed Elastomeric Joint Seals for Pavement .............................. 1053.01
j.Packaged, Dry, Rapid Hardening Mortar or Concrete ............................ 1018
420.03 Equipment. Equipment shall be according to the following.
Item Article/Section
a.Forms ................................................................................................ 1103.05
b.Formless Paver .................................................................................. 1103.16
c.Finishing Machine .............................................................................. 1103.13
d.Concrete Finisher Float ..................................................................... 1103.14
e.Miscellaneous Equipment .................................................................. 1103.17
f.Pavement Surface Test Equipment ................................................... 1101.10
g.Coring Machine (Note 1)
h.Mechanical Side Tie Bar Inserter ....................................................... 1103.19
i.Pavement Surface Grinding Equipment ............................................. 1101.04
j.Mechanical Dowel Bar Inserter .......................................................... 1103.20 Note 1. Pavement thickness cores shall be taken utilizing an approved coring machine. The cores shall have a diameter of 2 in. (50 mm). The cores will be measured with a device supplied by the Department. CONSTRUCTION REQUIREMENTS
420.04 Preparation of Subgrade or Subbase. The subgrade or subbase
shall be prepared according to Sections 301, except Articles 301.05 and 301.06 shall not apply, and Sections 302, 310, 311, or 312 shall apply as appropriate. The minimum width of the prepared subgrade or subbase shall be as shown on the plans. Portland Cement Concrete Pavement Art. 420.05
420.05 Joints. Joints in the pavement shall be constructed as shown on the
plans and as follows.
a.Longitudinal Sawed Joint. The tie bars shall be placed perpendicular to the joint by approved mechanical equipment or shall be rigidly supported on support pins or approved joint assemblies. Longitudinal sawed joints shall be formed by cutting the surface of the pavement by means of an approved concrete saw to the depth and width shown on the plans. A suitable guide shall be used to ensure cutting of the longitudinal joint on the true line as shown on the plans. Sawing of the longitudinal joint shall commence as soon as the concrete has hardened sufficiently to permit sawing without excessive raveling, usually four to 24 hours. All joints shall be sawed before uncontrolled shrinkage cracking takes place. If necessary, the sawing operations shall be carried on both during the day and night regardless of weather conditions. Curing covering shall be removed from the pavement only at the location where a joint is to be cut. Only sufficient covering shall be removed to provide the necessary room for working at the location of the joint. As soon as the joint has been cut, the covering shall be replaced. In no case shall the top surface and edges of the pavement be left unprotected for a period of more than 30 minutes. When multiple lane pavement is being placed in more than one operation, all required sawing of longitudinal joints shall be performed on the pavement in place before additional lanes are constructed. Sawing of a longitudinal joint shall be continuous across all transverse joints. Whenever sawing is discontinued, the cut shall terminate at a transverse joint. Water supply equipment for the sawing operations may be permitted on the pavement provided individual axle loads are less than 4000 lb (18 kN). The applied wheel loads shall be at least 6 ft (1.8 m) from the pavement edge.
b.Longitudinal Construction Joint. The tie bars shall be installed using one of the following methods.
1.Preformed or Drilled Holes. If applicable, the tie bars shall be installed after the dowel bars have been tested with the MIT Scan-2 device according to Article 420.05(c)(2)b.2.. The tie bars shall be installed with a nonshrink grout or chemical adhesive providing a minimum pull-out strength as follows. Bar Size Minimum Pull-Out Strength No. 6 (No. 19) 11,000 lb (49 kN) Holes shall be blown clean and dry prior to placing the grout or adhesive. If compressed air is used, the pneumatic tool lubricator shall Art. 420.05 Portland Cement Concrete Pavement be bypassed and a filter installed on the discharge valve to keep water and oil out of the lines. The installation shall be with methods and tools conforming to the grout or adhesive manufacturer’s recommendations. The Contractor shall load test five percent of the first 500 tie bars installed. No further installation will be allowed until the initial five percent testing has been completed and approval to continue installation has been given by the Engineer. Testing will be required for 0.5 percent of the bars installed after the initial 500. For each bar that fails to pass the minimum requirements, two more bars selected by the Engineer shall be tested. Each bar that fails to meet the minimum load requirement shall be reinstalled and retested. The equipment and method used for testing shall meet the requirements of ASTM E 488. All tests shall be performed within 72 hours of installation. The tie bars shall be installed and approved before concrete is placed in the adjacent lane.
2.Inserted. The tie bars shall be installed with the use of a mechanical side tie bar inserter. The inserter shall insert the tie bars with vibration while still within the extrusion process, after the concrete has been struck off and consolidated without deformation of the slab. The inserter shall remain stationary relative to the pavement when inserting tie bars, while the formless paver continues to move in the direction of paving. A void greater than 1/8 in. (3 mm) at any location around the tie bar shall require immediate adjustment of the paving operation. A void greater than 1/2 in. (13 mm) shall be repaired with a nonshrink grout or chemical adhesive after the concrete has hardened. If at the end of the day of paving more than 20 percent of the tie bars show a void larger than 1/8 in. (3 mm) at any point around the bar, the use of the side tie bar inserter shall be discontinued.
3.Formed in Place. The tie bar shall be formed in place as shown on the plans. The sealant reservoir shall be formed either by sawing after the concrete has set according to Article 420.05(a) or by hand tools when the concrete is in a plastic state.
c.Transverse Contraction Joints. Transverse contraction joints shall consist of planes of weakness created by sawing grooves in the surface of the pavement and shall include load transfer devices consisting of dowel bars. Transverse contraction joints shall be according to the following.
