2019 Field II Specs

Asphalt Field Level II
VDOT Specifications 2019

Table of Contents
2016 Road and Bridge Specifications
Section 310 – Tack Coat............................................................................................. 1
Section 315 – Asphalt Concrete Placement............................................................. 5
Section 317 – Stone Matrix Asphalt Concrete Placement...................................... 21
Section 515 – Planing or Milling Pavement............................................................. 27
Special Provisions
Special Provision for Section 310 – Tack Coat........................................................ 33
Special Provision for Surface Preparation and Restoration Prior to
Plant Mix Overlay....................................................................................................... 37
Special Provision for Placement of Asphalt Concrete Overlays........................... 41
Special Provision for Cold Planing (Milling) Asphalt Concrete Operations......... 47
Special Provision for Asphalt Concrete Scratch/Leveling Course Prior
to Plant Mix Overlay................................................................................................... 53
Special Provision for Sealing Cracks In Asphalt Concrete Surfaces Or
Hydraulic Cement Concrete Pavement.................................................................... 57
Special Provision for Density Determination.......................................................... 63
Special Provision for Trench Widening Asphalt Mixtures
BM-25.0(T), IM-19.0D(T) or IM-19.0A(T)..................................................................... 73
Special Provision for Rideability.............................................................................. 77
Special Provision For Dense Graded Asphalt Mix Type Sm-4.75.......................... 83
Copied Notes
Special Provision / Copied Note for Density Determination ................................. 89
Supplemental Specifications
2016 Road And Bridge Supplemental Specifications Section 310 – Tack Coat... 91
Supplemental Specification for Section 315 – Asphalt Concrete Placement....... 91
Supplemental Specification for Section 317 – Stone Matrix Asphalt
Concrete Placement................................................................................................... 95
Virginia Test Methods
Virginia Test Method - 6: Field Determination of Bulk Specific Gravity of
Compacted Asphalt Mixtures Using Saturated Surface Dry Specimens.............. 97
Virginia Test Method - 22: Field Determination of Percent Density of
Compacted Asphalt Concrete Mixtures - (Asphalt Lab)......................................... 101
Virginia Test Method - 76: Control Strip Density And Roller Pattern And
Control Strip Procedure Using A Thin-Lift Nuclear Density Gauge For
Asphalt Concrete Mixtures - (Asphalt Lab).............................................................. 105
VDOT Manual of Instructions

MOI Section 501 – Sampling and Control of Asphalt Concrete............................. 113
MOI Section 503 – Road Sampling, Testing, and Inspection of
Asphalt Pavements.................................................................................................... 119
Section 310 – Tack Coat
Page 1
SECTION 310 – TACK COAT
310.01 – Description
This work shall consist of preparing and treating an existing asphalt or concrete surface with asphalt in
accordance with these specifications and in conformity with the lines shown on the plans or as estab-
lished by the Engineer.
310.02 – Materials
(a) Tack Coat asphalt tack coat shall be CRS-1, CRS-2, CRS-1h, or CSS-1h conforming to Section 210.
Asphalt emulsion CMS-2 conforming to Section 210 may be used during the winter months. With the
exception of CMS-2, asphalt emulsion for tack coat may be diluted with 50 percent water provided
that the resulting material produces uniform tack application.
(b) Non-Tracking Tack Coat liquefied asphalt shall be selected from the Materials Division’s Approved
Products List 50.1A. The Contractor shall not dilute non-tracking tack coat materials with water.
310.03 – Procedures
The existing surface shall be patched, cleaned, and rendered free from irregularities to the extent
necessary to provide a reasonably smooth and uniform surface. The Contractor shall remove and replace
unstable corrugated areas with suitable patching materials. The Contractor shall clean the edges of exist-
ing pavements that are to be adjacent to new pavement to permit adhesion of asphalt.
The Contractor shall uniformly apply tack coat or non-tracking tack coat material with a pressure distrib-
utor conforming to Section 314.04(b). Hand spray equipment shall not be used except in areas inacces-
sible by a pressure distributor.
Tack at joints, adjacent to curbs, gutters, or other appurtenances shall be applied with a hand wand or
with spray bar at the rate of 0.2 gallon per square yard. At joints, the tack applied by the hand wand or a
spray bar shall be 2 feet in width with 4 to 6 inches protruding beyond the joint for the first pass. Tack for
the adjacent pass shall completely cover the vertical face of the pavement mat edge so that slight
puddling of asphalt occurs at the joint, and extend a minimum of 1 foot into the lane to be paved.
Care shall be taken to prevent splattering adjacent items during the application of tack coat. The distrib-
utor shall not be cleaned or discharged into ditches or borrow pits, onto shoulders, or along the right of
way. When not in use, the Contractor shall ensure equipment is parked so that the spray bar or
mechanism will not drip asphalt on the surface of the traveled way.
The Contractor shall apply tack coat and non-tracking tack coat in accordance with the weather limitations
that apply to the course being placed as well as the manufacturer’s recommendations. The Engineer shall
approve the quantity, rate of application, temperature, and areas to be treated prior to application.
The tack coat or non-tracking tack coat shall be applied in a manner to offer the least inconvenience to
traffic and to permit one-way traffic without pick up or tracking of the asphalt onto adjacent non-treated
areas. All traffic, including construction traffic, shall be excluded from tacked sections until the tack has
cured.
Tack shall not be required atop asphalt stabilized open-graded material drainage layers.
(a) Tack Coat
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cured.
(a) Tack Coat
Equipment for heating and applying asphalt shall conform to Section 314.04(b). The maximum
application temperature of liquid asphalt shall conform to Table III-1.
TABLE III-1
Liquid Asphalt Application Temperature
Grade Max. Temperature (°F)
RC-70 180
RC-250 220
RC-800 225
RC-3000 290
MC-70 180
MC-250 220
MC-800 255
MC-3000 290
AC-5 300
AC-10 300
AC- 20 300
AC-40 300
RS-2 175
SS-1h 180
AE-4 150
CRS-2 175
CSS-1h 180
CMS-2 200
CRS-1h 175
CRS-1 175
The Contractor shall apply undiluted asphalt at the rate of 0.05 to 0.10 gallons per square yard.
Diluted asphalt shall be applied at the rate of 0.10 to 0.15 gallons per square yard.
The Contractor shall not apply the tack coat immediately prior to the course being placed.
(b) Non-Tracking Tack Coat
The Contractor shall apply nontracking tack coat between May 1 and October 1. The Contractor may
use tack coat as specified herein at other times.
Equipment for heating and applying asphalt shall conform to Section 314.04(b) or the non-tracking
tack coat material’s manufacturer’s recommendations. The maximum application temperature of
liquefied asphalt shall conform to the manufacturer’s requirements.
The Contractor shall apply tack material at the rate recommended by the manufacturer. This rate is
typically between 0.05 to 0.10 gallons per square yard. The asphalt tack shall be applied to the
pavement surface in such a manner that it will bond the overlay and the underlying surfaces together.
Adjacent concrete or asphalt concrete surfaces shall show minimal visible evidence and white or
yellow pavement markings shall show no visible evidence of the asphalt tack material tracking at the
end of the production shift. Tracking of the tack material on pavement markings will require the
Contractor to immediately restore the marking to their original pre-tack condition. The Contractor shall
remove Build-up of the tacking material on existing pavement surfaces.
(c) Referee System
Page 3
(c) Referee System

When a new asphalt course is placed on a milled or non-milled surface, the Contractor shall take
steps to ensure an adequate bond is made between the new material and the existing surface. If the
Engineer suspects the Contractor is failing to apply good bond promoting procedures or adequately
tacking the existing surface per the manufacturer’s recommendations, the Engineer may core a
minimum of 6 locations to determine the shear and tensile strength at the interface. The Engineer will
determine these locations by using a stratified random selection process. The Department will test
cores in the Department’s laboratory in accordance with the procedures described in report VTRC 09-
R21. For the surface to be acceptable, the average results for shear and tensile strength specified
herein must be met. The Department will test a minimum of 3 cores for shear strength and at least 3
cores for tensile strength.
1. Milled surfaces: The average shear strength must meet or exceed 100 psi with no single core
having a shear strength less than 50 psi. The average tensile strength of the remaining cores
must meet or exceed 40 psi with no single core having a tensile strength less than 20 psi.
2. Un-milled surfaces: The average shear strength must meet or exceed 50 psi with no single core
The Engineer will reduce the payment for the asphalt concrete tonnage placed in the area of
dispute by 10 percent if the minimum shear or tensile strength requirements in that area are not
met.
310.04 – Measurement and Payment
Tack coat, when a pay item, will be measured in gallons and will be paid for at the contract unit price per
gallon. When not a pay item the Contractor shall include the cost in the contract unit price for other
appropriate items.
Nontracking tack coat, when a pay item, will be measured in gallons and will be paid for at the contract
unit price per gallon. When not a pay item the Contractor shall include the cost in the contract unit price of
other appropriate items.
Payment will be made under:
Pay Item Pay Unit

Tack coat Gallon
Nontracking tack coat Gallon
Page 4
Section 315 – Asphalt Concrete Placement
Page 5
SECTION 315 – ASPHALT CONCRETE PLACEMENT
This work shall consist of constructing one or more courses of asphalt concrete on a prepared foundation
in accordance with these Specifications and within the specified tolerances for the lines, grades,
thicknesses, and cross sections shown on the plans or established by the Engineer. At the Contractor’s
option, the asphalt concrete mix may be produced using a warm-mix additive or warm-mix process
approved by the Department. When used, the temperature placement limitations for Warm Mix Asphalt
(WMA) shall apply.
This work shall also consist of constructing asphalt concrete curb and rumble strips in accordance with
these Specifications, plan details, and the Standard Drawings.
(a) Asphalt concrete shall conform to Section 211. The Contractor shall alter the design if SUPERPAVE
design densities begin to exceed 98 percent of the theoretical maximum density during construction.
(b) Asphalt for Tack Coat shall conform to Section 210 and shall be applied according to Section 310.
(c) Asphalt for prime coat shall conform to Section 210 and shall be applied according to Section 311.
(d) Curb backup material shall be asphalt concrete conforming to any surface or intermediate mixture
listed in Table II-13 and Table II-14.
(e) Liquid asphalt coating (emulsion) for rumble strips shall conform to Section 210. The Contractor
shall use CSS-1h or CQS-1h asphalt emulsions for centerline rumble strips. The CSS-1h or CQS-1h
liquid asphalt may be diluted by up to 30 percent at the emulsion manufacturer’s facility.
315.03 – Equipment
(a) Hauling Equipment: Trucks used for hauling asphalt mixtures shall have structurally sound, tight,
clean, smooth metal or other non-absorptive, inert material bodies equipped with a positive locking
metal tailgate. Surfaces in contact with asphalt mixtures shall be given a thin coat of aliphatic
hydrocarbon invert emulsion release agent (nonpuddling), a lime solution, or other release agent
materials on the Materials Division’s Approved Products List No. 8. The beds of dump trucks shall be
raised to remove excess release agent prior to loading except when a nonpuddling release agent is
used. Only a nonpuddling agent shall be used in truck beds that do not dump. Each Contractor truck
used for hauling asphalt shall be equipped with a tarpaulin or other type of cover acceptable to the
Engineer that shall protect the mixture from moisture and foreign matter and prevent the rapid loss of
heat during transportation.
(b) Asphalt Pavers: The asphalt paver shall be designed and recommended by the manufacturer for the
type of asphalt to be placed and shall be operated in accordance with the manufacturer’s
recommendations. The Contractor shall readily have and maintain on the project site any written
recommendations from the manufacturer of the mix relative to handling and placing of the mixture. In
the absence of the manufacturer’s recommendations, the recommendations of the National Asphalt
Pavement Association shall be followed. The paver shall be capable of producing a smooth uniform
texture, dense joints, and a smooth riding surface even when screed extensions are used.
(c) Rollers: Rollers shall be steel wheel, static or vibratory, or pneumatic tire rollers and shall be capable
of reversing without backlash. The Contractor shall operate rollers at speeds slow enough to avoid
Page 6
displacement of the mixture. The number and weight of rollers shall be sufficient to compact the
mixture to the required density while it is still in a workable condition. The Engineer will not allow the
use of equipment that results in excessive crushing of aggregate or marring of the pavement surface.
If the Contractor’s equipment mars the surface of the pavement during construction to the extent that
imperfections cannot satisfactorily be corrected or produces permanent blemishes, the Engineer will
require the Contractor to discontinue the use of that particular equipment and replace that equipment
with satisfactory units.
(d) Rotary Saw: The Contractor shall supply a gasoline-powered rotary saw with a carbide blade for
cutting test samples from the pavement. The Contractor shall provide gasoline, oil, additional carbide
blades, and maintenance for the rotary saw. The Contractor shall cool the pavement prior to sawing
the sample. As an alternative, the Contractor may furnish the necessary equipment for coring and
testing 4-inch core samples in accordance with VTM-22.
(e) Material Transfer Vehicle (MTV): When required in the Contract, the Contractor shall furnish a self-
propelled MTV storage unit capable of receiving material from trucks, storing the material, and
transferring the material from the unit to a paver hopper insert via a conveyor system. The paver
hopper insert and unit shall have a combined minimum storage capacity of 15 tons. The storage unit
or paver hopper insert must be able to remix the material in order to produce a uniform, non-
segregated mix having a uniform temperature prior to placing the asphalt material on the roadway
surface.
315.04 – Placement Limitations
The Contractor shall not place asphalt concrete mixtures when weather or surface conditions are such
that the material cannot be properly handled, finished, or compacted. The surface upon which asphalt
mixtures is to be placed shall be free of standing water, dirt, and mud and the base temperature shall
conform to the following:
(a) Asphalt Concrete Produced with Warm Mix Asphalt Additives or Processes:
1. When the base temperature is 40 degrees F and above: The Engineer will permit lay-down at
any temperature below the maximum limits given in Section 211.08.
2. When the mixture temperature is below 200 degrees F: The Contractor will not be allowed to
place the material.
(b) Asphalt Concrete Produced without Warm Mix Asphalt Additives or Processes:
1. When the base temperature is above 80 degrees F: The Engineer will allow laydown of the
mixture at any temperature conforming to the limits specified in Section 211.
2. When the base temperature is between 40 degrees F and 80 degrees F: The Contractor shall
use the Nomograph, Table III-2, to determine the minimum laydown temperature of the asphalt
concrete mixes. At no time shall the base temperature for base (BM) and intermediate (IM) mixes
be less than 40 degrees F. At no time shall the laydown temperature for base (BM) and
intermediate (IM) mixes be less than 250 degrees F.
Page 7
TABLE III-2
Cold Weather Paving Limitations
The minimum base and laydown temperatures for surface mixes (SM) shall never be less than
the following:
Percentage of
Reclaimed Asphalt
PG Binder/Mix Pavement (RAP) Minimum Base Minimum Placement
Designation Added to Mix Temperature Temperature
PG 64S-22 (A) <=25% 40°F 250°F
PG 64S-22 (A) >25% 50°F 270°F
PG 64H-22 (D) <=30% 50°F 270°F
PG 64E-22 (E) <=15% 50°F 290°F
PG 64S-22 (S) <=30% 50°F 290°F
3. When the laydown temperature is between 301 degrees F and 325 degrees F: The number
of compaction rollers shall be the same number as those required for 300 degrees F.
Page 8
Intermediate and base courses that are placed at rates of application that exceed the application rates
shown in Table III-2 shall conform to the requirements for the maximum application rate shown for 8-
minute and 15-minute compaction rolling as per number of rollers used.
If the Contractor is unable to complete the compaction rolling within the applicable 8-minute or 15-minute
period, the Engineer will either require the placing of the asphalt mixture to cease until sufficient rollers
are used or other corrective action be taken to complete the compaction rolling within the specified time
period.
The Contractor shall complete compaction rolling prior to the mat cooling down to 175 degrees F. Finish
rolling may be performed at a lower mat temperature.
The Contractor shall not place the final asphalt pavement finish course until temporary pavement mark-
ings will no longer be required.
(a) Base Course: The Contractor shall prepare the subgrade or subbase as specified in Section 305.
The Contractor shall grade and compact the course to the required profile upon which the pavement
is to be placed, including the area that will support the paving equipment.
(b) Conditioning Existing Surface: The surface on which the asphalt concrete is to be placed shall be
prepared in accordance with the applicable specifications and shall be graded and compacted to the
required profile and cross section.
When specified in the Contract, prior to placement of asphalt concrete, the Contractor shall seal
longitudinal and transverse joints and cracks by the application of an approved crack sealing material
in accordance with the special provision for “Sealing Cracks in Asphalt Concrete Surfaces or
Hydraulic Cement Concrete Pavement.”
1. Priming and Tacking: The Contractor shall paint contact surfaces of curbing, gutters, manholes,
and other structures projecting into or abutting the pavement and cold joints of asphalt with a
thick, uniform coating of asphalt prior to placing the asphalt mixture.
The Contractor shall apply a tack or prime coat of asphalt conforming to the applicable
requirements of Section 311 or Section 310 and as specified below. Liquid asphalt classified as
cutbacks or emulsions shall be applied ahead of the paving operations, and the time interval
between applying and placing the paving mixture shall be sufficient to ensure a tacky residue has
formed to provide maximum adhesion of the paving mixture to the base. The Contractor shall not
place the mixture on tack or prime coats that have been damaged by traffic or contaminated by
foreign material. Traffic shall be excluded from such sections.
a. Priming aggregate base or subbase: The Engineer will not require priming with asphalt
material on aggregate subbase or base material prior to the placement of asphalt base,
intermediate or surface layers unless otherwise specified in the Contract.
b. Tacking: Tack at joints, adjacent to curbs, gutters, or other appurtenances shall be applied
with a hand wand or with spray bar at the rate of 0.2 gallon per square yard. At joints, the
tack applied by the hand wand or a spray bar shall be 2 feet in width with 4 to 6 inches
protruding beyond the joint for the first pass. Tack for the adjacent pass shall completely
cover the vertical face of the pavement mat edge so that slight puddling of asphalt occurs at
the joint, and extend a minimum of 1 foot into the lane to be paved. Milled faces that are to
Page 9
remain in place shall be tacked in the same way for the adjacent pass. Use of tack at the
vertical faces of longitudinal joints will not be required when paving is performed in echelon.
The tack coat shall be eliminated on asphalt saturated (rich) sections or those that have been
repaired by the extensive use of asphalt patching mixtures when directed by the Engineer.
Tack shall be applied between the existing asphalt surface and each asphalt course placed
thereafter.
2. Removing depressions and elevating curves: Where irregularities in the existing surface will
result in a course more than 3 inches in thickness after compaction, the Contractor shall bring the
surface to a uniform profile by patching with asphalt concrete and thoroughly tamping or rolling
the patched area until it conforms with the surrounding surface. The mixture used shall be the
same as that specified for the course to be placed.
When the Contractor elects to conduct operations to eliminate depressions, elevate curves, and
place the surface course simultaneously, the Contractor shall furnish such additional spreading
and compacting equipment as required to maintain the proper interval between the operations.
(c) Placing and Finishing: The Contractor shall not place asphalt concrete until the Engineer approves
the surface upon which it is to be placed.
The Contractor’s equipment and placement operations shall properly control the pavement width and
horizontal alignment. The Contractor shall use an asphalt paver sized to distribute asphalt concrete
over the widest pavement width practicable. Wherever practicable, and when the capacity of
sustained production and delivery is such that more than one paver can be successfully and
continuously operated, pavers shall be used in echelon to place the wearing course in adjacent lanes.
Crossovers, as well as areas containing manholes or other obstacles that prohibit the practical use of
mechanical spreading and finishing equipment may be constructed using hand tools. However, the
Contractor shall exercise care to obtain the required thickness, jointing, compaction, and surface
smoothness in such areas.
The longitudinal joint in one layer shall offset that in the layer immediately below by approximately 6
inches or more. The joint in the wearing surface shall be offset 6 inches to 12 inches from the
centerline of the pavement if the roadway comprises two traffic lanes. The joint should be offset
approximately 6 inches from the lane lines if the roadway is more than two lanes wide. The Engineer
will not require offsetting layers when adjoining lanes are paved in echelon and the rolling of both
lanes occurs within 15 minutes after laydown.
The Contractor shall have a certified Asphalt Field Level II Technician present during all paving
operations. Immediately after placement and screeding, the surface and edges of each layer shall be
inspected by the Asphalt Field Level II Technician to ensure compliance with the asphalt placement
requirements and be straightedged to verify uniformity and smoothness. The Asphalt Field Level II
Technician shall make any corrections to the placement operations, if necessary, prior to compaction.
The finished pavement shall be uniform and smooth.
The Contractor’s Asphalt Field Level II Technician shall be present during all density testing.
Asphalt concrete placement shall be as continuous as possible and shall be scheduled such that the
interruption occurring at the completion of each day’s work shall not detrimentally affect the partially
completed work. Material that cannot be spread and finished in daylight shall not be dispatched from
Page 10
the plant unless the Engineer approves the use of artificial lighting. When paving is performed at
night, the Contractor shall provide sufficient light to properly perform and thoroughly inspect every
phase of the operation. Such phases include cleaning planed surfaces, applying tack, paving,
compacting, and testing. Lighting shall be provided and positioned so as to not create a blinding
hazard to the traveling public.
The Contractor shall ensure that the roller does not pass over the end of freshly placed material
during the compaction of asphalt concrete except when a transverse construction joint is to be
formed. Edges of pavement shall be finished true and uniform.
Asphalt concrete SUPERPAVE pavement courses shall be placed in layers not exceeding four times
the nominal maximum size aggregate in the asphalt mixture. The maximum thickness may be
reduced if the mixture cannot be adequately placed in a single lift and compacted to the required
uniform density and smoothness. The minimum thickness for a pavement course shall be no less
than 2.5 times the nominal maximum size aggregate in the asphalt mixture. Nominal maximum size
aggregate for each mix shall be defined as one sieve size larger than the first sieve to retain more
than 10 percent aggregate as shown in the design range specified in Section 211.03, Table II-13. The
Contractor may place base courses in irregularly shaped areas of pavement such as transitions, turn
lanes, crossovers, and entrances in a single lift.
The Contractor shall square up overlays in excess of 220 pounds per square yard or lanes with a
milled depth greater than 2 inches prior to opening to traffic.
The Contractor shall cut drainage outlets through the shoulder at locations the Engineer designates,
excluding curb and gutter sections, on the milled roadway areas that are to be opened to traffic. Plan
and prosecute the milling operation to avoid trapping water on the roadway and restore drainage
outlets to original grade once paving operations are completed, unless otherwise directed by the
Engineer. The cost for cutting and restoring the drainage slots in the roadway shoulder shall be
included in the price bid for other items of work.
The Contractor shall plan and prosecute a schedule of operations so that milled roadways shall be
overlaid with asphalt concrete as soon as possible. In no instance shall the time lapse exceed 14
days after the milling operations, unless otherwise specified in Section 515 or other provisions in the
contract. The Contractor shall keep milled areas of the roadway free of irregularities and obstructions
that may create a hazard or annoyance to traffic in accordance with Section 104.
The Contractor shall use a short ski or shoe to match the grade of the newly overlaid adjacent travel
lane on primary, interstate, and designated secondary routes. Unless otherwise directed by the
Engineer, a 24-foot minimum automatic grade control ski shall be used on asphalt mixtures on
divided highways, with the exception of overlays that are less than full width and the first course of
asphalt base mixtures over aggregate subbases. Care shall be exercised when working along curb
and gutter sections to provide a uniform grade and joint.
The Contractor shall construct the final riding surface to tie into the existing surface by an approved
method, which shall include the cutting of a notch into the existing pavement. In addition to notching,
the Contractor may use an asphalt mix design containing a fine-graded mix to achieve a smooth
transition from the new asphalt concrete overlay to the existing pavement, with the approval of the
Engineer. The material shall be of a type to ensure that raveling will not occur. The cost for
constructing tie-ins in the asphalt concrete overlay shall be included in the asphalt concrete contract
unit price.
Prior to application of tack coat and commencement of paving operations if, in the opinion of the
Engineer, the existing pavement surface condition may detrimentally affect or prevent the bond of the
Page 11
new overlay, the Contractor shall clean the existing pavement surface of all accumulated dust, mud,
or other debris.
The Contractor shall ensure the surface remains clean until commencement of, and during, paving
operations. The cost for cleaning and surface preparation shall be included in the asphalt concrete
contract unit price.
The Contractor shall employ a Material Transfer Vehicle (MTV) during the placement of surface mixes
(SM) on all Interstate routes. If equipment within the paving train breaks down, paving shall be
discontinued once the material on-site has been placed and no more material shall be shipped from
the asphalt plant.
When required in the Contract, a MTV shall be used during the placement of designated asphalt
mixes on full lane width applications.
(d) Compacting: Immediately after the asphalt mixture is placed, struck off, and surface irregularities are
corrected, the mixture shall be thoroughly and uniformly compacted by rolling. Rolling shall be a
continuous process, insofar as practicable, and all parts of the pavement shall receive uniform
compaction.
The asphalt surface shall be rolled when the mixture is in the proper condition. Rolling shall not cause
undue displacement, cracking, or shoving of the placed mixture.
The Contractor shall use the number, weight, and type of rollers sufficient to obtain the required
compaction while the mixture is in a workable condition. The sequence of rolling operations and the
selection of roller types shall provide the specified pavement density.
Rolling shall begin at the sides of the placement and proceed longitudinally parallel with the center of
the pavement, each pass overlapping at least 6 inches, gradually progressing to the crown of the
pavement. When abutting a previously placed lane, rolling shall begin at the outside unconfined side
and proceed toward the previously placed lane. On superelevated curves, rolling shall begin at the
low side and proceed to the high side by overlapping longitudinal passes parallel with the centerline.
The Contractor shall correct displacements occurring as a result of reversing the direction of a roller
or other causes at once by the use of rakes or lutes and the addition of fresh mixture when required.
Care shall be taken in rolling not to displace or distort the line and grade of the edges of the asphalt
mixture. Edges of finished asphalt pavement surfaces shall be true curves or tangents. The
Contractor shall correct irregularities in such areas.
The Contractor shall keep the wheels/drums of the rollers properly moistened with water, water mixed
with a very small quantity of detergent or other Engineer approved material to prevent adhesion of the
mixture to the rollers. The Engineer will not allow the use or presence of excess liquid on the rollers.
The Contractor shall thoroughly compact the mixture along forms, curbs, headers, walls, and other
places not accessible to rollers with hot hand tampers, smoothing irons, or mechanical tampers,. On
depressed areas, a trench roller or cleated compression strips may be used under the roller to ensure
proper compression.
The Contractor shall protect the surface of the compacted course until the material has cooled
sufficiently to support normal traffic without marring.
(e) Density shall be determined in accordance with the following:
Page 12
proper compression.
The Contractor shall protect the surface of the compacted course until the material has cooled
sufficiently to support normal traffic without marring.
(e) Density shall be determined in accordance with the following:
1. The Contractor shall perform roller pattern and control strip density testing on surface,
intermediate, and base courses in accordance with VTM-76. The Contractor shall have a certified
Asphalt Field Technician II perform all density testing.
Density shall be determined with a thin-lift nuclear gauge conforming VTM-81 or from the testing
of plugs/cores taken from the roadway where the mixture was placed. Density test locations shall
be marked and labeled in accordance with VTM-76. When acceptance testing is performed with a
nuclear gauge, the Contractor shall have had the gauge calibrated within the previous 12 months
by an approved calibration service. In addition, the Contractor shall maintain documentation of
such calibration service for the 12-month period from the date of the calibration service. The
required density of the compacted course shall not be less than 98.0 percent or more than 102.0
percent of the target control strip density.
Nuclear density roller pattern and control strip density testing shall be performed on asphalt
concrete overlays placed directly on surface treatment roadways and when overlays are placed at
an application rate less than 125 pounds per square yard, based on 110 pounds per square yard
per inch, on any surface. In these situations, the Engineer will not require sawed plugs or core
samples and the minimum control strip densities as specified in Table III-3 will not be required.
The required density of the compacted course shall not be less than 98.0 percent or more than
102.0 percent of the target control strip.
TABLE III-3
Density Requirements
Min. Control
1
Mixture Type Strip Density (%)
SM-9.5A, 12.5A 92.5
SM-9.5D, 12.5D 92.2
SM-9.5E, 12.5E 92.2
IM-19.0A, IM-19.0D, IM-19.0E 92.2
BM-25.0A, BM-25.0D 92.2
1
The control strip density requirement is the percentage of theoretical
maximum density of the job-mix formula by SUPERPAVE mix design or as
established by the Engineer based on two or more production maximum
theoretical density tests.
The Engineer will divide the project into “control strips” and “test sections” for the purpose of
defining areas represented by each series of tests.
a. Control Strip: Control strips shall be constructed in accordance with these specifications and
VTM-76.
The term control strip density is defined as the average of 10 determinations selected at
stratified random locations within the control strip.
The Contractor shall construct one control strip at the beginning of work on each roadway
and shoulder course and on each lift of each course. The Engineer will require the Contractor
to construct an additional control strip whenever a change is made in the type or source of
materials; whenever a significant change occurs in the composition of the material being
placed from the same source; or when there is a failing test strip. During the evaluation of the
initial control strip, the Contractor may continue paving operations, however, paving and
production shall be discontinued during construction and evaluation of any additional control
strips. If two consecutive control strips fail, subsequent paving operations shall not begin or
shall cease until the Contractor recommends correctives actions to the Engineer and the
Engineer approves the Contractor proceeding with the corrective action(s). If the Contractor
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and the Engineer mutually agree that the required density cannot be obtained because of the
condition of the existing pavement structure, the target control strip density shall be
determined from the roller pattern that achieves the optimum density and this target control
strip density shall be used on the remainder of the roadway that exhibits similar pavement
conditions.
Either the Engineer or the Contractor may initiate the construction of an additional control
strip at any time.
The length of the control strip shall be approximately 300 feet and the width shall not be less
than 6 feet. On the first day of construction or beginning of a new course, the control strip
shall be started between 500 and 1,000 feet from the beginning of the paving operation. The
Contractor shall construct the control strip using the same paving, rolling equipment,
procedures, and thickness as shall be used for the remainder of the course being placed.
The Contractor’s Asphalt Field Level II Technician shall take one reading at each of 10
stratified random locations. No determination shall be made within 12 inches of the edge of
any application width for surface and intermediate mixes or within 18 inches of the edge of
any application width for base mixes. The average of these 10 determinations shall be the
control strip density recorded to the nearest 0.1 pound per cubic foot. The minimum control
strip density shall be determined in accordance with VTM-76.
The control strip shall be considered a lot. If the control strip density conforms to the
requirements specified in Table III-3, the Engineer will consider the control strip to be
acceptable and the control strip density shall become the target control strip density. If the
density does not conform to the requirements specified in Table III-3, the tonnage placed in
the control strip and any subsequent paving prior to construction of another control strip will
be paid for in accordance with Table III-4 on the basis of the percentage of the Table III-3
value achieved. The Contractor shall take corrective action(s) to comply with the density
requirement specified in Table III-3.
TABLE III-4
Payment Schedule for Lot Densities
% of Target Control Strip Density % of Payment
Greater than 102.0 95
98.0 to 102.0 100
97.0 to less than 98.0 95
Less than 96.0 75
b. Test section (lot): For the purposes of determining acceptance, the Engineer will consider
each day’s production as a lot unless the paving length is less than 3,000 linear feet or
greater than 7,500 linear feet. When paving is less than 3,000 feet, that day’s production will
be combined with the previous day’s production or added to the next day’s production to
create a lot as described below.
The standard size of a lot will be 5,000 linear feet (five 1,000 foot sublots) of any pass 6 feet
or greater made by the paving train for the thickness of the course. If the Engineer approves,
the lot size may be increased to 7,500 linear foot lots with five 1,500 foot sublots when the
Contractor’s normal daily production exceeds 7,000 feet. Pavers traveling in echelon will be
considered as two passes. When a partial lot occurs at the end of a day’s production or upon
completion of the project, the lot size will be redefined as follows:
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• If the partial lot contains one or two sublots, the sublots will be added to the previous lot.
• If the partial lot contains three or four sublots, the partial lot will be redefined to be an
entire lot.
The Contractor shall test each lot for density by taking a nuclear density gauge reading from
two random test sites selected by the Engineer within each sublot. When saw cores are used
to determine acceptance a single test site will be selected by the Engineer. Test sites will not
be located within 12 inches of the edge of any application width for surface and intermediate
mixes or within 18 inches of the edge of any application width for base mixes.
The Engineer will compare the average of the sublot density measurements to the target
nuclear density, or for cores, to the target percent of theoretical maximum density achieved
on the control strip to determine the acceptability of the lot. The Engineer will not allow the
Contractor to provide additional compaction to raise the average once the average density of
the lot has been determined. The Contractor shall immediately notify the Engineer and
institute corrective action if two consecutive sublots produce density results less than 98
percent or more than 102 percent of the target control strip density.
Longitudinal joints shall also be tested for density using a nuclear density gauge at each test
site in the sublot. For surface and intermediate mixes, the edge of the gauge shall be placed
within 4 inches of the joint. For base mixes, the edge of the gauge shall be placed within 6
inches of the joint. The Contractor shall not place the gauge atop the joint. The joint density
value shall be recorded. The Contractor shall report to the Engineer and institute corrective
action if a single longitudinal joint density reading is less than 95 percent of the target control
strip density. The Engineer will not use the values obtained from the joint readings in
payment calculation. The Contractor shall furnish the test data developed during the day’s
paving to the Engineer by the end of that day’s operations.
When sawn cores are used for density acceptance, the Contractor shall perform acceptance
testing for density for each sublot by obtaining one sawed 4 inch by 4 inch specimen, or one
4-inch-diameter core, at a single random test site selected by the Engineer.
• The sub-lot site shall be marked as described in VTM-76.
• The bulk specific gravity of the cores shall be determined in accordance with VTM-6.
• The density of the cores shall be determined in accordance with VTM-22.
Cores or plugs shall be bulked in the presence of the Engineer. The Department may have
the cores or plugs bulked on the project site. The Contractor shall number sublot test sites
sequentially per lot, mark these on the pavement, fill them with the paving mixture, and
compact them prior to the completion of each day of production.
The tonnage of each lot will be based on the lot’s width and length and the mixture
application rate as designated in the Contract or as revised by the Engineer. Payment will be
made in accordance with Table III-4.
The Engineer may perform lot density verification testing at any time on any project. Lot
density verification will be performed by testing plugs. The Contractor shall be responsible for
taking plugs for testing. The Engineer will perform verification testing of the plugs.
Surface, Intermediate, and Base mixes:
Page 15
made in accordance with Table III-4.
The Engineer may perform lot density verification testing at any time on any project. Lot
density verification will be performed by testing plugs. The Contractor shall be responsible for
taking plugs for testing. The Engineer will perform verification testing of the plugs.
Surface, Intermediate, and Base mixes:

The Contractor shall take two plugs per Verification, Sampling and Testing (VST) lot at
locations selected by the Engineer. If the Engineer determines the density of the plugs does
not conform to the requirements for the lot in question or the same payment percentage
determined by the Contractor’s testing for that lot, then the Contractor may request the
referee procedure to be invoked. The Contractor shall take one additional plug from the
remaining sublots. Payment for that lot, based on the results of the initial two plugs/cores or
referee procedure, will be in accordance with the percentage specified in Table III-4 on the
basis of the percentage of the control strip bulk density achieved.
2. Surface, intermediate, and base courses not having a sufficient quantity of material to run a
roller pattern and control strip shall be compacted to a minimum density of 91.5 percent of the
theoretical maximum density as determined in accordance with VTM- 22. The Contractor shall be
responsible for cutting cores or sawing plugs for testing by the Department. One set of
plugs/cores shall be obtained within the first 20 tons of small quantity paving and every 100 tons
thereafter for testing by the Department. Core/plug locations shall be randomly selected by the
Engineer. If the density is determined to be less than 91.5 percent, the Engineer will make
payment in accordance with Table III-5.
TABLE III-5
Payment Schedule for Surface, Intermediate and Base Courses (Not sufficient quantity
to perform density roller pattern and control strip)
% TMD % of Payment
90.2-91.4 95
88.3-90.1 90
Less than 88.2 75
Any section in which a mixture (e.g., SM-9.0) is being placed at an application rate of less than
125 pounds per square yard (based on 110 pounds per square yard per inch) that does not have
a sufficient quantity of material for a roller pattern and control strip shall be compacted by rolling a
minimum of three passes with a minimum 8-ton roller. The Engineer will not require density
testing.
For asphalt patching, the minimum density of 91.5 percent of the maximum theoretical density will
be determined in accordance with VTM-22. The Contractor is responsible for cutting cores or
sawing plugs. One set of plugs/cores shall be obtained within the first 20 tons of patching material
and every 100 tons thereafter for testing by the Contractor or the Department. The Engineer will
randomly select core/plug locations. If the density is less than the 91.5 percent, payment will be
made on the tonnage within the 20 or 100 ton lot in accordance with Table III-5.
(f) Joints: Transverse joints shall be formed by cutting back on the previous run to expose the full depth
of the course. A coat of asphalt shall be applied to contact surfaces of transverse joints just before
additional mixture is placed against the previously rolled material.
Joints adjacent to curbs, gutters, or adjoining pavement shall be formed by hand placing sufficient
mixture to fill any space left uncovered by the paver. The joint shall then be set up with rakes or lutes
to a height sufficient to receive full compression under the rollers.
(g) Rumble Strips: This work shall consist of constructing rumble strips by cutting 1/2-inch-deep
concave depressions into existing asphalt concrete surfaces as shown on the Standard Drawings and
as directed by the Engineer.
Page 16
Rumble strips shall be installed in accordance with the details of the RS-1 (shoulders) or RS-3
(centerline) Standard Drawings. The maximum allowable center depth is 5/8-inch. Depressions shall
have a smooth finish with a maximum 1/16-inch variance between peaks and valleys of the
depression.
The Contractor shall demonstrate to the Engineer the ability to achieve the desired cross section and
dimensions of the depression and surface area regarding alignment, consistency, and conformity with
these specifications and the Standards Drawings prior to beginning production work on mainline
shoulders. The test site shall be approximately 25 feet longitudinally at a location mutually agreed
upon by the Contractor and Engineer.
The Contractor shall coat the entire rumble strip area with liquid asphalt coating (emulsion) using a
pressure distributor following the cutting and cleaning of the depressions of waste material. The
approximate application rate shall be 0.1 gallons per square yard for rumble strips installed on the
shoulder. The Contractor is not required to seal the rumble strip area of strips installed in a new
asphalt concrete surface (new construction or overlay) along the centerline. When the rumble strip is
installed along the centerline in an existing asphalt concrete surface (i.e. more than one year since
placement), the approximate application rate shall be 0.05 gallons per square yard. The application
temperature shall be between 160 degrees F and 180 degrees F. Shoulder rumble strip overspray
shall not extend more than 2 inches beyond the width of the cut depressions and shall not come in
contact with pavement markings.
Rumble strips shall not be installed on shoulders of bridge decks, in acceleration/deceleration lanes,
on surface drainage structures, or in other areas identified by the Engineer.
Waste material resulting from the operation shall be removed from the paved surface and shall not be
disposed of where waterways may be at risk of contamination.
(h) Saw-Cut Asphalt Pavement: This work shall consist of saw-cutting the existing asphalt pavement to
a depth as shown on the plans or as directed by the Engineer.
315.06 – Pavement Samples
The Contractor shall cut samples from the compacted pavement for depth and density testing. Samples
shall be taken for the full depth of the course at the locations selected by the Engineer. The removed
pavement shall be replaced with new mixture and refinished. No additional compensation will be allowed
for furnishing test samples and reconstructing areas from which they were taken.
315.07—Pavement Tolerances
(a) Surface Tolerance: The Engineer will test the pavement surface by using a 10-foot straight-edge.
The variation of the surface from the testing edge of the straightedge between any two contacts with
the surface shall not be more than 1/4 inch. The Contractor shall correct humps and depressions
exceeding the specified tolerance or the defective work shall be removed and replaced with new
material.
(b) Finished Grade Tolerance: Finished grade elevations shall be within +/–0.04 foot of the elevations
indicated in the plans after placement of the final pavement layer unless otherwise specified, provided
the actual cross slope does not vary more than 0.20 percent from the design cross slope indicated in
the plans, and the plan depth thickness conforms to the thickness tolerances specified herein.
If the Engineer determines either the finished grade elevations or cross slope exceed the specified
tolerances, the Contractor shall submit a corrective action plan to the Engineer for approval.
Page 17
(c) Thickness Tolerance: The thickness of the base course will be determined by the measurement of
cores as described in VTM-32.
Acceptance of asphalt concrete base course for depth will be based on the mean result of
measurements of samples taken from each lot of material placed. A lot of material is defined as the
quantity being tested for acceptance except that the maximum lot size will be 1 mile of 24-foot-width
base course.
A lot will be considered acceptable for depth if the mean result of the tests is within the following
tolerance of the plan depth for the number of tests taken:
Plan Depth 1 test 2 tests 3 tests 4 tests

≤4” 0.6” 0.5” 0.4” 0.3”
>4” ≤8” 0.9” 0.7” 0.5” 0.4”
>8”≤12” 1” 0.9” 0.7” 0.5”
>12” 1.2” 1” 0.8” 0.6”
If an individual depth test exceeds the one test tolerance for the specified plan depth, the Engineer
will exclude that portion of the lot represented by the test from the lot. If an individual test result
indicates that the depth of material represented by the test is more than the tolerance for one test, the
Contractor will not be paid for that material in excess of the tolerance throughout the length and width
represented by the test. If an individual test result indicates that the depth of the material represented
by the test is deficient by more than the one test tolerance for the plan depth, the Contractor shall
correct the base course represented by the test as specified hereinafter.
If the mean depth, based on two or more tests, of a lot of material is excessive (more than the plan
depth specified in the contract), the Engineer will not pay the Contractor for any material in excess of
the tolerance throughout the length and width of the lots represented by the tests.
If the mean depth, based on two or more tests, of a lot of material is deficient (less than the plan
depth specified in the contract) by more than the allowable tolerance, the Contractor will be paid for
the quantity of material that has been placed in the lot. Any required corrective action will be
determined by the Engineer.
For excessive depth base courses, the rate of deduction from the tonnage allowed for payment as
base course will be calculated at a weight of 115 pounds per square yard per inch of depth in excess
of the tolerance. For sections of base course that are deficient in depth by more than the one test
tolerance and less than two and half times the one test tolerance, the Contractor shall furnish and
place material specified for the subsequent course to bring the base course depth within the
tolerance. This material will be measured on the basis of tonnage actually placed, determined from
weigh tickets, and will be paid for at the contract unit price for the base course material. Such material
shall be placed in a separate course. If the deficiency is more than two and half times the one test
tolerance, the Contractor shall furnish and place base course material to bring the base course
thickness within the tolerance. Corrections for deficient base course depth shall be made in a manner
to provide a finished pavement that is smooth and uniform. Sections requiring significant grade
adjustments which have been previously identified and documented by the Engineer as being outside
of the control of the Contractor will be exempt from deduction or corrective action.
When the Contract provides for the construction or reconstruction of the entire pavement structure,
the surface and intermediate courses shall be placed at the rate of application shown on the plans
within an allowable tolerance of ±5 percent of the specified application rate for application rates of
100 pounds per square yard or greater and within 5 pounds per square yard for application rates of
Page 18
less than 100 pounds per square yard. The Engineer will deduct the amount of material exceeding
the allowable tolerance from the quantities eligible for payment.
When the Contract provides for the placement of surface or intermediate courses over existing
pavement, over pavements constructed between combination curb and gutter, or in the construction
or reconstruction of shoulders, such courses shall be placed at the approximate rate of application as
shown on the plans. However, the specified rate of application shall be altered where necessary to
produce the required riding quality.
Asphalt concrete base will be measured in tons and will be paid for at the contract unit price per ton.
This price shall include preparing and shaping the subgrade or subbase, constructing and finishing shoul-
ders and ditches, and removing and replacing unstable subgrade or subbase.
Asphalt concrete will be measured in tons and will be paid for at the contract unit price per ton. Net
weight information shall be furnished with each load of material delivered in accordance with Section 211.
Batch weights will not be permitted as a method of measurement unless the Contractor’s plant is
equipped in accordance with Section 211, in which case the cumulative weight of the batches will be used
for payment.
Asphalt used in the mixtures, when a pay item, will be measured in tons in accordance with Section
109.01 except that transporting vehicles shall be tare weighed prior to each load. The weight will be
adjusted in accordance with the percentage of asphalt indicated by laboratory extractions.
Tack coat, when not a pay item, shall be included in the price for other appropriate pay items.
Asphalt curb backup material will be measured in tons and will be paid for at the contract unit price per
ton. This price shall include placing, tamping, and compacting.
Liquid asphalt cement, when a pay item, will be measured in tons and will be paid for at the contract unit
price per ton.
Material Transfer Vehicle (MTV), when required in the Contract, will not be measured for separate
payment. The cost for furnishing and operating the MTV shall be included in the contract unit prices of
other appropriate items.
Warm Mix Asphalt (WMA) additive or process will not be measured for separate payment, the cost of
which, shall be included in the contract unit prices of other appropriate items.
Rumble strips will be measured in linear feet and will be paid for at the contract unit price per linear foot
of mainline pavement or shoulder where the rumble strips are actually placed and accepted, excluding
the test site. This distance will be measured longitudinally along the center line of pavement (mainline) or
edge of pavement (shoulders) with deductions for bridge decks, acceleration/deceleration lanes, surface
drainage structures, and other sections where the rumble strips were not installed. This price shall include
installing, cleaning up debris and disposing of waste material. The test site will not be measured for
payment but shall be included in the unit price for rumble strip.
Liquid asphalt coating (rumble strips) will be measured in square yards and will be paid for at the
contract unit price per square yard as described herein. This price shall include cleaning rumble strips
prior to application of the coating and furnishing and applying coating as specified herein.
Page 19
Saw-cut asphalt concrete pavement will be measured in linear feet for the depth specified and will be
paid for at the contract unit price per linear foot, which price shall be full compensation for saw-cutting the
asphalt pavement to the depth specified, cleaning up debris and disposal of waste material.
These prices for asphalt shall also include heat stabilization additive(s), furnishing samples, and main-
taining traffic.
Patching will be paid for at the contract unit price for the various items used unless a reconditioning item
is included in the Contract.
Pay Item Pay Unit

Asphalt concrete base course (Type) Ton
Asphalt concrete (Type) (Class) Ton
Asphalt concrete curb backup material Ton
Liquid asphalt cement Ton
Rumble strip (Asphalt) Linear foot
Liquid asphalt coating (Rumble strips) Square yard
Saw-cut asphalt concrete (depth) Linear foot
Page 20
Section 317 – Stone Matrix Asphalt Concrete
Placement
Page 21
SECTION 317 – STONE MATRIX ASPHALT CONCRETE PLACEMENT
This specification covers the furnishing, installation, and acceptance criteria for constructing stone matrix
asphalt (SMA) concrete pavement. SMA shall be in accordance with these specifications and
Section 315.
(a) Coarse aggregate shall conform to Section 248.02(a).
(b) Fine aggregate shall conform to Section 248.02(b).
(c) Asphalt binder shall conform to Section 248.02(c).
(d) Mineral filler shall conform to Section 248.02(d).
(e) Fiber additive shall conform to Section 248.02(e).
317.03 – Composition of SMA Mixture
Composition of Stone Matrix Asphalt shall conform to Section 248.
317.04 – Acceptance
Acceptance of Stone Matrix Asphalt shall conform to Section 248.
317.05 – SMA Mixing Plant
(a) Mineral filler handling shall be in accordance with Section 248.05(a).
(b) Fiber addition shall be in accordance with Section 248.05(b).
(c) Hot-mixture storage shall conform to Section 248.05(c).
(d) Mixing temperatures shall conform to Section 248.05(d).
317.06 – Weather Restrictions
SMA mixture shall be placed only when the ambient and surface temperatures are 50 degrees F or
above, unless a warm mix additive or process approved by the Department is used to produce the SMA in
which case the surface temperature must be 40 degrees F or above.
317.07 – Placing and Finishing
For mixtures containing PG 64H-22 asphalt binder, the mixture temperature shall not be less than 300
degrees F in the truck or less than 290 degrees F immediately behind the screed.
For mixtures containing PG 64E-22 asphalt binder, the mixture temperature in the truck and immediately
behind the screed shall not be less than the minimum compaction temperature provided by the liquid
asphalt supplier.
Page 22
The minimum mixture or compaction temperature immediately behind the screed when a warm mix
asphalt additive or process is used to produce the SMA shall not be less than 200 degrees F.
The Contractor shall be responsible for a continuous paving operation that provides for maintaining
constant steady movement of the paver. If excessive stop and go of the paver is occurring, the Engineer
will stop production and laydown of the mixture until the Contractor has made satisfactory changes in the
production, hauling, and placement operations resulting in a constant steady movement of the paver.
The Contractor shall employ a Material Transfer Vehicle (MTV) during the placement of SMA mixes. The
Contractor’s paving operation shall have remixing capability in either the MTV or a paver-mounted hopper
to produce a uniform nonsegregated mix of uniform temperature. The MTV and paver combination shall
have a minimum storage capacity of 15 tons. If equipment breaks down in the paving train, the Contractor
shall notify the plant not to ship any more material and discontinue paving shall be discontinued once the
material on-site has been placed.
317.08 – Compaction
Immediately after the mixture has been spread and struck off, it shall be thoroughly and uniformly com-
pacted by rolling. Rolling shall be accomplished with steel wheel roller(s) with a minimum weight of 10
tons. A minimum of three rollers shall be available at all times for compaction and/or finish rolling.
The Contractor shall approach the use of vibratory rollers on SMA with caution to minimize coarse
aggregate fracture/breakage in the aggregate skeleton of SMA mixes. If the Contractor elects to use a
vibratory roller, the mat shall receive not more than three vibratory passes. The Contractor shall use the
roller only on the highest frequency and lowest amplitude setting.
It shall be the Contractor’s responsibility to adjust the rolling procedures to provide the specified pave-
ment density. Rollers shall move at a uniform speed. Rolling shall be continued until all roller marks are
eliminated and the minimum density has been obtained. The Contractor shall monitor density during the
compaction process by use of nuclear density gages to ensure that the minimum required compaction is
being obtained. During the trial section, the Department will randomly select 3 plug or core locations to
determine the in-place density according to VTM-22.
The Contractor shall keep the wheels of the rollers properly moistened with water that has been mixed
with very small quantities of detergent or other approved additives to prevent adhesion of the mixture to
the rollers.
For the purposes of evaluating and determining acceptance, each day’s production shall be considered a
lot unless the paving length is less than 3,000 linear feet or greater than 7,500 linear feet. When paving is
less than 3,000 feet, that day’s production amount shall be combined with the previous day’s production
or added to the next day’s production to create a lot as described below.
The standard size of a lot shall be 5,000 linear feet, with 1,000 foot sublots, of any pass 6 feet or greater
for the specified thickness of the course. The Engineer may approve an increase in the lot size to 7,500
linear foot lots with 1,500 foot sublots when the normal daily production is in excess of 7,000 feet. Pavers
traveling in echelon will be considered as two passes. When a partial lot occurs at the end of a day’s
production or upon completion of the project, the lot size shall be redefined as follows:
• If the partial lot contains one or two sublots, the sublots will be added to the previous lot.
• If the partial lot contains three or four sublots, the partial lot will be redefined to be an entire lot.
Page 23
The Contractor shall perform acceptance testing for density for each sublot by obtaining one sawed 4 inch
by 4 inch specimen, or one 4-inch-diameter cores, at a single random test site specified by the Engineer.
Test sites shall not be located within 12 inches of the edge of any application width for surface and
intermediate mixes.
• The sub-lot site shall be marked as described in VTM-76.
• The bulk specific gravity of the cores shall be determined in accordance with VTM-6.
• The density of the cores shall be determined in accordance with VTM-22.
The Contractor shall bulk the cores or plugs in the presence of the Engineer. The cores or plugs may be
bulked on the project site. Sublot test sites shall be numbered sequentially per lot, marked on the pave-
ment, filled with the paving mixture, and compacted prior to completion of each day’s production. The
payment for lot density will be in accordance with the following schedule:
Payment Schedule
% Density Achieved % of Payment
More than 98.0 97
94.0 to 98.0 100
92.0 to 93.9 85
90.0 to 91.9 65
Less than 90.0 Remove and replace
317.09 – Trial Section
The Engineer will require the Contractor to construct a trial section(s) for evaluation at least 1 week, but
not more than 30 days, prior to the start of roadway construction at the start of production of a SMA mix
not placed the previous year on a state roadway. The trial section shall be a maximum of 300 tons, shall
be constructed at a site designated in the contract or proposed by the Contractor and approved by the
Engineer. The Department will use the trial section to evaluate the mixing plant process control, mixture
draindown characteristics, placement procedures, SMA surface appearance, and compaction patterns
and to calibrate the nuclear density device. Additionally, the Department will calculate the percentage of
flat and elongated particles in the SMA material produced for the trial section according to VTM-121 and
compare the results to the maximum limits specified in the Coarse Aggregate Table in Section 248.02(a).
The Engineer will require a passing flat and elongated sample for acceptance of the trial section.
During the trial section(s), the Engineer will randomly select 3 plugs or cores locations to determine the in-
place density according to VTM-22. Payment for density will be in accordance with the Payment Schedule
listed in Sec. 317.08.
The Contractor shall remove and replace failing trial sections based on the following criteria. The En-
gineer will deem a trial section to have failed if the Voids In Total Mix (VTM) is less than 1.0 percent or
exceeds 5.0 percent; if the Voids In Coarse Aggregate (VCA) of the mix exceeds the VCA of the dry
rodded condition; if the field density is less than 90.0 percent of the maximum theoretical density; or if
excessive flushing/bleeding occurs in the wheel paths. Payment for the trial section shall be as described
in the previous paragraph. The Contractor shall be responsible for the cost for removing the failed trial
section. Payment for replacement of the trial section shall be in accordance with the previous paragraph.
317.10 – Prepaving Conference
The Department will hold a prepaving conference with at least two weeks prior to the start of production if
the Contractor has never produced or placed Stone Matrix Asphalt.
Page 24
Stone matrix asphalt will be measured in tons and will be paid for at the contract unit price per ton for the
mix type specified. This price shall include all materials, additives, and equipment as described herein.
The initial trial section will be paid for at the contract unit price for the mix type specified. Up to one ad-
ditional trial section of the mix type specified will be paid for at the contract unit price. If additional trial
sections are needed, the Department and the Contractor shall negotiate the price based upon a reduced
percentage of the contract unit price. The Department will pay for no more than four trial sections. The
Contractor shall be fully responsible for any additional test sections required to produce and install an
acceptable mixture at the Contractor’s expense.
Pay Item Pay Unit