1.Planes of Weakness. Planes of weakness shall be created by sawing grooves in the surface of the pavement, of the dimensions and at the spacing and lines shown on the plans, with an approved concrete saw. Sawing of the joint shall commence as soon as the concrete has hardened sufficiently to permit sawing without excessive raveling, usually four to 24 hours. All joints shall be sawed to the depth shown Portland Cement Concrete Pavement Art. 420.05 on the plans before uncontrolled shrinkage cracking takes place. If necessary, the sawing operations shall be carried on both during the day and night, regardless of weather conditions. Curing covering shall be removed from the pavement only at the location where a joint is to be cut. Only sufficient covering shall be removed to provide the necessary room for working at the location of the joint. As soon as the joint has been cut, the covering shall be replaced. In no case shall the top surface and edges of the pavement be left unprotected for a period of more than 30 minutes. Water may be sprayed on the saw blade during the cutting. A suitable stationary guide shall be used to prevent side swaying of the machine to ensure that the cut will be straight. Water shall be used, if necessary, to thoroughly clean the joint. All extraneous material, including free water, shall be removed from the joint opening by means of an air jet. When uncontrolled cracking occurs in the pavement slab, the pavement will be evaluated for acceptance according to the following.
a.General Conditions. No section of pavement less than 6 ft (1.8 m) in length will be allowed to remain in place. Pavement removal and replacement shall be according to Section 442 applicable to the pavement design being repaired.
b.Crack within Joint Area. The sawing of any joint shall be omitted if an uncontrolled crack occurs within 3 in. (75 mm) of either side of the joint prior to the time of sawing. Sawing shall be discontinued when a crack develops ahead of the saw. Uncontrolled cracks within this 3 in. (75 mm) limit will be considered an acceptable joint.
c.Crack on One Side of Joint. If an uncontrolled crack develops on one side of the contraction joint, more than 3 in. (75 mm) from the joint and less than 6 ft (1.8 m) from the same joint, a minimum of 6 ft (1.8 m) of pavement removal and replacement will be required.
d.Cracks on Both Sides of Joint. If cracking occurs on both sides of the joint, more than 3 in. (75 mm) from the joint, the dowel bar assembly and a minimum of 3 ft (1 m) of pavement each side of the joint shall be removed and replaced.
e.Crack in Mid-Panel Area. If an uncontrolled crack develops on one side of the contraction joint in the mid panel area between 6 ft (1.8 m) from the joint and the midpoint of the panel, the entire panel shall be replaced on that side of the joint within the lane containing the cracking.
2.Dowel Bars. Dowel Bars shall be installed parallel to the centerline of the pavement and parallel to the proposed pavement surface. Installation shall be according to one of the following methods. Art. 420.05 Portland Cement Concrete Pavement
a.Dowel Bar Assemblies. The assembly shall act as a rigid unit with each component securely held in position relative to the other members of the assembly. The entire assembly shall be held securely in place by means of nails which shall penetrate the stabilized subbase. At least ten nails shall be used for each 10, 11, or 12 ft (3, 3.3, or 3.6 m) section of assembly. Metal stakes shall be used instead of nails, with soil or granular subbase. The stakes shall loop over or attach to the top parallel spacer bar of the assembly and penetrate the subgrade or subbase at least 12 in. (300 mm). At the location of each dowel bar assembly, the subgrade or subbase shall be reshaped and re-tamped when necessary. Prior to placing concrete, any deviation of the dowel bars from the correct horizontal or vertical alignment (horizontal skew or vertical tilt) greater than 3/8 in. in 12 in. (9 mm in 300 mm) shall be corrected and a light coating of oil shall be uniformly applied to all dowel bars. Care shall be exercised in depositing the concrete at the dowel bar assemblies so the horizontal and vertical alignment will be retained.
b.Dowel Bar Insertion. The dowel bars may be placed in the pavement slab with a mechanical dowel bar inserter (DBI) attached to a formless paver for pavements ≥ 7.0 in. (175 mm) in thickness. A light coating of oil shall be uniformly applied to all dowel bars. The DBI shall insert the dowel bars with vibration into the plastic concrete after the concrete has been struck off and consolidated without deformation of the slab. After the bars have been inserted, the concrete shall be refinished and no voids shall exist around the dowel bars. The forward movement of the paver shall not be interrupted by the inserting of the dowel bars. The location of each row of dowel bars shall be marked in a manner to facilitate where to insert the bars, and where to saw the transverse joint.
1.Placement Tolerances for Dowel Bars. The DBI shall place the dowel bars in the concrete pavement within the following tolerances. (a.) Longitudinal Translation (Mislocation). Longitudinal translation (mislocation) shall be defined as the position of the center of the dowel bar along the longitudinal axis, in relation to the sawed joint. The quality control tolerance for longitudinal translation shall not exceed 2.0 in. (50 mm). If this tolerance is Portland Cement Concrete Pavement Art. 420.05 exceeded, adjustments shall be made to the paving operation. Any joint having two or more dowel bars with an embedment length less than 4.0 in. (100 mm) within 12 in. (300 mm) of the same wheelpath will be considered unacceptable. The left and right wheelpaths shall be determined by excluding the middle 2.5 ft (0.8 m) of the pavement lane, and by excluding the outer 1.0 ft (0.3 m) measured from each pavement lane edge. Any joint having an average dowel bar embedment length less than 5.25 in. (130 mm) will also be considered unacceptable. Embedment length shall be defined as the length of dowel bar embedded on the short side of the sawed joint. An unacceptable joint shall be replaced with a minimum of 6 ft (1.8 m) of pavement centered over the joint according to Section 442 for Class B patches. (b.) Horizontal Translation (Mislocation). Horizontal translation (mislocation) shall be defined as the difference in the actual dowel bar location parallel to the longitudinal or edge joint from its theoretical position as shown on the plans. The quality control tolerance for horizontal translation shall not exceed 2.0 in. (50 mm). If this tolerance is exceeded, adjustments shall be made to the paving operation. Any joint having a dowel bar with a translation greater than 4.0 in. (100 mm) will be considered unacceptable, but may remain in place unless the Engineer determines the joint will not function. If the joint is unable to remain in place, the joint shall be replaced with a minimum of 6 ft (1.8 m) of pavement centered over the joint according to Section 442 for Class B patches. (c.) Vertical Translation (Mislocation). Vertical translation (mislocation) shall be defined as the difference in the vertical position of the dowel bar relative to the theoretical midpoint of the slab. The quality control tolerance for vertical translation shall be as shown in the following table. If these tolerances are exceeded, adjustments shall be made to the paving operation. Art. 420.05 Portland Cement Concrete Pavement Pavement Thickness Dowel Bar Diameter Vertical Translation Tolerance Above Midpoint Vertical Translation Tolerance Below Midpoint ≥ 7 to < 8 in. (≥ 175 to < 200 mm) 1.25 in. (31 mm) 0.25 in. (6 mm) 0.5 in. (13 mm) ≥ 8 to < 9 in. (≥ 200 to < 225 mm) 1.50 in. (38 mm) 0.25 in. (6 mm) 0.5 in. (13 mm) ≥ 9 to < 10 in. (≥ 225 to < 250 mm) 1.50 in. (38 mm) 0.75 in. (19 mm) 0.75 in. (19 mm) ≥ 10 in. (≥ 250 mm) 1.50 in. (38 mm) 0.75 in. (19 mm) 1.0 in. (25 mm) Any joint having a dowel bar with top concrete cover less than T/3, where T is slab thickness, will be considered unacceptable. Any joint having 2 or more dowel bars with bottom concrete cover less than 2.0 in. (50 mm) will also be considered unacceptable. An unacceptable joint shall be replaced with a minimum of 6 ft (1.8 m) of pavement according to Section 442 for Class B patches. (d.) Vertical Tilt or Horizontal Skew (Misalignment). Vertical tilt or horizontal skew (misalignment) shall be defined as the difference in position of the dowel bar ends with respect to each other. Vertical tilt is measured in the vertical axis, whereas horizontal skew is measured in the horizontal axis. Misalignment shall be measured in terms of a joint score. The joint score shall be defined as the degree of misalignment evaluated for a single transverse joint for each lane of pavement. The joint score shall be determined as follows: where: Wi = weighting factor (Table 1) for dowel i x = number of dowels in a single joint n = number of dowels excluded from the joint score calculation due to measurement interference Single Dowel Misalignment – The degree of misalignment applicable to a single dowel bar, calculated as: Portland Cement Concrete Pavement Art. 420.05 Table 1. Weighting Factors in Joint Score Determination Single Dowel Bar Misalignment (SDM) W, Weighting Factor SDM ≤ 0.6 in. (15 mm) 0 0.6 in. (15 mm) < SDM ≤ 0.8 in. (20 mm) 2 0.8 in. (20 mm) < SDM ≤ 1 in. (25 mm) 4 1 in. (25 mm) < SDM ≤ 1.5 in. (38 mm) 5 1.5 in. (38 mm) < SDM 10 The quality control tolerance for vertical tilt or horizontal skew shall not exceed 0.6 in. (15 mm). If the tolerance is exceeded for either one, adjustments shall be made to the paving operation. Any joint having a dowel bar with a vertical tilt or horizontal skew greater than 1.5 in. (38 mm) shall be cut. If more than one dowel bar is required to be cut in the joint, the joint will be considered unacceptable and shall be replaced with a minimum of 6 ft (1.8 m) of pavement centered over the joint according to Section 442 for Class B patches. Single dowel bar misalignment shall be controlled to provide the joint scores shown in the following table. Number of Dowel Bars in the Joint Maximum Joint Score < 5 4 ≥ 5 but ≤ 9 8 > 9 12 A joint score greater than the specified maximum will be considered locked. Three consecutive joints with a score greater than the specified maximum total score will all be considered unacceptable. Three consecutive locked joints shall be corrected by selecting one joint and cutting a dowel bar. Preference shall be given to cutting a dowel bar within the middle 2.5 ft (0.8 m) of the pavement lane to avoid the wheelpaths. If none of the three locked joints will have a joint score less than or equal to the specified maximum after selecting one dowel bar to cut, one of the joints shall be replaced with a minimum of 6 ft (1.8 m) of pavement centered over the joint according to Section 442 for Class B patches. (e.) For unacceptable work, the Contractor may propose alternative repairs for consideration by the Engineer. Art. 420.05 Portland Cement Concrete Pavement
2.Testing of Dowel Bar Placement. The placement of the dowel bars shall be tested within 24 hours of paving with a calibrated MIT Scan-2 device according to “Use of Magnetic Tomography Technology to Evaluate Dowel Placement” (Publication No. FHWA-IF-06-006) by the Federal Highway Administration. A trained operator shall perform the testing, and all testing shall be performed in the presence of the Engineer. The device shall be calibrated to the type and size dowel bar used in the work according to the manufacturer’s instructions. Calibration documentation shall be provided to the Engineer prior to construction. The device shall be recalibrated and/or validate readings as required by the Engineer. The device may be utilized as a process control and make necessary adjustments to ensure the dowel bars are placed in the correct location. (a.) Test Section. Prior to start of production paving, a test section consisting of 30 transverse joints shall be constructed. The test section may be performed on the actual pavement, but production paving shall not begin until an acceptable test section has been constructed. The test section will be considered acceptable when all of the following are met: (1.) 90 percent of the dowel bars meet the quality control tolerance for longitudinal, horizontal, or vertical translation (mislocation); (2.) 90 percent of the dowel bars meet the quality control tolerance for vertical tilt or horizontal skew deviation (misalignment); and (3.) none of the joints are considered unacceptable prior to a corrective measure for mislocation or misalignment. If the test section fails, another test section consisting of 30 joints shall be constructed. The test section requirement may be waived by the Engineer if the Contractor has constructed an acceptable test section and successfully used the DBI on a Department contract within the same calendar year. (b.) Production Paving. After the test section is approved, production paving may begin. The mislocation and misalignment of each dowel bar for the first ten joints constructed, and every tenth joint thereafter, shall be tested. Portland Cement Concrete Pavement Art. 420.05 If two consecutive days of paving result in 5 percent or more of the joints on each day being unacceptable prior to a corrective measure, production paving shall be discontinued and a new test section shall be constructed. If any joint is found to be unacceptable prior to a corrective measure, testing of additional joints on each side of the unacceptable joint shall be performed until acceptable joints are found. (c.) Test Report. Test reports shall be provided to the Engineer within two working days of completing each day’s testing. The test report shall include the following. (1.) Contract number, placement date, county-route- section, direction of traffic, scan date, Contractor, and name of individual performing the tests. (2.) Provide the standard report generated from the on- board printer of the imaging technology used for every dowel and joint measured. (3.) For every dowel measured, provide the joint identification number, lane number and station, dowel bar number or x-location, direction of testing and reference joint location/edge location, longitudinal translation, horizontal translation, vertical translation, vertical tilt, and horizontal skew. (4.) Identify each dowel bar with a maximum longitudinal, horizontal, or vertical translation that has been exceeded. Identify each dowel bar with a maximum vertical tilt or horizontal skew deviation that has been exceeded. (5.) Joint Score Details: Provide the joint identification number, lane number, station, and calculated joint score for each joint. (6.) Locked Joint Identification: Identify each joint where the maximum joint score is exceeded. (d.) Exclusions. Exclude the following from dowel bar mislocation and misalignment measurements. (1.) Transverse construction joints (headers). (2.) Dowel bars within 24 in. (610 mm) of metallic manholes, inlets, metallic castings, or other nearby or underlying steel reinforced objects. Art. 420.05 Portland Cement Concrete Pavement (3.) The outside dowel bar when tie bars are installed with mechanical equipment in fresh concrete. For tie bar installations involving preformed or drilled holes, installation of the tie bar shall be performed after testing with the MIT Scan-2 device. (4.) Joints located directly under high voltage power lines. (5.) Subject to the approval of the Engineer, any other contributors to magnetic interference. (e.) Deficiency Deduction. When the Contractor has cut 25 dowel bars to correct unacceptable joints, the Contractor shall be liable and shall pay to the Department a deficiency deduction of $500.00 for the cost of the bars. Thereafter, an additional deficiency deduction of $20.00 for each additional bar cut will be assessed.