Stone matrix asphalt, (Type) (Class) Ton
Page 25
Page 26
Section 515 for Milling or Cold Planing
Page 27
SECTION 515 – PLANING OR MILLING PAVEMENT
This work shall consist of mechanically planing rigid or flexible pavement to the designated depth
specified in the Contract in preparation for pavement repair or pavement overlay and disposing of milled
cuttings in accordance with Section 106.04 or using such cuttings in the work if permitted in the Contract
or directed by the Engineer. Rigid pavement will mean hydraulic cement concrete pavement or hydraulic
cement concrete surfaced pavements and flexible pavement will mean asphalt concrete or asphalt
concrete surfaced pavements herein. Planing as used in this section may also be referred to as milling or
grinding.
515.02 – Equipment
The Contractor shall perform planing with a pavement planing or pavement grinding machine of a
capacity and type that has operated successfully on work comparable to that specified in the Contract.
Milling or cold planing equipment shall be capable of accurately cutting to the depth, width, length, and
typical section specified in the Contract in flexible pavement or rigid pavement while leaving a uniformly
cut or ground roadway surface capable of safely handling traffic prior to pavement repair or overlay
placement. The milling equipment shall not damage the underlying pavement surface or structure. The
milling machine shall be equipped with an automatic grade control system that will control the longitudinal
profile and cross slope of the milled pavement surface as the milling operation proceeds. The ground
speed of the machine and the cutting equipment shall operate independently. The machine shall have a
self-contained water system for the control of dust and fine particles. The width of the machine shall allow
for the safe passage of controlled public traffic while in use. The machine shall have a dust collection
system or have a system capable of minimizing the dust created by the planing operation escaping into
the atmosphere.
The Contractor shall continuously monitor the cutting or grinding head of the machine so as to produce
and maintain the creation of a uniformly textured milled surface. Equipment and vehicles in use under
traffic shall be equipped according to the VWAPM.
Limitations of operations for planing operations shall be in accordance with Section 108.02 and as spec-
ified in the Contract.
The Contractor may perform either regular planing or performance planing at his option unless otherwise
stated in the Contract. The finished surface for regular pavement planing and performance planing shall
have a tolerance of plus or minus 1/4 inch per foot between any two contacts of the resultant surface and
the testing edge of a 10-foot straightedge unless the Engineer directs otherwise.
No application of pavement overlay shall decrease the vertical clearance under a bridge. In situations
where the existing pavement under the overpass cannot be planed in direct proportion to the proposed
overlay, the Contractor shall tie down the new pavement to the existing pavement under the overpass no
less than 75 feet from the outer edges of the overpass in accordance with Std. AC-1 Standard Drawings
for Asphalt Concrete Overlay Transition.
The finished surface macrotexture for performance planing shall have a pavement macrotexture MTD
(mean texture depth) of less than 2.0 millimeters. Testing for performance pavement planing shall be as
described hereinafter.
Page 28
Irregularities and high spots of existing pavement shall be eliminated. The pavement surface shall be
planed, milled or ground to the designated grade or gradient specified on the plans, or when not specified
as a grade, shall parallel that of the existing roadway. Transversely, the cross slopes of tangent sections
shall be planed to approximately 1/4 inch per foot or as directed by the Engineer. Superelevated curves
shall be planed as directed by the Engineer. Where the pavement is to be resurfaced by means of the
application of an overlay on curb and gutter roadways, a 1-inch shoulder shall be cut along the gutter line
to eliminate the necessity of feathering the edge of the new surface. Payment for providing the 1-inch
shoulder shall be based on the total square yards of removed material regardless of the variable depth of
the pass.
The finished planed surface shall be true to grade, free from gouges, grooves, ridges, fractures, soot, oil
film, and other imperfections and shall have a uniformly textured appearance suitable for use as a
temporary riding surface.
Humps and depressions that exceed the specified tolerances and require additional planing or grinding
shall be subject to correction or replacement as directed by the Engineer at no additional cost to the
Department.
The Contractor shall ensure positive drainage is provided for all planed surfaces in accordance with
Section 315.05(c). The Contractor shall endeavor to work with existing drainage and grades to maintain
positive flow when planing in curb and gutter sections. The Engineer may require the Contractor to erect
signage to warn motorists, sweep the roadway to vacate the water, or in extreme cases, close the lane to
traffic until proper drainage of the planed surface can be restored in the event of significant buildup of
standing water.
The Contractor shall construct temporary transverse pavement-wedge tie-ins where planed existing pave-
ment is to remain temporarily without overlay to the extent allowed or required herein, in Section 315,
elsewhere in the Contract, or by the Engineer. Each tie-in shall be constructed no less than 3 feet in
length for every inch of depth of pavement planing performed and shall consist of a mix that is suitable as
a riding surface to provide a smooth transition between planed existing pavement and undisturbed
existing pavement or bridge decks. The Contractor shall construct such tie-ins prior to the planed surface
being opened to traffic.
When planing to a depth of 2 inches or less at a bridge, the planed surface at the bridge may be left un-
paved for up to 10 days.
Additional or other limitations and conditions to planing operations will be as specified and applicable to
the Contract.
515.04 – Performance Pavement Planing Testing
The Contractor shall perform mean texture depth (MTD) testing of the macrotexture surface on
performance planed pavement in accordance with ASTM E965. Testing shall be accomplished by using a
volumetric technique after planing operations have been completed and prior to opening a section of
performance planed pavement to public traffic on roadways with posted speed limits of 55 mph or greater.
The Contractor shall randomly select 10 locations at each section. Each location shall be tested and the
average MTD of the 10 locations per section determined. The average MTD of the performance planed
site shall be less than 2.0 millimeters and the upper limit for any one MTD measurement shall not exceed
3.10 millimeters in order for that section to be exposed to traffic.
Page 29
performance planed pavement to public traffic on roadways with posted speed limits of 55 mph or greater.
The Contractor shall randomly select 10 locations at each section. Each location shall be tested and the
average MTD of the 10 locations per section determined. The average MTD of the performance planed
site shall be less than 2.0 millimeters and the upper limit for any one MTD measurement shall not exceed
3.10 millimeters in order for that section to be exposed to traffic.
Flexible pavement planing will be measured in square yards of pavement surface area removed to the
depths specified in the Contract of the designated pavement type. The Engineer may direct the depth to
be adjusted during the initial pass ± 1/2 inch due to field conditions at no additional cost, except in cases
where such adjustment constitutes a “changed condition.” If the Engineer’s authorized adjustment of up to
an additional 1/2 inch requires the Contractor to “square up” the planed area (depth of planed area now in
excess of 2 inches), this will be considered a “changed condition” to the Contract according to Section
104.02, and the additional 1/2 inch area will be measured for payment.
The planed area is defined as the area resulting from actual length and width of the planed pavement
surface visually verified and approved by the Engineer for payment.
If scabbing or laminations still exist and the Contractor has uniformly planed the pavement to the max-
imum potential depth of the initial pass as defined by the pay item (depth +1/2 inch), the Engineer may
direct the Contractor to perform additional passes to increase the depth to eliminate the scabbing or
delamination. The area of additional passes or increased depth beyond the maximum potential depth of
the initial pass will also be measured and paid for in square yards as authorized by the Engineer. Such
additional passes (beyond the maximum potential depth of the original pass) will not be adjusted, as in
averaging or as a percentage of the original depth or considered as the maximum potential depth of the
initial pass, to achieve final measurement or payment.
Flexible pavement tie-in planing used to tie into existing structures such as curbs, combination curb
and gutters, and bridge terminal walls will be measured in square yards of surface area removed within
the variable depth range designated. Measurement will be based on the full surface area (the actual
length and width of the planed pavement surface visually verified and accepted by the Engineer for
payment) within the range of depth specified in the Contract. The Engineer may direct the depth to be
adjusted during the initial pass up to and including an additional ½ inch of the maximum depth stated in
the pay item due to field conditions such as scabbing or delamination at no additional cost, except where
such adjustment constitutes a “changed condition.”
If scabbing or laminations still exist after the Contractor has uniformly planed the pavement to the
maximum potential depth of the initial variable pass as defined by the pay item (variable depth +1/2 inch),
the Engineer may direct the Contractor to perform additional pass(es) to increase the depth to eliminate
the scabbing or delamination. The area of additional pass(es) of increased depth beyond the maximum
potential depth (+1/2 inch) of the initial variable depth pass will also be measured and paid for in square
yards as authorized by the Engineer. Such additional pass(es) beyond the maximum potential depth of
the original pass will not be adjusted, as in averaging, or as a percentage of the original depth, or
considered as the maximum potential depth of the initial pass, to achieve final measurement or payment.
Rigid pavement planing will be measured in square yards of pavement surface area removed to the
uniform depth specified in the contract and will be paid for at the contract unit price per square yard for
the range of depth designated.
Rigid pavement tie-in planning will be measured in square yards of pavement surface area removed to
the variable depth specified in the contract and will be paid for at the contract unit price per square yard
for the range of depth designated.
Planing performed to tie-in overlaid pavement to existing pavement or bridge decks that is determined by
the Engineer to be a part of the mainline planing operations will not be measured for separate payment,
the cost of which shall be included in the price bid for the appropriate depth range of flexible or rigid
pavement planing.
Pavement planing will be paid for at the contract unit price of the specified pavement type and depth or
range of depths designated.
Page 30
These prices shall include removing and disposing of existing pavement.
Pay Item Pay Unit

Flexible pavement planing (0-2” depth) Square yard
Flexible pavement planing (Above 2”-4” depth) Square yard
Flexible pavement planing (Above 4” depth) Square yard
Flexible pavement tie-in planing (0-2” depth) Square yard
Flexible pavement tie-in planing (Above 2”-4” depth) Square yard
Flexible pavement planing (over 4” depth) Square yard
Rigid pavement planing (0-2” depth) Square yard
Rigid pavement tie-in planing (0-2” depth) Square yard
Page 31
Page 32
Special Provision for Section 310 – Tack Coat
Page 33
Chapter 6: Sampling Asphalt Mixtures
VIRGINIA DEPARTMENT OF TRANSPORTATION

SPECIAL PROVISION FOR
October 5, 2017
SECTION 310 – TACK COAT of the Specifications is amended as follows:
Section 310.02(a) – Tack Coat is replaced with the following:
Tack Coat. Asphalt tack coat shall be CQS-1h, CRS-1h, or CSS-1h conforming to Section 210.
Asphalt emulsion CMS-2 conforming to Section 210 may be used during the winter months.
Section 310.03 – Procedures is amended by replacing the first seven paragraphs with the following:
necessary to provide a reasonably smooth and uniform surface. The Contractor shall remove
unstable corrugated areas, and replace with suitable patching materials when required by the
Contract. The Contractor shall clean the edges of existing pavements that are to be adjacent to
new pavement to permit adhesion of asphalt.
The Contractor shall uniformly apply tack coat or non-tracking tack coat material with a pressure
distributor conforming to Section 314.04(b). Hand spray equipment shall not be used except in
areas inaccessible by a pressure distributor.
The distributor shall be calibrated by the Contractor in the presence of the Engineer prior to initial
asphalt plant mix placement to demonstrate an even and accurate spray application. Calibration
will be considered acceptable when the spray rate is uniform and within 0.02 gallon per square
yard of the design application rate.
All tack coat and non-tracking tact coat materials stored longer than 30 days from the shipping
date on the Bill of Lading shall be retested in accordance with Section 210.06 to verify the
material still meets product specifications.
Tack at joints, adjacent to curbs, gutters, or other appurtenances shall be applied with a hand
wand or with spray bar at the rate of 0.2 gallon per square yard. At joints, the tack applied by the
hand wand or a spray bar shall be 2 feet in width with 4 to 6 inches protruding beyond the joint for
the first pass. Tack for the adjacent pass shall completely cover the vertical face of the pavement
mat edge so that slight puddling of asphalt occurs at the joint, and extend a minimum of 1 foot
into the lane to be paved.
Care shall be taken to prevent spattering adjacent items during the application of tack coat. The
distributor shall not be cleaned or discharged into ditches or borrow pits, onto shoulders, or along
the right of way.
When not in use, the Contractor shall ensure equipment is parked so that the spray bar or
mechanism will not drip asphalt on the surface of the traveled way.
The tack coat or non-tracking tack coat shall be applied to the pavement surface in such a
manner that it will bond the overlay and the underlying surfaces together.
The Contractor shall apply tack coat and non-tracking tack coat in accordance with the weather
limitations that apply to the course being placed as well as the manufacturer’s recommendations.
The Engineer will verify, and reserves the right to alter, the quantity, rate of application,
temperature, and areas to be treated prior to application.
1
Page 34
The tack coat or non-tracking tack coat shall be applied in a manner to offer the least
inconvenience to traffic and to permit one-way traffic without pick up or tracking of the asphalt
onto adjacent non-treated areas. All traffic, including construction traffic, shall be excluded from
tacked sections until the tack has cured.
The Contractor shall measure and report to the agency on forms provided by the Engineer, the
rate of tack material applied on a daily basis using VTM-137 Method B (Tack Yield Method). On a
daily basis, the Contractor shall provide the Engineer readings taken from the calibrated
distributor establishing the quantity of gallons placed for that day.
The Engineer shall verify the desired tack application rate is achieved using VTM-137 Method A
(Tack Plate Method). This test shall be performed at a minimum frequency of once per each
roadway, within the first 500 tons of asphalt mix placed, unless otherwise approved by the
Engineer.
The Engineer reserves the right to perform the tack plate method testing at a higher frequency, as
determined necessary, to ensure adherence to specifications.
Section 310.03(a) – Tack Coat is amended by replacing the second and third paragraphs with the
following:
The Contractor shall apply asphalt at the rate of 0.05 to 0.10 gallons per square yard.
The Contractor shall allow the tack coat to properly cure and break before placement of the hot
mix asphalt course.
Table III-1 – Liquid Asphalt Application Temperature is replaced with the following:
TABLE III-1
Grade Max. Temperature (oF)
RC-70 180
RC-250 220
RC-800 225
RC-3000 290
MC-70 180
MC-250 220
MC-800 255
MC-3000 290
AC-5 300
AC-10 300
AC-20 300
AC-40 300
RS-2 175
SS-1h 180
AE-4 150
CRS-2 175
CSS-1h 180
CMS-2 200
CRS-1h 175
CRS-1 175
CQS-1h 180
2
Page 35
Section 310.03(b) – Non-Tracking Tack Coat is amended by replacing the third paragraph with the
following:
The Contractor shall apply tack material at the rate recommended by the manufacturer. This rate
is typically between 0.05 to 0.10 gallons per square yard.
Section 310.03(c) – Referee System is amended by replacing the first two paragraphs with the
following:
steps to ensure an adequate bond is made between the new material and the existing surface. If
the Engineer suspects the Contractor is failing to apply good bond promoting procedures or
adequately tacking the existing surface per the manufacturer’s recommendations, the Engineer
may core a minimum of 10 locations to determine the shear and tensile strength at the interface.
The Engineer will determine these locations by using a stratified random selection process. The
Department will test cores in the Department’s laboratory in accordance with VTM-128. For the
surface to be acceptable, the average results for shear and tensile strength specified herein must
be met. The Department will test a minimum of 5 cores for shear strength and at least 5 cores for
tensile strength.
Section 310.04 – Measurement and Payment is replaced by the following:
Tack coat and Non-tracking tack coat when either is a pay item, will be measured in gallons
and paid for at the Contract gallon price. The volume will be based on daily volume with
temperature corrections in accordance with Section 109.
When not a pay item the Contractor shall include the cost in the contract unit price for other
appropriate items.
Pay Item Pay Unit

Tack coat Gallon
Non-tracking tack coat Gallon
3
Page 36
Special Provision for Surface Preparation and
Restoration Prior to Plant Mix Overlay
Page 37
SP315-000220-00

SURFACE PREPARATION AND RESTORATION PRIOR TO PLANT MIX OVERLAY
February 2, 2011; Reissued July 12, 2016
I. DESCRIPTION
This work shall consist of removing deteriorated pavement, cleaning the area and repairing with the
appropriate asphalt mixes in areas designated by the Engineer. This work is applicable only to the
routes or areas designated to be overlaid in this contract and where the Engineer has authorized the
limits for preparation and restoration. This preparation and restoration will be accomplished prior to
the overlay paving operation. After the preparation, the Contractor will be responsible for maintaining
the prepared surface until the overlay has been completed.
Definitions: For the purpose of the Specifications surface preparation is defined as the following:
TYPE I - A localized disintegration of the pavement, including distorted areas, no more than 5
inches in depth and no more than 20 square feet in surface area.
TYPE II - A localized disintegration of pavement, including distorted areas, no more than 5

inches in depth and more than 20 square feet in surface area.
TYPE III - A localized disintegration more than 5 inches in depth, limits of surface area as
defined by the Engineer.
II. MATERIALS
Surface preparation and restoration material shall be as follows:
For 0-2 inches - use surface mix
For 2-5 inches - use intermediate mix
For greater than 5 inches - use base mix or intermediate mix
Tack coat shall conform Section 210 of the Specifications.
III. PROCEDURES
The Engineer will designate the limits of surface area for preparation and restoration to be achieved
prior to beginning the work.
Areas designated for surface preparation and restoration shall be thoroughly cleaned, unsuitable
material removed and edges shaped to vertical sides prior to applying tack coat.
A tack coat shall be applied to all exposed surfaces of the area which will receive asphalt material.
The Contractor shall utilize the mix and type of asphalt for surface preparation and restoration
according to Section II Materials that he shall use with that route’s overlay. Asphalt material shall be
placed in lifts of no more than 3 inches in depth. After leveling each lift, it shall be compacted with an
approved mechanical tamper or other approved method. Care shall be taken to ensure the surface
of the finished repaired area conforms to the grade of the surrounding pavement.
Page 38
IV. MEASUREMENT AND PAYMENT
When the bid proposal contains a pay item, corresponding to any of the types below, specified in the
“Schedule of Items”; that type of surface preparation and restoration will include the work
designated in the corresponding type’s description and be paid for according to the price designated
by the bidder. If the bid proposal contains no pay item for the type of surface preparation and
restoration as described herein, such as may be discovered in the field; that surface preparation
and restoration shall meet the definition of Section I and will be measured and paid for according
to the following:
Surface Preparation and Restoration Type I will be measured in tons of asphalt material and
paid for at the rate of three times the contract unit bid price per ton of the mix type(s) of
asphalt authorized by the Engineer. This price shall include removing and disposing of
unsuitable material, preparing the area, furnishing and applying tack coat, furnishing and
applying asphalt material, and compaction.
Surface Preparation and Restoration Type II will be measured in tons of asphalt material and
paid for at the rate of four times the contract unit bid price per ton of the mix type(s) of asphalt
authorized by the Engineer. This price shall include removing and disposing of unsuitable
material, preparing the area, furnishing and applying tack coat, furnishing and applying asphalt
material, and compaction.
Surface Preparation and Restoration Type III will be measured in tons of asphalt material
and paid for at the rate of five times the contract unit bid price per ton of the mix type(s) of
asphalt authorized by the Engineer. This price shall include removing and disposing of
unsuitable material, preparing the area, furnishing and applying tack coat, furnishing and
applying asphalt material, and compaction.
Page 39
Page 40
Special Provision for Placement of
Asphalt Concrete Overlays
Page 41
SP315-000310-01