d.Transverse Expansion Joints. Transverse expansion joints shall consist of preformed expansion joint filler and a dowel bar assembly. The concrete on either side of the transverse expansion joint shall be placed in two separate operations with a suitable header to form the first pour. The first pour shall cure at least 12 hours before the second pour is started. The dowel bar assembly shall be installed according to Article 420.05(c)(2) and the following.
1.After the construction header is removed, plastic expansion caps shall be installed on the exposed end of each dowel bar.
2.The plastic expansion caps shall be installed after the dowel bars are oiled and the joint filler has been installed. The caps shall fit snuggly on the bar and the closed end shall be watertight. A minimum expansion gap of 0.75 in. (19 mm) but not more than 2 in. (50 mm) between the end of the dowel bar and the end of the cap shall be provided. The preformed expansion joint filler shall be shaped to the subgrade or subbase. Preformed expansion joint filler shall be furnished in lengths equal to the pavement width or equal to the width of one lane. The preformed expansion joint filler shall be held in a vertical position. An approved installing bar, or other device, shall be used if required to secure preformed expansion joint filler at the proper grade and alignment during placing and finishing of the concrete. The horizontal alignment of the finished joint shall be within 1/4 in.(6 mm) from a straight line. When preformed expansion joint fillers are assembled in sections, there shall be no offsets between adjacent units and it shall be continuous from form to form. The transverse expansion joint shall be free of concrete anywhere within the expansion space. Portland Cement Concrete Pavement Art. 420.07
e.Transverse Construction Joints. Transverse construction joints shall be constructed when there is an interruption of more than 30 minutes in the concreting operations. The transverse construction joint shall be formed by means of a suitable header, accurately set and securely held in place in a plane perpendicular to the surface of the pavement. When the pavement is constructed with transverse contraction joints at 15 ft (5 m) spacings, the transverse construction joints shall be placed at contraction joint locations. When the pavement is constructed with welded wire reinforcement, any transverse construction joint shall be at least 10 ft (3.0 m) from a contraction joint. If insufficient concrete has been mixed at the time of interruption to form a slab extending at least 10 ft (3.0 m) beyond the last contraction joint, the excess concrete back to the last preceding joint shall be removed and disposed of as directed by the Engineer and the construction joint shall be constructed as a contraction joint. The pavement area adjacent to both sides of a transverse construction joint shall receive additional consolidation from hand vibrators inserted into the concrete and the surface shall be refinished. These areas shall extend a minimum of 5 ft (1.5 m) from the joint.
420.06 Forms and Form Setting. Prior to the start of paving, forms shall be
in place to accommodate at least one day's paving. The forms shall be supported for the full length and width of the form line by either the subgrade or subbase. If required by the Engineer, the subbase or subgrade shall be tamped under the form line. The alignment of the form line shall be within a tolerance of ± 1/4 in. (± 6 mm) with the plan edge of pavement. The elevation of the form shall be the plan elevation of the edge of pavement. Minor intermittent deviations in the subgrade or subbase elevation may be corrected, without the use of shims or wedges, by placing compacted granular or subbase material in 1/2 in. (13 mm) lifts or less for low areas. High areas may be corrected by tamping or trimming as required. The minimum form height shall equal the plan pavement thickness. Form heights exceeding the pavement thickness may be used provided the forms are set and maintained at the plan elevation.
420.07 Placing. Concrete shall be mixed, placed or finished when the natural
light is sufficient, unless an adequate and approved artificial lighting system is operated. Concrete shall not be placed on soft, muddy, or frozen subgrade or subbase; nor when the subgrade is frozen under permanent adjacent pavement. The Contractor shall have materials available at all times for the protection of the edges and surface of the unhardened concrete. Such protective materials shall consist of standard metal forms or wood planks having a nominal thickness of not less than 1 in. (25 mm) and a nominal width of not less than the thickness of the pavement at its edge for the protection of the pavement edges, for slip form paving, and covering material such as polyethylene sheeting for the protection of the surface of all pavements. Art. 420.07 Portland Cement Concrete Pavement When rain appears imminent, all paving operations shall stop sufficiently in advance to place forms against the sides of the pavement, when applicable, and to cover the surface of the unhardened concrete with protective covering. Unhardened concrete shall be covered immediately to protect the surface against the effects of rain. Once covered, the unhardened concrete that is rained on shall not be uncovered to rework or refinish the surface. Pavement that is rained on prior to the completion of the Type A or Type B final finish shall be removed and replaced, unless in the opinion of the Engineer the pavement surface can be corrected by grinding. Pavement rained on after the completion of the final finish will be evaluated by the Engineer for acceptance. The concrete shall be deposited uniformly across the subgrade or subbase as close as possible to its final position. The time elapsing from when the concrete is unloaded until it is incorporated into the work shall not exceed 20 minutes. When required, hand spreading shall be accomplished with shovels. Paving shall be continuous between transverse joint locations shown on the plans. Transverse joint assemblies shall be protected from displacement or damage during the placement and consolidation of the concrete. When approved by the Engineer, pavements in excess of 24 ft (7.2 m) or more in width may be constructed full width in a single operation. Where concrete is to be placed adjoining a previously constructed lane of pavement, and mechanical equipment will be operated upon the previously constructed lane of pavement, the use of that lane of pavement shall be according to
Article 701 — 17(c)(5), except for protective coat and pavement cleaning.