PLACEMENT OF ASPHALT CONCRETE OVERLAYS
August 3, 2017
I. DESCRIPTION
This work shall consist of furnishing and placing asphalt concrete overlay pavement courses on
existing roadway surfaces according to the requirements herein and in conformity with the lines,
grades, and thickness as established in the Contract or directed by the Engineer. This work shall
be performed according to Section 211 and Section 315 of the Specifications, and where Stone
Matrix Asphalt (SMA) is specified in the Contract, Sections 248 and 317 of the Specifications.
II. EQUIPMENT
Equipment for placing asphalt concrete overlay material shall be conform to Section 315.03 of the
Specifications, and where Stone Matrix Asphalt (SMA) is specified, Section 317 of the
Specifications.
III. PROCEDURES
Where pavement planing is required it shall be performed according to the Special Provision for
COLD PLANING (MILLING) ASPHALT CONCRETE OPERATIONS and Section 515 of the
Specifications. No placement of an overlay or deck planing will be permitted on a bridge deck
without the prior written approval of the District Bridge Engineer.
Limitations of operations for placing asphalt concrete overlays shall be according to Section
108.02 of the Specifications, the Contract requirements, and as specified herein.
Prior to commencement of paving overlay operations the Contractor shall clean the existing
pavement surface to the satisfaction of the Engineer of accumulated dust, mud, or other debris
that may adversely affect the bond of the new overlay. In the event the thoroughness of the
Contractor’s efforts to clean the existing pavement is questionable, the Engineer may require the
Contractor to perform a bond strength test according to the referee system for Nontracking Tack
Coat in Section 310 of the Specifications. The cost for cleaning and surface preparation shall be
included in the bid price for the asphalt concrete.
The following will be corrected by the Engineer ahead of the Contractor’s operations or included
in the work performed by the Contractor. When such corrective work is performed by the
Contractor, the work will be paid for as designated by the specific pay item(s) in the Contract.
● Pavement irregularities greater than 1 inch in depth shall be filled with a material
approved by the Engineer.
● Pavement cracks or joints shall be cleaned and filled according to the Special Provision
for SEALING CRACKS IN ASPHALT CONCRETE SURFACES OR HYDRAULIC
CEMENT CONCRETE PAVEMENT.
The Contractor shall remove thermoplastic and tape pavement markings and raised pavement
markers prior to performing paving overlay operations. Thermoplastic and tape pavement
markings shall be 90 percent removed so as not to interfere with bonding of pavement overlay or
Page 42
the transfer of the existing marking thickness up through the overlay. In lieu of grinding to
eradicate thermoplastic, the Contractor will be permitted to mechanically scrape off thermoplastic
markings employing adequate controls so as not to damage the affected pavement to a point
where such markings are flush with the existing pavement surface. This work shall be performed
according to Section 512 and Section 704 of the Specifications except as otherwise permitted
herein.
The Contractor shall protect and reference utility structures prior to paving in order to locate
and/or adjust these structures, if necessary, after paving operations are completed. The
protection and referencing of utility structures shall be at no cost to the Department.
Temporary transverse pavement-wedge tie-ins shall be constructed where pavement overlay

operations are temporarily halted as allowed or required herein, in Section 315 of the
Specifications, elsewhere in the Contract, or by the Engineer. Each temporary tie-in shall be no
less than 3 feet in length for every inch of depth of overlaid pavement and shall consist of a mix
that is suitable as a surface mix asphalt to provide a smooth transition between the installed
overlay and existing pavement or bridge deck. Such temporary tie-ins shall be constructed prior
to the overlaid pavement being opened to traffic.
Final transverse pavement tie-ins shall be constructed to provide a smooth transition between
newly overlaid pavement and existing pavements, bridge decks, and existing pavement
underneath bridge overpasses. Such tie-ins shall conform to Standard Drawing ACOT-1 or
Section 315.05(c) of the Specifications, as applicable, except that all joints at tie-in locations shall
be tested using a 10-foot straightedge according to Section 315.07(a) of the Specifications. The
variation from the testing edge of the straightedge between any two contact points with the
pavement surface shall not exceed 1/4 inch. When planing is necessary at tie-ins to existing
pavement or bridge decks to obtain the required overlay depth specified in the Contract; the
existing pavement shall be planed according to the ACOT-1 Standard or the requirements herein.
No pavement overlay shall decrease the vertical clearance under a bridge. In situations where
the pavement under the overpass cannot be planed in direct proportion to the overlay to be
placed, the new pavement is to be tied down to the existing pavement under the overpass a
minimum of 75 feet from the outer edges of the bridge overpass according to Standard Drawing
ACOT-1.
The ACOT-1 Standard for asphalt concrete overlay transitions shall apply when there is at least
one (1.00) inch of grade change between the finished asphalt concrete overlay surface and the
existing pavement surface and where any of the following conditions exist:
a. Bridge decks or bridge overpasses are located within the project site to receive the
overlay.
b. The Contractor has to tie-in the top course of asphalt concrete overlay to an existing
hydraulic cement concrete pavement surface.
c. The Contractor has to tie-in the top course of the asphalt concrete overlay to an existing
asphalt concrete pavement surface and planing is included in the Contract as pay item.
When tying in the top course of the asphalt concrete overlay to an existing asphalt concrete
pavement surface and there is no pay item in the Contract for planing, the asphalt concrete
overlay tie-in shall conform to Section 315.07(a) of the Specifications.
When the Special Provision for RIDEABILITY applies as specified in the Contract, a distance of
105 feet (0.02 of a mile), measured from the line of the tie-in will be exempted from pay
adjustment.
Page 43
The following restrictions, based on the type of roadway, will apply:
Roadways with Posted Speed Limit of 55 Mph or Greater
The Contractor shall install asphalt concrete overlays to the depths specified for the specific
routes identified in the Contract. Where asphalt concrete is being overlaid by 2 inches or less
on roadways carrying traffic, the Contractor shall have the option of squaring up the overlay
operation at the end of each workday or squaring up all travel lanes, excluding shoulders,
before the weekend. Shoulders shall be squared up within 48 hours after the weekend
unless required sooner elsewhere in the Contract, and prior to continuing mainline paving.
All lanes including shoulders must be squared up before holidays or any temporary
shutdowns.
Where overlays of more than 2 inches are being placed, the Contractor must square up the
overlay operation at the end of each workday. This requirement shall apply to travel lanes
and shoulders.
Asphalt concrete pavement overlay operations shall be performed in only one travel lane at a
time. Under no circumstance will the Contractor be permitted to overlay a portion of the width
of a travel lane, ramp or loop and leave it exposed to traffic.
Where uneven pavement joints exist either transversely or longitudinally at the edges of
travel lanes due to the overlay operations, the Contractor shall provide advance warning
signage and traffic control devices for the scope of the overlay operation the Contractor is
performing according to the details provided in the Contract. The cost for the advance
warning devices and signage shall be included in the cost of other appropriate items.
Temporary pavement markings and markers required as a result of staging such operations
will be measured and paid for according to the Special Provision for SECTION 704—
PAVEMENT MARKINGS AND MARKERS included in the Contract.
In the event an emergency or an unforeseen circumstance such as equipment failure or

breakdown occurs during the Contractor’s operations that prevents the Contractor from
squaring up the overlaid surface on adjacent lanes prior to a weekend, a holiday or a
temporary shutdown, any additional signage, traffic control devices, or markings or markers
required to protect the traveling public shall be provided at the Contractor’s expense.
Ramps, exits, and turn lanes are to be paved in such a manner that a longitudinal joint with a
surface elevation of 1 inch or more between the existing pavement and the overlay (where
the overlay is the higher of the two elevations) will not be left for vehicles to cross within the
posted speed limits in a “run-on” situation. Ramps, exits, and turn lanes are to be paved to
the extent that the joint crossed by traffic is traversed at an angle close to 90 degrees
(perpendicular), or the ramp, exit and turn lane shall be squared up with the adjacent
mainline lane at the time of installation.
Only approved mixes that have been verified according to Section 211.03(f) of the
Specifications and have met the requirement for roller pattern density shall be placed on
limited access roadways.
The Contractor shall ensure positive drainage is provided for all overlaid surfaces
according to Section 315.05(c) of the Specifications.
B. All Other Roadways
Where asphalt concrete is being overlaid to a height of 2 inches or less on roadways

carrying traffic, the Contractor shall have the option of squaring up the overlay operation
at the end of each workday or squaring up all lanes including shoulders at least once
Page 44
every 4 consecutive workdays, excluding weekends. All lanes including shoulders must
be squared up before weekends, holidays, or any temporary shutdowns.
Where overlays of more than 2 inches are being placed on roadways carrying traffic the
Contractor shall square up the overlay operation at the end of each workday. This
requirement shall apply to travel lanes and shoulders.
Asphalt concrete pavement overlay operations shall be performed in only one travel lane
at a time. Under no circumstance will the Contractor be permitted to overlay a portion of
the width of a travel lane, ramp or loop and leave it overnight.
signage and traffic control devices at his expense according to the details provided in the
Contract for the scope of overlay operation he is performing.

temporary shutdown, any additional signage, traffic control devices required to protect
the traveling public shall be the Contractor’s expense
Overlay tie-in requirements to intersecting roads or streets shall be according to the

Special Provision for LIMITS OF MAINLINE OVERLAY AT INTERSECTIONS TO
PAVED ROADS.
(STANDARD DRAWING ACOT-1 is attached)
Page 45
(Attachment)
STANDARD DRAWING ACOT-1 December 2012
every 4 consecutive workdays, excluding weekends. All lanes including shoulders must
be squared up before weekends, holidays, or any temporary shutdowns.
Where overlays of more than 2 inches are being placed on roadways carrying traffic the
Contractor shall square up the overlay operation at the end of each workday. This
requirement shall apply to travel lanes and shoulders.
Asphalt concrete pavement overlay operations shall be performed in only one travel lane
at a time. Under no circumstance will the Contractor be permitted to overlay a portion of
the width of a travel lane, ramp or loop and leave it overnight.
signage and traffic control devices at his expense according to the details provided in the
Contract for the scope of overlay operation he is performing.

temporary shutdown, any additional signage, traffic control devices required to protect
the traveling public shall be the Contractor’s expense
Overlay tie-in requirements to intersecting roads or streets shall be according to the

Special Provision for LIMITS OF MAINLINE OVERLAY AT INTERSECTIONS TO
PAVED ROADS.
(STANDARD DRAWING ACOT-1 is attached)
Page 46
Special Provision for Cold Planing (Milling)
Asphalt Concrete Operations
Page 47
SP515-000100-00

COLD PLANING (MILLING) ASPHALT CONCRETE OPERATIONS
July 12, 2016
I. DESCRIPTION
This provision shall govern cold planing (milling) asphalt concrete operations in preparation for
pavement repair and/or pavement overlay. Cold planing of asphalt concrete pavement shall be
performed according to Section 515 of the Specifications and the requirements herein.
II. GENERAL PROCEDURES
The Contractor is permitted to perform either regular pavement planing or performance pavement
planing to the Contract specified depth or as directed by the Engineer in order to provide a
uniform sound substrate prior to paving roadways designated in the schedules according to
Section 315 of the Specifications, the requirements herein, or elsewhere in the Contract.
A. Regular and Performance Planing
The following general conditions apply to either type of cold pavement planing:
Limitations of operations for planing shall be performed according to Section 108.02

of the Specifications, other Contract specific requirements, and as specified herein.
Where the depth of planing designated in the Contract or directed by the Engineer is
2 inches or less, the Contractor shall have the option of planing the abutting lane or
shoulder on alternate days or squaring up the planing operation at the end of each
work shift. However, abutting lanes or shoulders shall be planed and squared up
regardless of planing depth prior to holidays or any temporary shutdowns.
Where the depth of planing designated in the Contract or directed by the Engineer is
greater than 2 inches in the Contract, the Contractor shall square up the planing
operation at the end of each workday or plane adjacent lanes including abutting
shoulders within the same day for the length of that day’s planing operation.
The Contractor will not be permitted to plane a portion of the width of a travel lane,
ramp, loop or shoulder and leave it unpaved and open to traffic. Abutting shoulders
may also be planed during single and multiple lane planing operations. Planing
operations shall be planned and performed to maintain positive drainage according to
Section 315.05(c) of the Specifications.
In the event an emergency or an unforeseen circumstance such as equipment failure

or breakdown occurs during the Contractor’s operations and such emergency or
unforeseen circumstance within his control prevents the Contractor from squaring up
the planed surface on adjacent lanes prior to a holiday or temporary shutdown, any
additional signage, traffic control devices or temporary markings or markers required
to protect the traveling public shall be the Contractor’s responsibility and at his
expense.
Page 48
Where uneven pavement joints exist either transversely or longitudinally at the edges
of travel lanes, the Contractor shall provide advance warning signage and traffic
control devices to inform the traveling public according to the details provided in the
Contract for the scope of operation he is performing. The cost for such advance
warning signage and traffic control devices shall be included in the cost of other
appropriate items
Where appropriate according to Contract requirements and site specific conditions,

the existing asphalt concrete layers shall be planed to permit the transition of the top
course of the asphalt concrete overlay according to the details of the ACOT-1
Standard. Any sub-courses termination may be notched into the existing pavement
or blended with the next course of pavement.
B. Performance Planing Only Limitations:
When the Contractor elects to performance plane on roadways specified to be planed to

a depth of 2 inches or less, the Contractor shall performance plane only that amount of
pavement which can be paved back within the time allowance specified herein for
completion of planing the roadway or portion of roadway. The Contractor is required to
perform pavement surface testing as specified in Section 515.04 of the Specifications to
verify the Contractor has achieved the acceptable surface texture specified in that
Section prior to opening the performance planed surface to traffic. Additional traffic
control devices and signage required for the extended pave back time allowance
specified herein for performance planing operations versus the traffic control devices
required for the pave back operations for regular pavement planing operations specified
herein shall be at the Contractor’s expense.
III. ROADWAY CLASSIFICATION LIMITATIONS
The following restrictions, based on the type of roadway, shall apply:
A. All Interstates and other Limited Access Roadways including Ramps and Loops
posted at 55 Mph or Greater
1. Regular planing and performance planing in multiple lanes
The Contractor shall plan, execute and maintain pavement planing operations to
avoid trapping water on the roadway. On roadways with a combination of 3 or 4
lanes and shoulders (i.e. 2 travel lanes and 1 or 2 shoulders in one direction)
where the travel lanes and shoulders will not be completely planed to drain prior
to the start of paving operations, planing shall be performed so that water will not
pond on the travel surface. When the Contract does not include the removal of
the shoulder at the specific roadway planing location, the Contractor shall cut
drainage outlets through the shoulder at locations the Engineer designates
(excluding curb and gutter sections) for those portions of the planed roadway that
are to be opened to traffic. The Contractor shall restore the shoulders to their
original grades once paving operations are completed, unless otherwise directed
by the Engineer. The cost for cutting and restoring roadway shoulders shall be
included in the price bid for other items of work.
On roadways with a combination of 5 or more lanes and shoulders (i.e. 3 or more

travel lanes and 2 shoulders in one direction, the extent to which the interior
lanes shall be planed will be such that the planed portions can be repaved within
the work-zone time limits unless provisions are made to mitigate the ponding of
Page 49
water (i.e., milling adjacent lane(s) and shoulders or cutting drainage outlets
through the shoulder).
Ramps and exits shall be planed in such a manner that an even longitudinal joint
(elevation difference of greater than 1 inch) is not left for vehicles to cross within
the posted speed limits in a “run on” situation. To prevent this, the Contractor
can plane ramps and exits to the extent that the joint line between new and
existing pavement crossed by traffic is traversed at an angle close to ninety (90)
degrees per the ACOT-1 Standard for temporary transverse joints or can perform
tapered planing along the ramp/exit longitudinal joint to provide a smooth
transition for vehicles to cross, or can square up ramp or exit pavement with the
adjacent mainline lane at the time of installation.
The following additional restrictions will apply to roadways where regular

pavement planing is applicable:
● The Contractor will be limited in the case of regular pavement planing,

whether in a single lane or multiple lane operation, to only that amount of
pavement that can be paved back within 24 hours of completion of planing
that roadway or portion of roadway.
● The Contractor shall pave all roadways, ramps and loops planed during the
week before that weekend.
● On roadways with a combination of 4 or more lanes and shoulders (i.e. 2 or

more travel lanes and 2 shoulders) in one direction, all travel lanes must be
paved back before the weekend. Up to two thousand five hundred (2,500)
feet of shoulder may be planed and left over the weekend provided the
portion of planed shoulder left unpaved over the weekend is paved within 24
hours after the end of the weekend period.
The following additional restrictions will apply to roadways where performance

pavement planing is planned by the Contractor:
● Performance planing may be performed in multiple lanes across the entire

widths of the lanes up 4 miles of travel lane unless otherwise stated in the
Contract. Performance planed travel lanes surfaces must be paved back
within 96 hours from the end of the performance planing operation
● Where the Contractor decides to performance plane multiple lanes, the

Contractor shall be responsible for furnishing and installing advance warning
signage and traffic control devices to inform the traveling public according to
the details provided in the Contract. Temporary pavement markings and
markers used for lane demarcation on performance planed surfaces will be
according to Section 704.04 of the Specifications and the Special Provision
for SECTION 704—PAVEMENT MARKINGS AND MARKERS included in
the Contract. The cost for such warning devices and advance signage
required by multiple lane planing operations shall be included in the cost of
other appropriate items unless otherwise specified in the Contract by a
specific pay item(s) for separate payment.
B. Non-Limited Access Roadways with an ADT of 10,000 or Greater (Traffic Group XV

and above) and a Posted Speed Limit of 45 Mph or Greater
Page 50
for SECTION 704—PAVEMENT MARKINGS AND MARKERS included in
the Contract. The cost for such warning devices and advance signage
required by multiple lane planing operations shall be included in the cost of
other appropriate items unless otherwise specified in the Contract by a
specific pay item(s) for separate payment.
B. Non-Limited Access Roadways with an ADT of 10,000 or Greater (Traffic Group XV

and above) and a Posted Speed Limit of 45 Mph or Greater

The Contractor shall plan and procede with the pavement planing operation to
avoid trapping water on the roadway. On roadways with a combination of 3 or 4
lanes and shoulders (i.e. 2 travel lanes and 1 or 2 shoulders) in one direction
where the travel lanes and shoulders will not be completely planed prior to the
start of paving operations, planing operations shall be performed so water will not
pond on the travel surface. When the Contract does not include the removal of
the shoulder, the Contractor shall cut drainage outlets through the shoulder at
locations the Engineer designates, excluding curb and gutter sections, for those
portions of the planed roadway that are to be opened to traffic. The Contractor
shall restore the shoulders to their original grades once paving operations are
completed, unless otherwise directed by the Engineer. The cost for cutting and
restoring the roadway shoulder shall be included in the price bid for other items
of work.
On roadways with a combination of 5 or more lanes and shoulders (i.e. 3 or more

travel lanes and 2 shoulders in one direction), the extent of pavement planing on
the interior lanes shall be such that the planed surface can be repaved within the
timeframe of the work-zone time limits unless provisions are made to mitigate the
ponding of water (i.e.planing adjacent lane(s) to mitigate the ponding of water).
The following additional restrictions will apply to roadways where performance

pavement planing is planned by the Contractor:
● Performance planing may be performed in multiple lanes across the entire

widths of the lanes up a total of 4 miles of travel lane unless otherwise stated
in the Contract.
● Performance planed travel lane surfaces must be paved back within 10 days
from the start of the performance planing operation.
● Where the Contractor decides to performance plane multiple lanes, the