If only finishing equipment is to be operated on the edge of the previously constructed lane of pavement, pavement placement may be permitted when test specimens have obtained a minimum flexural strength of 250 psi (1725 kPa) or a minimum compressive strength of 1600 psi (11,000 kPa) according to
Article 1020 — 09. If such tests are not conducted, pavement placement may be
permitted after three days. Should any concrete materials fall on or be worked into the surface of a completed slab, those materials shall be removed immediately by approved methods. When workers walk in freshly mixed concrete, they shall have clean boots or shoes, without earth or foreign substances.
420.08 Placement of Reinforcement. When reinforced concrete pavement
is placed in two layers, the entire width of the bottom lift shall be struck off to such length and depth that the welded wire reinforcement or bar mat may be laid full length on the concrete in its final position without further manipulation. Bends or kinks in individual wires, or other irregularities, shall be corrected before the sheet is laid in the pavement. The reinforcement shall then be placed directly upon the concrete, after which the top layer of the concrete shall be placed, struck off and screeded. Any portion of the bottom layer of concrete which has been placed more than 20 minutes without being covered with the top layer shall be removed and replaced with freshly mixed concrete. When reinforced concrete is placed in one layer, the Portland Cement Concrete Pavement Art. 420.09 reinforcement shall be positioned on steel chair supports according to Article 421.04(a). The pavement reinforcement shall be placed such that the reinforcement in the completed pavement will be at the location shown on the plans with a placement tolerance for individual bars or individual wires of ±1 in. (±25 mm) horizontally and vertically. Reinforcing steel shall be free from dirt, oil, paint, grease, or other materials which could impair bond with the concrete. All laps between sheets shall be held firmly together by wire or clips spaced 4 ft (1.2 m) or less apart.
420.09 Strike Off, Consolidation, Finishing, Longitudinal Floating,
Straightedging, Edging, and Final Finish. Following placement, the concrete shall be struck off to conform to the cross section shown on the plans and to an elevation such that when the concrete is properly consolidated and finished, the surface of the pavement will be at the elevation shown on the plans. Pavement construction shall consist of strike off, consolidation, finishing, longitudinal floating, straightedging, edging, and final finish according to the following.
a.Strike Off, Consolidation, and Finishing. Strike off, consolidation, and finishing shall be according to one of the following methods.
1.Method One. After the concrete is placed, it shall be vibrated for the full width and depth of the concrete pavement with a hand vibrator or internal vibrators from mechanical paving equipment while avoiding contact with a joint assembly, the grade, or side forms. As soon as the concrete has been placed and consolidated, it shall be finished by a finishing machine according to Article 1103.13(b)(1). The tops of the forms or rails shall be kept clean and the travel of the machine shall be maintained true without lift, wobbling, or other variations tending to affect a uniform finish.
2.Method Two. Method two may be used as indicated in
Article 1103 — 13(b)(2). A screed may be used to strike off the concrete,
consolidate it per Article 1103.17(g), and finish it. Vibrating screeds and laser screeds shall be shut off whenever forward motion of the screed is stopped. In operation, the screed shall be moved forward in the direction in which the work is progressing and so manipulated that neither end is raised during the strike off process. If necessary, the strike off shall be repeated until the surface is of uniform texture, true to grade and cross section, and free from porous areas.
3.Method Three. Hand finishing methods will be permitted only in the event of breakdown of the mechanical equipment. Hand methods may be used to strike off, consolidate, and finish the concrete already Art. 420.09 Portland Cement Concrete Pavement deposited on the grade when the breakdown occurs. Unconsolidated concrete shall be consolidated with a hand vibrator.
b.Longitudinal Floating. After the concrete has been struck off, consolidated, and finished, it shall be further smoothed and trued, by means of a float, using one of the following methods. Any excess mortar from longitudinal floating shall be wasted over the side. For slipform applications, the pavement side shall be smooth and free of wasted mortar.
1.Concrete Finisher Float Method. This method may be used for high- speed mainline pavements, low-speed mainline pavements, or miscellaneous pavements.
2.Hand-Operated Longitudinal Float Method. This method may be used for low-speed mainline pavements or miscellaneous pavements. It may also be used in case of an emergency. The hand-operated longitudinal float per Article 1103.17(e) shall be used parallel to the road centerline and passed gradually from one side of the pavement to the other to fill depressions or cut down high areas. Movement ahead along the centerline of the pavement shall be in successive advances of 5 ft (1.5 m) or less. Floating shall continue until the entire surface is found to be free from variations and the slab conforms to the required grade and cross section. When necessary, following one of the preceding methods of floating, long handled floats per Article 1103.17(f) may be used to smooth and fill in open- textured areas in the pavement, but shall not be used to float the entire surface of the pavement.
c.Straightedge Testing and Surface Correction. After the floating has been completed, but while the concrete is still plastic, the surface of the concrete shall be tested for trueness with a 10 ft (3 m) straightedge. The straightedge shall be held in contact with the surface in successive positions parallel to the pavement centerline and the whole area gone over from one side of the slab to the other, advancing along the pavement in successive stages of 1/2 the length of the straightedge or less. Any depressions found shall be immediately filled with freshly mixed concrete, struck off, consolidated and refinished. High areas shall be cut down and refinished. Special attention shall be given to ensure that the surface across joints meets the requirements for smoothness. Straightedge testing of the surface shall continue until the entire surface is found to be free from variations from the straightedge, and the slab conforms to the required grade and cross section. When the hand method using a hand-operated longitudinal float is permitted and surface corrections made as specified in Article 420.09(b), straightedge testing may be eliminated.
d.Edging. After longitudinal floating, straightedging, and before the final finish, the edges of the pavement shall be carefully finished with an edging tool having a radius of 1/4 in. (6 mm) and the pavement edge left smooth and true to line. Portland Cement Concrete Pavement Art. 420.09
e.Final Finish. Type A final finish shall be used unless Type B is specified.
1.Type A. Type A final finish shall be obtained by the use of a carpet drag composed of an artificial turf approved by the Engineer followed immediately by a mechanically operated metal comb transverse grooving device. The artificial turf shall be made of molded polyethylene with synthetic turf blades approximately 0.85 in. (20 mm) long and contain approximately 7,200 individual blades per 1 sq ft (0.1 sq m). The artificial turf shall be suitably attached to an approved device that will permit control of the time and rate of texturing. The artificial turf carpet shall be full pavement width and of sufficient size that during the finishing operation, approximately 2 ft (600 mm) of carpet parallel to the pavement centerline will be in contact with the pavement surface. The drag shall be operated in a longitudinal direction to produce a uniform appearing finish meeting the approval of the Engineer. If necessary for maintaining intimate contact with the pavement surface, the carpet may be weighted. The metal comb shall consist of a single line of tempered spring steel tines variably spaced as shown in the table below and securely mounted in a suitable head. The tines shall be flat and of a size and stiffness sufficient to produce a groove of the specified dimensions in the plastic concrete without tearing of the pavement edge or surface. The mechanically operated metal comb shall be attached to an exclusive piece of equipment which is mechanically self-propelled and capable of traversing the entire pavement width being placed in a single pass. The artificial turf carpet drag may be attached to this piece of equipment provided a surface texture is produced satisfactory to the Engineer. The tining device shall be operated so as to a produce a pattern of grooves, 1/8 to 3/16 in. (3 to 5 mm) deep and 1/10 to 1/8 in. (2.5 to 3.2 mm) wide across the pavement. The tining device shall be operated at a 1:6 skew across the pavement for facilities with a posted speed limit of 55 mph or greater. The tining pattern shall not overlap or leave gaps between successive passes. No other operation will be permitted with this equipment. Separate passes will be required for the turf dragging operation and the tining operation. Art. 420.09 Portland Cement Concrete Pavement Center to Center Spacings of Metal Comb Tines in. (mm) (read spacings left to right) 1 5/16 (34) 1 7/16 (36) 1 7/8 (47) 2 1/8 (54) 1 7/8 (48) 1 11/16 (43) 1 1/4 (32) 1 1/4 (31) 1 1/16 (27) 1 7/16 (36) 1 1/8 (29) 1 13/16 (46) 13/16 (21) 1 11/16 (43) 7/8 (23) 1 5/8 (42) 2 1/16 (52) 15/16 (24) 11/16 (18) 1 1/8 (28) 1 9/16 (40) 1 5/16 (34) 1 1/16 (27) 1 (26) 1 (25) 1 1/16 (27) 13/16 (20) 1 7/16 (37) 1 1/2 (38) 2 1/16 (52) 2 (51) 1 3/4 (45) 1 7/16 (37) 1 11/16 (43) 2 1/16 (53) 1 1/16 (27) 1 7/16 (37) 1 5/8 (42) 1 5/8 (41) 1 1/8 (29) 1 11/16 (43) 1 3/4 (45) 1 3/4 (44) 1 3/16 (30) 1 7/16 (37) 1 5/16 (33) 1 9/16 (40) 1 1/8 (28) 1 1/4 (31) 1 15/16 (50) 1 5/16 (34) 1 3/4 (45) 13/16 (20) 1 3/4 (45) 1 15/16 (50) 2 1/16 (53) 2 (51) 1 1/8 (29) 1 (25) 11/16 (18) 2 1/16 (53) 11/16 (18) 1 1/2 (38) 2 (51) 1 9/16 (40) 11/16 (17) 1 15/16 (49) 1 15/16 (50) 1 9/16 (39) 2 (51) 1 7/16 (36) 1 7/16 (36) 1 1/2 (38) 1 13/16 (46) 1 1/8 (29) 1 1/2 (38) 1 15/16 (50) 15/16 (24) 1 5/16 (33) Hand tining or tining with a mechanically operated comb combined with the curing equipment specified in Article 1101.09 will be permitted where the specifications permit hand finishing or screeds, one lane construction up to 16 ft (5 m) wide, gaps, projects with a net length of 1/2 mile (800 m) or less, and where the production rate on any paving day will be less than 1,500 cu yd (1200 cu m) per day. A foot bridge shall be provided for the hand tining operation for all pavement over 12 ft (3.6 m) wide, unless it can be demonstrated to the satisfaction of the Engineer that an alternate texturing operation produces satisfactory results.
2.Type B. Type B final finish shall be obtained by the use of a single artificial turf drag. The artificial turf shall conform and be operated according to the requirements for Type A finish, except this device shall be attached to a separate piece of equipment used expressly for the texturing operation.
420.10 Surface Tests. The finished surface of the pavement shall be tested
for smoothness according to Article 407.09, except as follows: The finished surface of the pavement shall be tested for smoothness once the pavement has attained a flexural strength of 550 psi (3800 kPa) or a compressive strength of 3000 psi (20,700 kPa). Membrane curing damaged during testing shall be repaired as directed by the Engineer. No further texturing for skid resistance will be required for areas corrected by grinding. Protective coat shall be reapplied to ground areas according to
Article 420 — 18.
Portland Cement Concrete Pavement Art. 420.13 SMOOTHNESS ASSESSMENT SCHEDULE (PCC) High-Speed Mainline Pavt. Average Profile Index in./mile (mm/km) Low-Speed Mainline Pavt. Average Profile Index in./mile (mm/km) Assessment per sublot 6.0 (95) or less +$1200.00 >6.0 (95) to 11.0 (175) 15.0 (240) or less +$950.00 >11.0 (175) to 17.0 (270) >15.0 (240) to 25.0 (400) +$600.00 >17.0 (270) to 30.0 (475) >25.0 (400) to 45.0 (710) +$0.00 >30.0 (475) to 40.0 (635) >45.0 (710) to 65.0 (1025) +$0.00 Greater than 40.0 (635) Greater than 65.0 (1025) -$750.00
420.11 Removing Forms. Forms may be removed from freshly placed
concrete which has set for at least 12 hours, except auxiliary forms used temporarily in widened areas. Forms shall be removed carefully avoiding damage to the pavement. After the forms have been removed, the sides of the slab shall be cured as outlined in one of the methods indicated in Article 1020.13. Any honeycombed or porous areas shall be corrected as directed by the Engineer. Effective surface drainage shall be provided and maintained to prevent the accumulation of water along the edges of the pavement. Underwash along the edges shall be prevented, where grades are such as to cause this action, by placing earth against the edges to the full height of the slab.