Contractor shall be responsible for furnishing and installing advance warning
signage and traffic control devices to inform the traveling public according to
the details provided in the Contract. The cost for such warning devices and
advance signage required by multiple lane planing operations shall be
included in the cost of other appropriate items unless otherwise specified in
the Contract by a specific pay item(s) for separate payment. Temporary
pavement markings required by such operations will be handled according to
Section 704.04 and the Special Provision for SECTION 704—PAVEMENT
MARKINGS AND MARKERS included in the Contract.
The following additional restrictions will apply to roadways where regular

pavement planing is applicable:
● The Contractor will be limited whether in a single lane or multiple lane

operation, to only that amount of pavement that can be paved back within 24
hours of completion of planing that roadway or portion of roadway.
● The Contractor shall pave all roadways that have been regular planed during
the week before that weekend.
● On roadways with a combination of 4 or more lanes and shoulders (i.e. 2 or

more travel lanes and 2 shoulders in one direction, all travel lanes must be
paved back before the weekend. Up to two thousand five hundred (2,500)
feet of shoulder may be planed and left over the weekend provided the
Page 51
portion of planed shoulder left unpaved over the weekend is paved within 24
hours after the end of the weekend period.
C. All Other Roadways
1. Regular Pavement Planing (single or multiple lanes)
If the Contractor elects to perform regular pavement planing the Contractor will
be permitted to leave up to two miles of travel lane open to the traveling public
provided such planing (milling) is performed across the entire lane width. This
same total length restriction will apply in cases where multiple-lane regular
pavement planing is permitted in the Contract or allowed by the Engineer. The
Contractor will be limited in the case of regular pavement planing, whether in a
single lane or multiple lane operation, to only that amount of pavement that can
be paved back within 96 hours of completion of planing that roadway or portion of
roadway.
2. Performance Pavement Planing
When the Contractor elects to performance plane roadways specified to be

planed to a depth of 2 inches or less, the Contractor shall plane only the amount
of pavement that can be paved back within 14 calendar days of completion of
planing that roadway or portion of roadway. The Contractor is required to
perform pavement surface testing as specified in Section 515.04 of the
Specifications to verify the Contractor has achieved the acceptable surface
texture prior to opening the performance planed surface to traffic. The additional
traffic control devices and signage required for the 14 calendar day pave back
operation allowance for performance planing operations shall be at the
Contractor’s expense.
Temporary pavement markings required by such operations will be handled

according to Section 704.04 and the Special Provision for SECTION 704—
PAVEMENT MARKINGS AND MARKERS included in the Contract.
Roadways on which the roadway edges (i.e. edge milling) are to be planed shall
be paved back within 10 days from the completion of the planing operation.
Measurement and payment will be according to Section 515.05 of the Specifications.
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Special Provision for Asphalt Concrete
Scratch/Leveling Course Prior to Plant Mix
Overlay
Page 53
SP315-000210-00

ASPHALT CONCRETE SCRATCH/LEVELING COURSE PRIOR TO PLANT MIX OVERLAY
September 24, 2015; Reissued July 12, 2016
I. DESCRIPTION
This work shall consist of scratching and/or leveling a crack sealed, scabbed or distorted pavement
surface (milled or unmilled) with the appropriate asphalt mixes in areas designated by the Engineer.
This work is applicable only to the routes or areas designated to be overlaid in this contract and
where the Engineer has authorized the limits for scratching/leveling. This work will be accomplished
prior to the overlay paving operation. After the scratching/leveling, the Contractor will be responsible
for maintaining the prepared surface until the overlay has been completed.
Definitions: For the purpose of the Specifications surface preparation is defined as the following:
TYPE I - A localized scratch/level of the pavement, including crack sealed, distorted or

scabbed areas, no more than 50 percent of the surface area to be overlaid in each
distinct paving site/location on the contract.
TYPE II - A widespread scratch/level of the pavement, including crack sealed, distorted or

scabbed areas, more than 50 percent of the surface to be overlaid in each distinct
paving site/location on the contract.
II. MATERIALS
Asphalt concrete scratch and/or leveling material shall be the surface mix asphalt designated in the
contract or as approved by the Engineer. SMA should not be used as a scratch/leveling course
material. Limestone mixes (L) may be used in leveling courses when approved by the Engineer.
Tack coat shall conform to Section 210 of the Specifications and be the same material as used for
the final surface course.
III. PROCEDURES
For surfaces that will receive a direct overlay, the Engineer will designate the limits of surface area
for scratch/leveling course to be achieved prior to beginning the work. For pavements that are milled,
the Engineer will identify and designate the limits of surface area for scratch/leveling course to be
placed as the work progresses, with communication(s) frequency and method(s) agreed upon before
the work begins.
Areas designated for scratch/leveling course shall be thoroughly cleaned prior to applying tack coat.
A tack coat shall be applied to all exposed surfaces of the area which will receive asphalt material
according to Section 310 of the Specifications.
The Contractor shall utilize the mix and type of asphalt for scratch/leveling course according to
Section II Materials that he shall use with that route’s overlay unless otherwise approved by The
Engineer. Asphalt material shall be placed in a lift of no more than 2 inches in depth; typical lifts are
approximately 1 inch in depth. After each lift, it shall be compacted with equipment according to
Section 315.03(c) using a minimum of 3 passes of a minimum 8 ton roller. Density testing will not be
Page 54
required. Care shall be taken to ensure the surface of the finished repaired area conforms to the
grade of the surrounding pavement.
When the bid proposal contains a pay item, corresponding to any of the types below, specified in the
“Schedule of Items”; that type of scratch/leveling course will include the work designated in the
corresponding type’s description and be paid for according to the price designated by the bidder. If
the bid proposal contains no pay item for the type of scratch/leveling course as described herein,
such as may be discovered in the field; that scratch/leveling course shall meet the definition of
Section I and will be measured and paid for according to the following:
Scratch/Leveling Course Type I will be measured in tons of asphalt material and paid for at
the rate of two times the contract unit bid price per ton of the mix type(s) of asphalt authorized
by the Engineer. This price shall include preparing the area, furnishing and applying tack coat,
furnishing and applying asphalt material, and compaction.
Scratch/Leveling Course Type II will be measured in tons of asphalt material and paid for at
the rate of one and one-half times the contract unit bid price per ton of the mix type(s) of
asphalt authorized by the Engineer. This price shall include preparing the area, furnishing and
applying tack coat, furnishing and applying asphalt material, and compaction.
When included in the “Schedule of Items”, payment will be made under:
Pay Item Pay Unit

Scratch/Level Type I Tons
Scratch/Level Type II Tons
Page 55
Page 56
Special Provision for Sealing Cracks In
Asphalt Concrete Surfaces Or Hydraulic
Cement Concrete Pavement
Page 57
SP315-000200-00

SEALING CRACKS IN ASPHALT CONCRETE SURFACES OR
HYDRAULIC CEMENT CONCRETE PAVEMENT
October 19, 2014; Reissued July 12, 2016
I. DESCRIPTION
This Specification covers the cleaning and sealing of cracks with Type A material for pavements
which will not be overlaid with asphalt concrete (AC) within one year. Type B material shall be
used to fill cracks in AC surfaces or hydraulic cement pavement (HCC) joints or cracks that will be
overlaid within one year. Type C material shall be used to fill cracks in AC surfaces that may or
may not be overlaid within one year. The Contract will designate which sites are to use each
material.
In addition, this Specification covers the routing (Type C only), cleaning and sealing of cracks in
existing surfaces including, but not limited to, cracks along the longitudinal joint(s) between lanes.
Cracks ranging in width from 1/8 inch to 1 ½ inches shall be sealed. Cracks that exceed 1 ½
inches are not included in this contract.
II. MATERIALS
All sealant materials shall be certified or tested and approved by the Department before being
incorporated into the work. Where installation procedures or any part thereof are required to be
according to recommendations of the manufacturer of sealant compounds, the Contractor shall
submit catalogue data and copies of recommendations to the Engineer prior to installation of the
materials for review and approval. All such recommendations shall be adhered to unless directed
otherwise by the Engineer.
TYPE A
The crack sealant shall be of the following type and shall meet all the requirements of ASTM D-
6690 and exceed all requirements of AASHTO M-173 and Federal Specification SS-S-164:
A HOT-POURED MODIFIED ASPHALT RUBBER WITH GRANULATED CRUMB RUBBER

AND LATEX PLASTICIZERS. The proportions of the materials, by weight, shall be up to 80
percent maximum asphalt and up to 25 percent maximum crumb rubber.
The crumb rubber shall be 100 percent vulcanized rubber and meet the following gradation
requirement:
Sieve Percent Passing
No. 10 100%
No. 40 0-40%
TYPE B
Type B material shall consist of PG 64H-22 and polyester fibers from the Materials Division
Manual of Instructions approved list of Stabilizers for Asphalt Mixtures (fibers only). The
Contractor shall provide the PG 64H-22 suppliers data for heating. Fibers shall not exceed 5
percent by weight. Fiber loading will be determined at the project site in order to
Page 58
minimize/eliminate the need for over banding as described. The fiber loading will be approved by
the Engineer.
TYPE C
Type C material shall consist of PG 64H-22 and polyester fibers from the Materials Division
Manual of Instructions approved list of Stabilizers for Asphalt Mixtures (fibers only) at 5 percent
by weight. The Contractor shall provide the PG 64H-22 suppliers data for heating.
III. EQUIPMENT
Proper sealing equipment must be used for the specific material listed according to the
manufacturer's recommendations for the Sealant specified. The equipment for hot applied
sealant compounds shall be a melting kettle of double boiler, indirect heating type, using oil as a
heat-transfer medium. The kettle shall have an effective mechanically operated agitator, a re-
circulation pump and shall be equipped with a positive thermostatic temperature control which
shall be checked for calibration before beginning work. The unit shall be capable of maintaining
the specified mixing temperature within 10 degrees F. Manufacturer's recommendations for
mixing and application temperatures shall be followed with the latter being measured at the
nozzle of the applicator wand. Overheating or direct heating of the sealant material shall not be
permitted. The hoses, connectors and applicator wand shall all be insulated.
IV. CONSTRUCTION
The sealant shall not be placed when the ambient or pavement temperatures fall below 45
degrees F, or when moisture is present in the crack to be sealed.
Prior to sealing, cracks shall be thoroughly cleaned as approved by the Engineer using an oil free
hot air blasting heat lance capable of a velocity of 3000 fps at 3000 degrees F. Cracks shall be
cleaned such that all dirt, debris, moisture and other foreign materials that will prevent bonding of
the sealant are removed to a minimum depth of 1 inch. All foreign material (i.e., dirt, grass, rocks)
shall be removed from the pavement to prevent re-contamination of the crack. Cracks shall be
completely dry before sealing. Any crack not meeting the approval of the Engineer shall be re-
cleaned and dried.
The sealant shall be pumped directly into the crack from the heater-melter unit at the temperature
specified by the manufacturer immediately following the cleaning of each crack. Cracks shall
be sealed in the following manner as approved by the Engineer:
TYPE A - Cracks shall be filled from the bottom up in a continuous manner such that the
crack is completely filled level with the pavement surface, and the sealant shall overlay the
crack at the pavement surface leaving a maximum “over-banded" appearance of 1-inch wide
on each side of the crack. The material shall not continue to flow beyond these limits once a
crack is sealed. The height of the sealant above the pavement surface shall not exceed 1/8
inch. For this method of sealing, the applicator wand shall be equipped with a shoe that will
produce the extruded over-band as well as completely fill the crack.
TYPE B - Cracks shall be filled from the bottom up in a continuous manner such that the
crack is completely filled level with the pavement surface. The sealant may overlay the
surface on each side of the by no more than ½ inch or leave a no “over-banded" appearance.
The material shall not continue to flow beyond these limits once a crack is sealed. The height
of the sealant above the pavement surface shall not exceed 1/8 inch. For this method of
sealing, the applicator wand shall be equipped with a shoe that will minimize the extruded
over-band as well as completely fill the crack.
Page 59
TYPE C – Prior to sealing, the cracks shall be routed to a minimum depth of 1 inch and to a
minimal width of ½ inch. Cracks shall be filled from the bottom up in a continuous manner
such that the crack is completely filled level with the pavement surface, and the sealant shall
overlay the crack at the pavement surface leaving a no “over-banded" appearance. The
material shall not continue to flow beyond these limits once a crack is sealed. The height of
the sealant above the pavement surface shall not exceed 1/8 inch.
Prior to the start of each day’s operation, the applicator wand and hose shall be heated per the
equipment manufacturer’s recommendations and the material in the heater-melter unit re-
circulated.
The applicator wand shall be returned to the mixing unit and the sealant material re-circulated
immediately upon completion of each crack sealing.
Any crack in hydraulic cement concrete pavement which cannot be filled due to the sealant
draining into a large void, shall be plugged with a suitable material (i.e. backer rod) approved by
the Engineer prior to the project, and then filled. After being plugged, recleaning of the crack may
be required prior to filling with sealant.
During the heating and application of the crack sealing material, the temperature of the material
shall be measured and recorded on two hour intervals by the Contractor. For Type A material,
the material shall never be heated over 420 degrees F. For Type B and C material, the material
shall not be heated above 375 degrees F. Any material heated above these temperatures shall
be discarded (i.e. all material in the heater-melter unit) and not paid for by the Department.
Additionally, if the material becomes lumpy or has poor flow at elevated temperature, then the
material shall be discarded (i.e. all material in the heater-melter unit) and not paid for by the
Department.
Traffic shall be kept off the pavement surface until the crack sealant has cured to the point it will
not track or be distorted by traffic. The Contractor shall replace, at his or her expense, any
sealant that pulls out within 96 hours after opening the pavement to traffic.
V. METHOD OF MEASUREMENT
METHOD A – CONVERSION APPROACH
Sealant for cracks or joints will be measured by the pound. At the beginning of each workday, the
Engineer, or his or her appointed representative, shall measure the amount of material in the
heater-melter unit and log all additional material added during the day, and measure the amount
of material remaining in the heater-melter to determine the total poundage used for that day. No
payment will be made for waste material.
For the purpose of converting the liquid material in the heater-melter unit from gallons to pounds,
the Contractor shall use a calibrated measuring rod to determine the actual quantity of material in
gallons, and same shall be converted to pounds taking into consideration the temperature of the
material at the time of measurement. A chart or other approved conversion method furnished by
the sealant material manufacturer/supplier shall be used to perform the conversion from gallons
to pounds.
METHOD B – DIRECT MEASUREMENT APPROACH
Sealant for cracks or joints will be measured by the pound. At the beginning of each workday, the
Contractor shall provide the Engineer the certified weight of the heater-melter unit. During the
day’s operation, the Engineer will log all additional material added to the heater-melter unit. At
the end of the day’s operation, the Contractor shall provide the Engineer the certified weight of
the heater-melter unit including the unused material in the heater-melter unit. The Engineer will
Page 60
determine the pounds of material applied for payment purposes. No payment will be made for
waste material.
VI. BASIS OF PAYMENT
TYPE A and B
Crack Sealant/Filler will be paid for at the contract unit price per pound, which price shall be full
compensation for providing the sealant/filler, complete-in-place, including cleaning and sealing
the cracks and for all tools, labor, equipment, materials and incidentals related fully completing
the installation.
TYPE C
Crack /Sealant/Filler will be paid for at the contract unit price per pound, which price shall be full
compensation for providing the sealant/filler, complete-in-place, including routing, cleaning and
sealing the cracks and for all tools, labor, equipment, materials and incidentals related fully
completing the installation.
Pay Item Pay Unit
Crack Sealant/Filler (Type A) Pound

Crack Sealant/Filler (Type B) Pound
Crack Sealant/Filler (Type C) Pound
Page 61
Page 62
Special Provision for Density Determination
Page 63
SP315-000100-01