420.12 Sealing Joints. Joints shall be sealed, as shown on the plans, before
the pavement is opened to traffic, including construction traffic, and as soon after the curing period as feasible. Poured joint sealer shall be placed when the air temperature in the shade is 50 ºF (10 ºC) or above, unless approved by the Engineer. Just prior to sealing, each joint shall be thoroughly cleaned of all foreign material, including membrane curing compound, and the joint faces shall be clean and surface dry when the seal is applied. Hot-poured joint sealer shall be stirred during heating to prevent localized overheating. The sealing material shall be applied to each joint opening according to the details shown on the plans or as directed by the Engineer, without spilling on the exposed concrete surfaces. Any excess material on the surface of the concrete pavement shall be removed immediately and the pavement surface cleaned. The use of sand or similar material as a cover for the seal will not be permitted. When dry sand is to be placed on the joint filler prior to sealing expansion joints with a hot-poured joint sealer, the sand shall be FA 1 or FA 2, Class A quality.
420.13 Opening to Traffic. The road shall be opened to traffic according to
Article 701 — 17(c)(5).
Art. 420.14 Portland Cement Concrete Pavement
420.14 Slip Form Method. At the option of the Contractor, slip form paving
methods (formless paver), according to the following, may be used to perform the strike off, consolidation and finishing requirements of Article 420.09(a).
a.All paving equipment, including the spreader, paver, float, texturing machine, and curing machine shall ride on the stabilized subbase.
b.The operations of placing, spreading, consolidating, and finishing shall be a continuous operation as much as possible. Starting and stopping of the paver shall be kept to a minimum.
c.The surface of the completed pavement shall be within the tolerance specified in Article 420.10, except that a tolerance will be permitted for edge slump, exclusive of edge rounding. Uplift of the outer edge of slip-formed pavement shall be prevented. When uplift occurs, it shall be corrected before the concrete has hardened to allow for cross slope drainage. The paving operations will be stopped if operational adjustments fail to correct the uplift. Edge slump will be measured by placing a 4 ft (1.2 m) straightedge perpendicular to the centerline of pavement and taking the vertical measurement at the edge of the completed pavement where the normal edge rounding begins. The following edge slump tolerances will be allowed.
1.Edge slump of the concrete pavement, exclusive of edge rounding, may vary up to 1/2 in. (13 mm) at locations where no additional concrete work is to be constructed immediately adjacent to the pavement being placed. Edge slump will be tested as soon as practical after paving operations begin. Any edge settlement in excess of 1/2 in. (13 mm) shall be corrected before the concrete has hardened. When edge settlements in excess of 1/2 in. (13 mm) persist, paving will be suspended and operational corrections shall be made before the Engineer will permit the resumption of paving. If the Contractor consistently fails to construct pavement within these specified tolerances, the use of slip form methods will be discontinued and the pavement shall be placed by means of conventional forms.
2.Edge slump of the concrete pavement of 1/4 in. (6 mm) or less shall be allowed at locations where additional concrete work (widening, ramps, additional lanes, shoulders, curb and gutter, etc.) is to be constructed immediately adjacent to the pavement being placed. The Contractor shall correct any edge settlement in these areas before the concrete has hardened. If the concrete has hardened, edge slump shall be corrected by removing no less than 10 ft (3 m) in length of defective pavement full depth and replacing the pavement as part of the adjacent widening, ramps, additional lanes, shoulders, curb and gutter, etc. All pavement removed for edge slump shall be sawed full depth longitudinally for a width of 1 ft (300 mm) or less. The transverse saw Portland Cement Concrete Pavement Art. 420.17 cuts and reinforcement replacement shall be according to Section 442 applicable to the pavement design being repaired. The pavement shall be carefully removed and No. 8 (No. 25) reinforcement bars 24 in. (600 mm) long shall be grouted in place in holes drilled at mid-depth on 30 in. (750 mm) centers along the pavement edge. When variations in the edge of pavement are greater than 1 ft (300 mm) in width, a full lane width shall be removed. All full lane width removal and replacement shall be done according to Section 442 applicable to the pavement design being repaired and shall be at least 10 ft (3 m) in length. If edge slump is a continuous problem in areas contiguous to adjacent concrete work, the concrete shall be placed and finished either as required for standard paving methods or by use of false forms placed adjacent to the slip formed pavement edge. The false forms shall be of sufficient thickness to maintain the proper shape and continuity of the form line and will be approved by the Engineer. Bracing of the forms shall be such that there will always be 10 ft (3 m) or less of unbraced false forms. False forms shall remain in place for at least 90 minutes, or for a longer period of time as directed by the Engineer when their removal may cause damage to the adjacent concrete.
420.15 Tolerance in Thickness. Determination of pavement thickness,
computation of thickness, and requirements relative to deficient thickness shall be according to Article 407.10, except for the following.
a.Width of Sublots and Lots, or Units. The width of a sublot and lot, or unit, shall be the width from the pavement edge to the adjacent longitudinal joint, from one longitudinal joint to the next, or between pavement edges where there is no longitudinal joint.
b.Additional Lift(s). The option of correcting deficient pavement with additional lift(s) shall not apply.
420.16 Pavement Connector for Bridge Approach Slab. Pavement
connectors shall be constructed according to the details shown on the plans. The subbase granular material shall be according to Section 311. The preformed elastomeric joint seal shall be installed according to Article 520.06. When the Contractor, with the approval of the Engineer, elects to reduce the width of pours as shown on the plans, the shoulder pavement may be struck off and consolidated using a screed. When the bridge approach pavement connector is specified to be flexible pavement, it shall be constructed according to Section 407.
420.17 Adjacent to Railroad Grade Crossing. Portland cement concrete
pavement adjacent to railroad grade crossings shall be constructed according to the details shown on the plans, except that when the mainline concrete pavement thickness is greater than 10 in. (250 mm), the thickness of the slab adjacent to the railroad crossing shall be increased to the same thickness as the mainline. Art. 420.17 Portland Cement Concrete Pavement The No. 7 (No. 22) reinforcement bars in the slab adjacent to the railroad crossing shall be lapped a minimum of 26 in. (650 mm). A longitudinal construction joint will be permitted in lieu of the sawed longitudinal joint when stage construction is used. The hot-mix asphalt (HMA) plug shall be constructed with mixture composition IL-19.0 binder; or IL-9.5 or IL-9.5FG surface according to Section 1030. The mixture shall be placed and compacted to the satisfaction of the Engineer.