DENSITY DETERMINATION
November 22, 2016
SECTION 315—ASPHALT CONCRETE PAVEMENT of the Specifications is amended as follows:
Section 315.04—Placement Limitations is amended to add the following:
Density: Methods for acceptance and payment of in-place density will be determined according to
Table III-2A, and performed as described herein.
TABLE III-2A
Density Acceptance Methods
Minimum
roadway
Density Acceptance pavement
Method to be used Route type Traffic Group width
Method ‘A’ (plugs or • All intersate & limited XIII and higher 20’
cores) access primary (>=5,000 ADT)
• Primary & secondary with
minimum traffic & width
Method ‘B’ (nuclear • Primary & secondary not XII and lower n/a
guage) meeting minimum traffic & (< 5,000 ADT)
width
Section 315.05(e)—Density is amended to replace the first and second paragraph of 1 with the
following:
1. Contractor Quality Control – roller patterns, control strips, and test sections
The Contractor shall perform roller pattern and control strip density testing on
surface, intermediate, and base courses in accordance with the requirements of
VTM-76. The Contractor shall have a certified Asphalt Field Technician II perform
all density testing.
Density shall be determined with a thin-lift nuclear gauge conforming to VTM-81 or

from the testing of plugs/cores taken from the roadway where the mixture was
placed. Density test locations shall be marked and labeled according to VTM-76.
When acceptance testing is performed with a nuclear gauge, the Contractor shall
have had the gauge calibrated within the previous 12 months by an approved
calibration service. In addition, the Contractor shall maintain documentation of
such calibration service for the 12-month period from the date of the calibration
service. The required density of the compacted course when tested with a nuclear
gauge shall not be less than 98.0 percent and not more than 102.0 percent of the
target control strip density.
Section 315.05(e)—Density is amended to replace TABLE III-3 with the following:
Page 64
have had the gauge calibrated within the previous 12 months by an approved
calibration service. In addition, the Contractor shall maintain documentation of
such calibration service for the 12-month period from the date of the calibration
service. The required density of the compacted course when tested with a nuclear
gauge shall not be less than 98.0 percent and not more than 102.0 percent of the
target control strip density.
TABLE III-3
Minimum Control Strip Density Requirements
Min. Control Strip Density (%)1
Mixture Type
SM-9.5A, 12.5A 92.5
SM-9.5D, 12.5D 92.5
SM-9.5E, 12.5E 92.5
IM-19.0A, IM-19.0D, IM-19.0E 92.2
BM-25.0A, BM-25.0D 92.2
1The control strip density requirement is the percentage of theoretical maximum density
of the job-mix formula by SUPERPAVE mix design or as established by the Engineer
based on two or more production maximum theoretical density tests.
TABLE III-4
Payment Schedule for Failing Control Strips
% TMD % of Payment
90.0-92.2/92.51 95
88.0-89.9 90
Less than 88.0 75
1 For SM-9.5 and SM-12.5 mixes, the minimum density value is 92.5% per
Table III-3. For IM-19.0 and BM-25.0 mixes, the minimum density value
is 92.2 per Table III-3.
Section 315.05(e)1.a. Control Strip is amended to replace the last paragraph with the following:
The control strip shall be considered a lot. If the control strip density
conforms to the requirements specified in Table III-3, the Engineer will
consider the control strip to be acceptable and the control strip density
shall become the target control strip density.
If the Engineer determines that the control strip requirements in Table III-
3 cannot be met due to in-situ pavement conditions, Method ‘B’ will be
used for acceptance and payment and density adjustments will be waived.
Otherwise, if the density does not conform to the requirements specified

in Table III-3, the tonnage placed in the control strip and any subsequent
paving prior to construction of another control strip will be paid for in
accordance with Table III-4. The Contractor shall take corrective action to
comply with the density requirement specified in Table III-3.
Section 315.05(e)1.b Test section (lot) is replaced with the following:
Page 65
Otherwise, if the density does not conform to the requirements specified
in Table III-3, the tonnage placed in the control strip and any subsequent
paving prior to construction of another control strip will be paid for in
accordance with Table III-4. The Contractor shall take corrective action to
comply with the density requirement specified in Table III-3.
Section 315.05(e)1.b Test section (lot) is replaced with the following:
b. Test section (lot): For the purposes of both contractor quality control and
for determining acceptance, the Engineer will consider each day’s
production as a lot unless the paving length is less than 3,000 linear feet
or greater than 7,500 linear feet, irrespective of the method of acceptance
(Method ‘A’ (cores/plugs) or Method ‘B’ (nuclear guage)). When paving is
less than 3,000 feet, that day’s production will be combined with the
previous day’s production or added to the next day’s production to create
a lot as described below.
The standard size of a lot will be 5,000 linear feet (five 1,000 foot sublots)
of any pass 6 feet or greater made by the paving train for the thickness of
the course. If the Engineer approves, the lot size may be increased to
7,500 linear foot lots with five 1,500 foot sublots when the Contractor’s
normal daily production exceeds 7,000 feet. Pavers traveling in echelon
will be considered as two passes. When a partial lot occurs at the end of
a day’s production or upon completion of the project, the lot size will be
redefined as follows:
● If the partial lot contains one or two sublots, the sublots will be
added to the previous lot.
● If the partial lot contains three or four sublots, the partial lot will be
redefined to be an entire lot.
The Contractor shall test each lot for density by taking a nuclear density
gauge reading from two random test sites selected by the Engineer within
each sublot. When saw plugs or cores are used to determine acceptance,
a single test site per sublot will be selected by the Engineer. Test sites will
not be located within 12 inches of the edge of any application width for
surface and intermediate mixes or within 18 inches of the edge of any
application width for base mixes.
The Engineer will compare the average of the sublot density

measurements to the target nuclear density, or for plugs and cores, to the
target percent of theoretical maximum density achieved on the control strip
to determine the acceptability of the lot. The Contractor shall immediately
institute corrective action if two consecutive sublots produce density
results less than 98% or more than 102% of the target control strip density.
Longitudinal joints shall also be tested for density using a nuclear density
gauge at each test site in the sublot. For surface and intermediate mixes,
the edge of the gauge shall be placed within 4 inches of the joint. For base
mixes, the edge of the gauge shall be placed within 6 inches of the joint.
The Contractor shall not place the gauge over top of the joint. The joint
density value shall be recorded. The Contractor shall report to the
Engineer and institute corrective action if a single longitudinal joint density
reading is less than 95 percent of the target control strip density.. The
Engineer will not use the values obtained from the joint readings in
payment calculation. The Contractor shall furnish the test data developed
during the day’s paving to the Engineer by the end of the day’s operations.
Section 315.05(e)—Density is amended to include the following:
3. Density Acceptance & Payment
Page 66
reading is less than 95 percent of the target control strip density.. The
Section 315.05(e)—Density is amended to include the following:
3. Density Acceptance & Payment

a. Method ‘A’ (plugs or cores)
For all interstate and limited access routes, and for primary and secondary
routes in Traffic Group XIII or greater (ADT 5,000) and a minimum of 20’
in width, field density will be determined for acceptance and payment using
plugs or cores.
The Contractor shall perform acceptance testing for density for each sublot
by obtaining one plug, defined as a sawed 4 inch by 4 inch specimen, or
one 4-inch-diameter core, at a single random test site selected by the
Engineer. (note: more than one plug or core can be taken in the event the
original sample is damaged)
The sub-lot site shall be marked as described in VTM-76. The bulk specific
gravity of the plugs or cores shall be determined in accordance with VTM-
6. The density of the plugs or cores shall be determined in accordance
with VTM-22, excepting that the daily Rice values obtained by the
contractor for the mix will be used for calculating percent density (instead
of using the 5-day running average as noted in VTM-22).
Plugs or cores shall be taken from the pavement and bulked in the
presence of the Engineer unless otherwise approved. The Department
reserves the right to have the plugs or cores bulked on the project site. In
the event of any uncertainty around the bulking procedures or results, the
Department further reserves the right to re-bulk the samples. The
Contractor will have the right to witness the re-bulking. The Contractor will
be responsible for maintaining the cores until approved for disposal by the
Department.
The Contractor shall number sublot test sites sequentially per lot, mark
these on the pavement, fill them with the paving mixture, and compact
them prior to the completion of each day of production.
The Contractor shall clean and straighten any irregular edges prior to filling
and compacting. Liquid tack material shall be applied so it visibly covers
all plug or core hole surfaces (sides, bottom, etc.). Hot mix asphalt paving
mixture available on the same day of paving, or other permanent patching
material as approved by the Engineer, shall be placed into the plug or core
hole and compacted with a minimum of a 10-lb weighted hand tool or
greater compactive effort with rollers or other equipment available on-site
and approved by the Engineer.
The tonnage of each lot will be based on the lot’s width and length and the
mixture application rate as designated in the Contract or as revised by the
Engineer. Payment will be made in accordance with the requirements of
Table III-4A.
If a minimum of 80% of each lot’s core/plug samples is no lower than

92.5% of TMD for Surface Mixes and 92.2% of TMD for Intermediate and
Base Mixes and the lot average results in 100% payment, then the
Engineer will increase the unit bid price for AC mixture by five (5)
percent.
TABLE III-4A
Payment Schedule for Surface, Intermediate and Base Courses
Page 67
If a minimum of 80% of each lot’s core/plug samples is no lower than
92.5% of TMD for Surface Mixes and 92.2% of TMD for Intermediate and
Base Mixes and the lot average results in 100% payment, then the
Engineer will increase the unit bid price for AC mixture by five (5)
percent.
TABLE III-4A
% TMD % of Payment
92.22/92.53 – 96.5 100
90.0 – 92.12/92.43 95
88.0 – 89.9 90
Less than 88.0 75
1For BM-25.0 HMHB(+0.4), the maximum TMD percentage shall be
98%.
2For Intermediate and Base Mixes, the minimum TMD percentage is
92.2 per Table III-3

3For Surface Mixes, the minimum TMD percentage is 92.5% per Table
III-3
The Engineer at any time on any project may perform lot density
verification testing. Lot density verification is performed by testing plugs
or cores. The Contractor shall be responsible for taking plugs or cores for
testing. The Engineer will perform verification testing of the plugs or cores
per the VDOT Manual of Instructions Section 503.03 – Verification Density
Testing. If the Contractor disputes either the density of the plugs or cores
determined or the resulting pay factor does not provide for at least 100%
payment of the unit bid price, then the Contractor may request the referee
procedure to be invoked as outlined in Section 503.03(a)(1) of the Manual
of Instructions. Payment for that lot will be in accordance with Table III-
4A.
reading is less than 95 percent of the target control strip density. The
b. Method ‘B’ (nuclear guage)
For all primary and secondary routes in Traffic Group XII and below (ADT
less than 5,000) or width less than 20’, field density will be determined for
acceptance and payment using a nuclear guage.
The Contractor shall test each lot for density by taking a nuclear density
gauge reading from two random test sites selected by the Engineer within
each sublot. Test sites will not be located within 12 inches of the edge of
any application width for surface and intermediate mixes or within 18
inches of the edge of any application width for base mixes.
The Engineer will compare the average of the sublot density

measurements to the target nuclear density, or for cores, to the target
percent of theoretical maximum density achieved on the control strip to
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determine the acceptability of the lot. Once the average density of the lot
has been determined, the Engineer will not allow the Contractor to provide
additional compaction to raise the average. The Contractor shall
immediately institute corrective action if two consecutive sublots produce
density results less than 98% or more than 102% of the target control strip
density.
reading is less than 95 percent of the target control strip density. The
The tonnage of each lot will be based on the lot’s width and length and the
mixture application rate as designated in the Contract or as revised by the
Engineer. Payment will be made in accordance with the requirements of
Table III-4B.
The Engineer at any time on any project may perform lot density
verification testing. Lot density verification is performed by testing plugs
or cores. The Contractor shall be responsible for taking plugs or cores for
testing. The Engineer will perform verification testing of the plugs.
TABLE III-4B
Payment Schedule for Lot Densities
% of Target Control Strip Density % of Payment
98.0 to 102.0 100
Less than 96.0 75
On surface, intermediate, and base mixes, the Contractor shall take two
plugs or cores per Verification, Sampling and Testing (VST) lot at locations
selected by the Engineer. If the Engineer determines the density of the
plugs or cores does not conform to the requirements for the lot in question
or the same payment percentage determined by the Contractor’s testing
for that lot, then the Contractor may request the referee procedure to be
invoked. The Contractor shall take one additional plug or core from the
remaining sublots. Payment for that lot, based on the results of the initial
two plugs or cores or referee procedure, will be in accordance with the
specifications in Table III-4 on the basis of the percentage of the control
strip bulk density achieved.
Section 315.05(e)2—Surface, intermediate, and base courses is replaced with the following:
Page 69
for that lot, then the Contractor may request the referee procedure to be
invoked. The Contractor shall take one additional plug or core from the
remaining sublots. Payment for that lot, based on the results of the initial
two plugs or cores or referee procedure, will be in accordance with the
specifications in Table III-4 on the basis of the percentage of the control
strip bulk density achieved.
Section 315.05(e)2—Surface, intermediate, and base courses is replaced with the following:
2. Surface, intermediate, and base courses not having a sufficient quantity of

material to run a roller pattern and control strip shall be compacted to a minimum
density of 92.5 percent of the theoretical maximum density as determined in
accordance with the requirements of VTM-22. The Contractor shall be responsible
for cutting cores or sawing plugs for testing by the Department. One set of plugs
or cores shall be obtained within the first 20 tons of small quantity paving and every
100 tons thereafter for testing by the Department. Plug or core locations shall be
randomly selected. If the density is determined to be less than 92.5 percent, the
Engineer will make payment in accordance with the requirements of Table III-5.
TABLE III-5
(Not sufficient quantity to perform density roller pattern and control strip)
% TMD % of Payment
90.2-92.4 95
88.3-90.1 90
Less than 88.2 75
Any section in which a mixture (e.g., SM-9.0) is being placed at an application rate
of less than 125 pounds per square yard (based on 110 pounds per square yard
per inch) that does not have a sufficient quantity of material for a roller pattern and
control strip shall be compacted by rolling a minimum of three passes with a
minimum 8-ton roller. The Engineer will not require density testing.
For asphalt patching, the minimum density of 92.5 percent of the maximum
theoretical density will be determined in accordance with the requirements of VTM-
22. The Contractor is responsible for cutting cores or sawing plugs. One set of
cores or plugs shall be obtained within the first 20 tons of patching material and
every 100 tons thereafter for testing by the Contractor or the Department. The
Engineer will randomly select plug or core locations. If the density is less than the
92.5 percent, payment will be made on the tonnage within the 20 or 100 ton lot in
accordance with the requirements of Table III-5.
Section 315.05(g)—Density is amended to replace the first and second paragraphs with the following:
(g) Rumble Strips: This work shall consist of constructing rumble strips on mainline shoulders
of highways by cutting 1/2-inch-deep concave depressions into existing asphalt concrete
surfaces as shown on the VDOT Standards Drawings and as directed by the Engineer.
Rumble strips shall be installed according to the details of the RS-1 (shoulders) or RS-3
(centerline) Standard Drawings. The Contractor shall demonstrate to the Engineer the
ability to achieve the desired surface regarding alignment, consistency, and conformity with
these specifications and the Standards Drawings prior to beginning production work on
mainline shoulders. The test site shall be approximately 25 feet longitudinally at a location
mutually agreed upon by the Contractor and Engineer.
315.07(b) Finished Grade Tolerance is amended to replace the first paragraph with the following:
(b) Finished Grade Tolerance: After placement of the final pavement layer, finished grade
elevations shall be within +/–0.04 foot of the elevations indicated in the plans unless
otherwise specified, provided that the actual cross slope does not vary more than 0.20
percent from the design cross slope indicated in the plans and the pavement thickness
conforms to the thickness tolerances specified herein.
315.08—Measurement and Payment is amended to replace “Rumble strips” with the following:
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(b) Finished Grade Tolerance: After placement of the final pavement layer, finished grade
elevations shall be within +/–0.04 foot of the elevations indicated in the plans unless
otherwise specified, provided that the actual cross slope does not vary more than 0.20
percent from the design cross slope indicated in the plans and the pavement thickness
conforms to the thickness tolerances specified herein.
315.08—Measurement and Payment is amended to replace “Rumble strips” with the following:
Rumble strips will be measured in linear feet and will be paid for at the contract unit price per
linear foot of shoulder where the rumble strips are actually placed and accepted, excluding the test
site. This distance will be measured longitudinally along the edge of pavement with deductions for
bridge decks, acceleration/deceleration lanes, surface drainage structures, and other sections
where the rumble strips were not installed. This price shall be full compensation for installation,
cleaning up debris and disposal of waste material. The test site will not be measured for payment
but shall be included in the unit price for rumble strip.
315.08—Measurement and Payment is amended to replace “Saw-cut asphalt concrete pavement”

with the following:
Saw-cut asphalt concrete pavement will be measured in linear feet for the depth specified and
will be paid for at the contract unit price per foot, which price shall be full compensation for saw-
cutting the asphalt pavement to the depth specified.
These prices for asphalt shall also include heat stabilization additive, furnishing samples, and
maintaining traffic.
315.08—Measurement and Payment is amended to delete “Patching”.
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Page 72
Special Provision for Trench Widening Asphalt
Mixtures BM-25.0(T), IM-19.0D(T) or IM-19.0A(T)
Page 73
SP315-000140-00

TRENCH WIDENING ASPHALT MIXTURES
BM-25.0(T), IM-19.0D(T) or IM-19.0A(T)
July 12, 2016
SECTION 315—ASPHALT CONCRETE PAVEMENT of the Specifications is amended as follows:
Section 315.01—Description is amended to include the following:
Certain routes in the Contract are designated to use asphalt concrete type BM-25.0(T), IM-
19.0A(T) or IM-19.0D(T). Those routes are referred to herein as trench widening routes.
Section 315.02—Materials is amended to add the following:
(f) Trench widening route materials shall conform to Section 211 of the Specifications. IM-
19.0A shall be used for IM-19.0A(T) and IM-19.0D shall be used for IM-19.0D(T). Where
BM-25.0(T) is designated, either BM-25.0A or BM-25.0D shall be used by the Contractor.
Section 315.05(e)2 Surface, Intermediate and Base Courses is amended to include the following:
Trench Widening Routes — The minimum lift density as determined according to VTM-22 is
based on the type of trench widening as defined below and specified in the Contract. Where
trench widening is 2 foot in width compaction may be performed with small single drum walk-
behind rollers or other mechanical means acceptable to the Engineer at the Contractor’s
discretion.
Type 1 — Paved Shoulder Only:
Trench widening routes where the widening will serve as a paved shoulder and will
not be subjected to constant traffic: The painted edge line will not be on the trench
widening. The minimum density requirement will not be enforced. Steel double drum
rollers weighing no less than 8 tons shall perform compaction of the asphalt concrete. No
less than five passes shall be completed.
Type 2 — Widened Travel Lane and Paved Shoulder:
Trench widening routes where the widening will serve as a wider travel lane and
paved shoulder that will be subjected to traffic: The widening will not include removal
of existing travel lane pavement, i.e., inside the edge line marking. The painted edge line
will be on the trench widening. The minimum density of 91.5 percent shall be enforced.
Type 3 — Repaired Travel Lane and Paved Shoulder:
Trench widening routes where the widening will include a portion of the existing
travel lane, serve as a paved shoulder and will be subjected to traffic as a part of
the travel lane: The widening will include removal of existing pavement (i.e. inside the
edge line marking). The painted edge line will be on the trench widening. The minimum
density of 91.5 percent will be enforced.
Where density requirements apply, the Contractor is responsible for cutting cores or sawing plugs
for density testing. One set of plugs/cores per course of material shall be obtained within the first
500 linear feet and every 2,500 linear feet thereafter of the trench widening route for testing by
Page 74
the Contractor or the Department. Core/plug locations shall be randomly selected within each
section. If the density achieved is less than 91.5 percent for the Type 2 or 3 trench widening
routes, payment will be made on the theoretical tonnage within the 500 or 2,500 linear feet lot
according to Table III-5 of the Specifications.
Section 315.05—Procedures is amended to include the following:
(i) Trench widening routes shall be widened by trenching on one or both sides of the existing
roadway and placing BM-25.0(T), IM-19.0A(T) or IM-19.0D(T) commensurate with the
required width and depth specified for that route.
Any remaining material, after final grading, shall be classified as excess material, and will be
disposed of according to Section 106.04 of the Specifications or as directed by the Engineer.
The trench shall be shaped to have vertical sides, the width, depth and type as specified in
the Contract (2-foot minimum to 6-foot maximum width), be free of excess material, and shall
be tacked against the existing pavement side before BM-25.0(T), IM-19.0D(T) or IM-19.0A(T)
is placed.
The Contractor shall ensure that disruption to driveways, entrances, mail boxes and
intersections are minimized and that precautions are taken to ensure that roadway drainage
does not pond on the roadway surface.
Section 315.08 Measurement and Payment is amended to include the following:
Asphalt Concrete Type BM-25.0(T), IM-19.0A(T) or IM-19.0D(T) will be measured in tons and
will be paid for at the contract unit price per ton, which price bid shall include furnishing and
placing the BM-25.0(T), IM-19.0A(T) or IM-19.0D(T) mix, trenching, tack grading and disposal of
excess material.
Pay Item Pay Unit
Asphalt Concrete Type BM-25.0(T) Ton