420.18 Protective Coat Application. When pavement is constructed after
November 1 and it will be opened to traffic prior to the following April 15, or when directed by the Engineer, a protective coat shall be applied to the surface of the pavement and appurtenances, when the concrete is at least 14 days old and before the pavement is marked and opened to traffic. Before the protective coat is applied, the concrete surface shall have at least a 48-hour drying period since the last rain and shall be cleaned to remove all oil, grime, and loose particles which would prevent the mixture from penetrating the concrete. The protective coat shall consist of two applications of the mixture and each application shall be at a rate of 50 sq yd/gal (11 sq m/L) or less. The protective coat shall be sprayed on the surface with a mechanical spraying machine which will perform the work in a satisfactory manner. The spray nozzles shall be within 18 in. (450 mm) of the concrete or as directed by the Engineer. The interior of the distributor tank shall be thoroughly cleaned prior to placing the protective coat therein. Unless otherwise directed by the Engineer, the temperature of the concrete and air shall be 40 °F (4 °C) or higher at the time of application. The second application of the protective coat shall be made when, in the opinion of the Engineer, the concrete has regained its dry appearance. Traffic shall be prohibited from the area until the concrete has regained its dry appearance. If an application of sand is required by the Engineer for blotter material, it will be paid for according to Article 109.04.
420.19 Method of Measurement. This work will be measured for payment as
follows.
a.Contract Quantities. The requirements for the use of contract quantities shall conform to Article 202.07(a).
b.Measured Quantities. Portland cement concrete pavement will be measured for payment in place and the area computed in square yards (square meters). The length will be measured along the centerline of the surface of each roadway or ramp. The width will be the width of pavement as shown on the plans. Portland Cement Concrete Pavement Art. 420.20 Pavement connectors for bridge approach slabs will be measured for payment in place and the area computed in square yards (square meters). The length will be measured along the centerline of the surface of each pavement. The width will be the width of pavement as shown on the plans. A deduction will be made for the area displaced by an inlet. Welded wire reinforcement will be measured for payment in place and the area computed in square yards (square meters). The measured area will be the same as the area of the concrete pavement in which the welded wire reinforcement is installed. The HMA plug used adjacent to a railroad grade crossing will be measured for payment according to Article 408.04. The areas upon which the protective coat is applied, except where corrective grinding has been performed, will be measured for payment in place and the area computed in square yards (square meters).
420.20 Basis of Payment. This work will be paid for at the contract unit price
per square yard (square meter) for PORTLAND CEMENT CONCRETE PAVEMENT, HIGH-EARLY-STRENGTH PORTLAND CEMENT CONCRETE PAVEMENT, and PORTLAND CEMENT CONCRETE PAVEMENT (JOINTED), of the thickness specified; and at the contract unit price per square yard (square meter) for PAVEMENT CONNECTOR (HMA) FOR BRIDGE APPROACH SLAB or PAVEMENT CONNECTOR (PCC) FOR BRIDGE APPROACH SLAB. Welded wire reinforcement will be paid for at the contract unit price per square yard (square meter) for WELDED WIRE REINFORCEMENT. The HMA plug used adjacent to a railroad grade crossing will be paid for according to Article 408.05. Protective coat will be paid for at the contract unit price per square yard (square meter) for PROTECTIVE COAT. Art. 421.01 Continuously Reinforced Portland Cement Concrete Pavement SECTION 421. CONTINUOUSLY REINFORCED PORTLAND CEMENT CONCRETE PAVEMENT
421.01 Description. This work shall consist of constructing a continuously
reinforced portland cement concrete pavement on a prepared subgrade or subbase.
421.02 Materials. Materials shall be according to Article 420.02. Wide flange
beams shall be according to Article 1006.04 and be galvanized according to AASHTO M 111.
421.03 Equipment. Equipment shall be according to Article 420.03.
CONSTRUCTION REQUIREMENTS
421.04 General. Continuously reinforced concrete pavement shall be
according to Articles 420.04 through 420.18 and the following.
b.Joints and Concrete Lug End Anchorages. The longitudinal and transverse joints and lug end anchorages shall be constructed as specified in the contract according to Article 420.05 with the following exceptions.
1.Longitudinal Sawed Joints. The tie bars in longitudinal sawed joints shall be positioned on the prepared subbase prior to concrete placement and shall either be supported on approved assemblies or securely tied to the underside of the longitudinal bars of the pavement reinforcement.
2.Transverse Construction Joints. Transverse construction joints shall be made at the end of each day or when an interruption in the concreting operation of 30 minutes or more occurs, provided the length of pavement laid from the last joint is 12 ft (4 m) or more and the distance from the construction joint to the nearest bar-lap is at least 3 1/2 ft (1.1 m). The transverse construction joint shall be formed by means of a suitable split header board conforming to the cross section of the pavement, accurately set and securely held in place in a plane perpendicular to the surface of the pavement. The pavement reinforcement bars shall extend continuously through the split in the header board and shall be supported beyond the joint by steel chair supports. The header board shall be kept clean without oil. Excess mortar material accumulated at the front of the paver shall be wasted and not incorporated into the pavement at the joint. Before paving operations are resumed, the header board shall be removed, any concrete or mortar that may have leaked through the holes or split in the header shall be chipped from the face of the joint and removed, all surplus concrete on the subgrade or
Referenced in this section
Sections that cite this one
PORTLAND CEMENT CONCRETE PAVEMENT in other states
- Maryland 420 · Portland Cement Concrete Structures
- Alabama 450 · PORTLAND CEMENT CONCRETE PAVEMENT
- Arkansas 501 · PORTLAND CEMENT CONCRETE PAVEMENT
- Colorado 412 · PORTLAND CEMENT CONCRETE PAVEMENT
- Delaware 501 · PORTLAND CEMENT CONCRETE PAVEMENT
- Georgia 430 · Portland Cement Concrete Pavement
- Iowa 2301 · Portland Cement Concrete Pavement
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Source: Illinois Standard Specifications for Road and Bridge Construction, 2022 Edition. Pages 249–271 of 1,217. View official source ↗