Asphalt Concrete Type IM-19.0A(T) Ton
Asphalt Concrete Type IM-19.0D(T) Ton
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Page 76
Special Provision for Rideability
Page 77
SP315-070100-01

RIDEABILITY
(For Asphalt Concrete Pavement)
August 3, 2017
I. Description
For pavements designated in the Contract, the final ride quality acceptance will be based on the
lowest average International Roughness Index (IRI) for each 0.01-mile section produced by a
minimum of two test runs, using a South Dakota style road profiling device and reported for each
travel lane. The device shall measure both wheelpaths with laser height sensing instruments. The
Department will conduct the testing within 30 calendar days from Contractor’s written request for
testing following the completion of the final surface course and final pavement striping over the
designated section. If temporary pavement marking is placed and the lanes are clearly delineated
over the completed final surface course, the Contractor may request ride testing in writing and the
Department will conduct testing within 30 calendar days from the request. The Department will
conduct the testing as soon as possible upon receipt of the Contractor’s testing request, providing the
Contractor can arrange unimpeded access to the paved surface for constant highway speed test
runs. Testing will be conducted according to VTM–106.
II. Acceptance
An IRI number in inches per mile will be established for each 0.01-mile section for each designated
lane. The last 0.01-mile (52 feet) section before a bridge, the first 0.01-mile (52 feet) section after a
bridge, and the beginning and end 0.01-mile (52 feet) sections of the final surface will not be subject
to a pay adjustment.
Areas excluded from testing by the road profiling device will be tested using a 10-foot straightedge.
The variation of the surface from the testing edge of the straightedge between any two contacts with
the surface shall not be more than 1/4 inch. Humps and depressions exceeding the specified
tolerance shall be subject to correction as directed by the Engineer, at no additional cost to the
Department.
1. Incentive-disincentive projects
A. General
Tables A and B provide the acceptance quality of pavement based on the finished rideability
for interstate and non-interstate roadways.
TABLE A
INTERSTATE SYSTEM
IRI After Completion Pay Adjustment
(Inches Per Mile) (Percent Pavement Unit Price)
45.0 and Under 115
45.1-55.0 110
55.1-70.0 100
70.1-80.0 90
80.1-90.0 80
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A. General
Tables A and B provide the acceptance quality of pavement based on the finished rideability
for interstate and non-interstate roadways.
TABLE A
INTERSTATE SYSTEM
45.0 and Under 115
45.1-55.0 110
55.1-70.0 100
70.1-80.0 90
80.1-90.0 80
90.1-100.0 70
100.1-120.0 60 or Subject To Corrective Action
120.1-140.0 40 or Subject to Corrective Action
140.1-160.0 20 or Subject to Correction Action
Over 160.0 0 or Subject to Corrective Action
TABLE B
NON-INTERSTATE SYSTEM
55.0 and Under 115
55.1-65.0 110
65.1-80.0 100
80.1-90.0 90
90.1-100.0 80
100.1-110.0 70
110.1-130.0 60 or Subject To Corrective Action
Over 170.0 0 or Subject to Corrective Action
The Engineer reserves the right to require corrective action according to Tables A and B.
The method of correction shall be reviewed for approval by the Engineer and correction shall
be performed at the Contractor’s expense.
Corrections to the riding surface of Asphalt Concrete Pavement, other than remove-and-
replace, will not be permitted prior to the Department’s rideability testing. Reheating of
asphalt concrete pavement will not be permitted. No incentives will be provided for sections
on which corrective actions other than remove-and-replace have been performed before
rideability testing.
The Engineer will be the sole determining authority on whether corrective measures
submitted by the Contractor are acceptable. If the Contractor performs corrective action to
the pavement without prior approval from the Engineer, no incentive payment will be made
for the Asphalt Concrete Pavement within the limits where corrections were performed.
The Engineer may require correction of any or all adjoining traffic lanes or shoulders at the
Contractor’s expense to ensure uniform cross section.
Where corrections are made after the initial Department rideability test, the pavement will be
retested by the Department to verify that corrections have produced the acceptable ride
surface. No incentives will be provided for sections on which corrective actions have been
Page 79
required by the Engineer. Additional corrections may be required by the Engineer based on
the retested IRI measurements at the Contractor’s expense. In the event the corrective
the pavement without prior approval from the Engineer, no incentive payment will be made
for the Asphalt Concrete Pavement within the limits where corrections were performed.
The Engineer may require correction of any or all adjoining traffic lanes or shoulders at the
Contractor’s expense to ensure uniform cross section.
Where corrections are made after the initial Department rideability test, the pavement will be
retested by the Department to verify that corrections have produced the acceptable ride
surface. No incentives will be provided for sections on which corrective actions have been
required by the Engineer. Additional corrections may be required by the Engineer based on
the retested IRI measurements at the Contractor’s expense. In the event the corrective
actions do not result in 100 percent payment, and not subject to further corrective action, the
Contractor will be assessed the corresponding percent payment.
B. Single-Lift Construction
An AC layer is defined as a material lift equal to or greater than 2.5 times the maximum
nominal aggregate size for the AC mixes specified in the Contract. A material lift less than
the specified application rate or less than 2.5 times the maximum nominal aggregate size for
the AC mixes specified in the Contract is considered a “scratch course” and not an AC layer.
Where only one AC layer shall be placed, the Department will test pavement sites subject to
this special provision prior to work by the Contractor. Upon request by the Contractor, the
Department will provide the IRI testing results. If this IRI testing is conducted more than 180
calendar days prior to the scheduled beginning of the work, the Department or Contractor
may request new IRI testing.
If the completed surface has IRI test results which indicate a 30 percent or more
improvement in the ride quality, based on the average IRI (original surface and completed
overlay) for each 0.1-mile length of each travel lane subject to this Special Provision, no
corrective action will be required. This percent improvement is based on the 0.1-mile paved
section average IRI and not the individual 0.01-mile increments. When the percent
improvement is achieved for a 0.1-mile section, the payments (incentives, disincentives and
full payment) for the individual 0.01-mile increments will be summed. The Contractor will
then be paid the greater of the total adjusted payments or 100 percent for that 0.1-mile
section.
This rideability specification does not relieve the Contractor from responsibility concerning
workmanship according to the Specifications, other contract requirements or as defined by
the Engineer.
2. Incentive Only Projects
For projects designated as “incentive only”, Table C will be applied for calculating pay adjustment.
A pay adjustment calculation will be made at each 0.01 mile segment and summed over each 0.1
mile. Any penalties, calculated at each 0.1 mile, will be ignored for incentive only projects. Only
pay adjustment calculation producing an incentive for each 0.1 mile (if any) section will be
summed to determine the total incentive over the project. Therefore, no disincentive will be
assessed over the entire project. The contractor will be paid the greater of the total incentive or
100 percent payment for the project. The standard exemptions will be applied to calculate the
average IRI over the lane.
TABLE C – INCENTIVE ONLY PROJECT

60.0 and Under 115
60.1-70.0 110
70.1-85.0 100
85.1-95.0 90
95.1-105.0 80
105.1-115.0 70
115.1-135.0 60
Page 80 135.1-155.0 40
155.1-175.0 20
pay adjustment calculation producing an incentive for each 0.1 mile (if any) section will be
summed to determine the total incentive over the project. Therefore, no disincentive will be
assessed over the entire project. The contractor will be paid the greater of the total incentive or
100 percent payment for the project. The standard exemptions will be applied to calculate the
average IRI over the lane.
TABLE C – INCENTIVE ONLY PROJECT

60.0 and Under 115
60.1-70.0 110
70.1-85.0 100
85.1-95.0 90
95.1-105.0 80
105.1-115.0 70
115.1-135.0 60
135.1-155.0 40
155.1-175.0 20
Over 175.1 0
Incentive only projects will not be subject to corrective action as a result of the rideability results.
Ride testing prior to paving by the Department is not required for incentive only projects. Pay
adjustments will be applied to the theoretical tonnage of the surface mix asphalt material for the
lane width and section length tested. This rideability specification does not relieve the Contractor
from responsibility concerning workmanship according to the Specifications, other contract
requirements or as defined by the Engineer.
III. Measurement and Payment
Pay adjustments will be applied to the theoretical tonnage of the surface mix asphalt material for the
lane width and section length tested (generally 12 feet wide and 52.8 feet long) based on testing prior
to any corrective action directed by the Engineer. For the sections where corrective action is
required, pay adjustment will be based on the testing after the corrective action has been
accomplished.
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Page 82
Special Provision For Dense Graded
Asphalt Mix Type Sm-4.75
Page 83
SP315-000120-02

DENSE GRADED ASPHALT MIX TYPE SM-4.75
September 20, 2016
I. DESCRIPTION
This work shall consist of the production, placement and acceptance criteria of the thin asphalt
concrete material designated as type SM-4.75 according to the Contract requirements, this
provision, and as directed by the Engineer. SM-4.75 mix types are specified as one of the types
listed as follows:
Mix Type Asphalt Performance Grade

SM-4.75A 64S-22
SM-4.75D 64H-22
SM-4.75E 64E-22
II. MATERIALS
A. Asphalt: The asphalt cement shall be performance graded asphalt (PG) 64S-22, 64H-22
or 64E-22 meeting the requirements of Section 210 of the Specifications or as designated
by the Engineer.
B. RAP: Recycled asphalt pavement material will be permitted according to Table II-14A in
Section 211 of the Specifications.
C. Coarse aggregate shall conform to Section 203 of the Specifications, except for grading,
or as directed by the Engineer.
D. Fine aggregate shall conform to Section 202 of the Specifications, except for grading. The
uncompacted void content shall not have a value less than 40 percent when tested
according to AASHTO T 304 Method A and the sand equivalent value shall not be less
than 40 percent when tested according to AASHTO T 176.
E. Anti-stripping Additive shall be hydrated lime at a rate of one percent of the total mix or
a chemical anti-stripping agent, which has a proven performance in asphalt concrete using
the same aggregate sources as approved by the Engineer.
III. MIX GRADATION LIMITS
The Contractor shall submit for the Engineer’s approval, a job mix formula within the following
design ranges of percent passing each sieve size as noted:
Table 1 - Design Ranges

Sieve Size Percent By Weight Passing Square Mesh Sieves (in)
Maximum Minimum
1/2” - 100
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III. MIX GRADATION LIMITS
design ranges of percent passing each sieve size as noted:
Table 1 - Design Ranges

Sieve Size Percent By Weight Passing Square Mesh Sieves (in)
Maximum Minimum
1/2” - 100
3/8” 100 95
#4 100 90
#16 55 30
#200 13 6
IV. MIX VOLUMETRICS
design ranges of volumetrics as noted:
Table 2 - Mix Design and Production Criteria

VTM (%) VFA VFA (%) Fines/Asphalt Number of
Min. VMA Gyrations
Mix Type Production (%) Production
(%)
Ratio
(Note 1) Design (Note 2) (Note 3) N Design
SM-4.75 Notes 1,2,3 3.0-6.0 70-75 70-80 16.5 1.0 – 2.0 50
Note 1: Asphalt content should be selected at 5.0 percent Air Voids.

Note 2: During production of an approved job mix, the VFA shall be controlled within these limits.
Note 3: Fines-Asphalt Ratio is based on effective asphalt content.
V. MIX PERMEABILITY
For mix design approval, permeability test data shall be submitted according to VTM 120 using the
regression method. The pill height shall be one inch. If the regression method predicts a
permeability exceeding 150 x 10-5 cm/sec at 7.5 percent voids, the Contractor shall redesign the
mixture to produce a permeability number less than 150 x 10-5 cm/sec.
VI. PLANT ACCEPTANCE
A lot will be considered acceptable for gradation and asphalt content according to Section 211 of
the Specifications with process tolerances as defined Table 3 applied to the design sieves in Table
1. One adjustment point will be applied for each 1 percent that the material is out of the process
tolerance for the No. 16 Sieve, applied in 0.1 percent increments, all other adjustments will be
applied according to Section 211.09 of the Specifications.
Page 85
TABLE 3
Process Tolerance
Tolerance on Each Laboratory Sieve and Asphalt Content: Percent Plus and Minus
No. Top
Tests Size1 1 ½” 1” ¾” ½” 3/8” No. 4 No. 16 No. 200 A.C.
1 1.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 2.0 .60
2 1.0 5.7 5.7 5.7 5.7 5.7 5.7 5.7 1.4 0.43
3 1.0 4.4 4.4 4.4 4.4 4.4 4.4 4.4 1.1 0.33
4 1.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 1.0 0.30
5 1.0 3.6 3.6 3.6 3.6 3.6 3.6 3.6 0.9 0.27
6 1.0 3.3 3.3 3.3 3.3 3.3 3.3 3.3 0.8 0.24
7 1.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 0.8 0.23
8 1.0 2.8 2.8 2.8 2.8 2.8 2.8 2.8 0.7 0.21
12 1.0 2.3 2.3 2.3 2.3 2.3 2.3 2.3 0.6 0.17
1Defined as the sieve that has 100% passing as defined in Table II-13.
In the event the Department or Contractor determines that the mixture being produced does not
conform to the approved job-mix formula based on the Department’s or Contractor’s test results,
the Contractor shall immediately make corrections to bring the mixture into conformance with the
approved job-mix formula or cease paving with that mixture. Subsequent paving operations using
either a revised or other job-mix formula that has not been verified for acceptance as described
herein shall be limited to a test run of 300 tons maximum. No further paving using that specific
mixture shall occur until the acceptability of the mixture being produced has been verified using the
300-ton constraint.
VII. PLACING, FINISHING AND COMPACTION
The application rates of SM-4.75 will be specified in the Contract or as directed by the Engineer.
The Contractor shall plan his operation so a continuous paving operation provides for a constant
steady movement of the paver. The placement of the SM-4.75 shall be as continuous as possible
and shall be scheduled such that the interruption occurring at the completion of each day’s work
will not detrimentally affect the partially completed work.
Immediately after the mixture has been spread and struck off, it shall be thoroughly and uniformly
rolled and compacted. Breakdown rolling shall be accomplished with steel wheel roller(s) with a
minimum weight of 10 tons. The mixture shall receive a minimum of three breakdown roller passes
prior to intermediate and finish rolling.
Should visual examination by the Engineer reveal that the material in any load, or portion of the
paved roadway is contaminated, segregated, or flushed with asphalt cement, that load, or portion
of the paved roadway may be rejected without additional sampling of the material.
The minimum laydown temperatures for SM-4.75A and SM-4.75D shall not be less than 270°F. For
SM-4.75E, the minimum laydown temperature shall not be less than 290°F.
VIII. Weather Restrictions
Page 86
The minimum laydown temperatures for SM-4.75A and SM-4.75D shall not be less than 270°F. For
SM-4.75E, the minimum laydown temperature shall not be less than 290°F.
VIII. Weather Restrictions
SM-4.75 mixture shall be placed only when the ambient and surface temperature are 50 degree F
or above. The Contractor shall employ a Material Transfer Vehicle (MTV) during the placement
of SM-4.75 mixtures for the ambient and/or surface temperature between 50-60 degree F.
IX. FIELD ACCEPTANCE
Lot Density, roller pattern and control strip density testing shall be performed per VTM-76.
However, sawn cores/plugs will not be required to determine the field percentage of the maximum
theoretic density for the mixture. The required density of the compacted mixture shall not be less
than 98.0 percent and not more than 102.0 percent of the target control strip for the test section.
Payment schedules for lot density will be according to Table III-4 in Section 315.05 of the
Specifications.
X. MEASUREMENT AND PAYMENT
Asphalt concrete type SM-4.75A will be measured in tons and paid for at the contract unit price
per ton, which price shall include surface preparation; and all materials, additives, labor, testing
and equipment necessary to complete the work.
Asphalt concrete type SM-4.75D will be measured in tons and paid for at the contract unit price
Asphalt concrete type SM-4.75E will be measured in tons and paid for at the contract unit price
Tack Coat will be measured and paid in accordance with Section 310.
Pay Item Pay Unit
Asphalt Concrete Type SM-4.75A Ton

Asphalt Concrete Type SM-4.75D Ton
Asphalt Concrete Type SM-4.75E Ton
Page 87
Page 88
Special Provision / Copied Note for
Density Determination
Page 89
Density Requirements for Patching and Small Quantities – The Special Provision for Density
Determination is revised as follows:
Section 315.05(e)2 – Surface, intermediate, and base courses is replaced with the following:
Surface, intermediate, and base courses not having a sufficient quantity of material to run a
roller pattern and control strip shall be compacted to a minimum density of 91.5 percent of the
theoretical maximum density as determined in accordance with the requirements of VTM-22. The
Contractor shall be responsible for cutting cores or sawing plugs for testing by the Department.
One set of plugs or cores shall be obtained within the first 20 tons of small quantity paving and
every 100 tons thereafter for testing by the Department. Plug or core locations shall be randomly
selected. If the density is determined to be less than 91.5 percent, the Engineer will make
payment in accordance with the requirements of Table III-5.
Any section in which a mixture (e.g., SM-9.0) is being placed at an application rate of less than
125 pounds per square yard (based on 110 pounds per square yard per inch) that does not have
a sufficient quantity of material for a roller pattern and control strip shall be compacted by rolling a
minimum of three passes with a minimum 8-ton roller. The Engineer will not require density
testing.
For asphalt patching, the minimum density of 91.5 percent of the maximum theoretical density will
be determined in accordance with the requirements of VTM-22. The Contractor is responsible for
cutting cores or sawing plugs. One set of cores or plugs shall be obtained within the first 20 tons
of patching material and every 100 tons thereafter for testing by the Contractor or the
Department. The Engineer will randomly select plug or core locations. If the density is less than
the 91.5 percent, payment will be made on the tonnage within the 20 or 100 ton lot in accordance
with the requirements of Table III-5.
Table III-5 – Payment Schedule for Surface, Intermediate and Base Courses is replaced with the
following:
TABLE III-5
(Not sufficient quantity to perform density roller pattern and control strip)
% TMD % of Payment
Greater than or equal to 91.5 100
90.2-91.4 95
88.3-90.1 90
Less than or equal to 88.2 75
1-22-18 (SPCN)
Page 90
2016 Road And Bridge Supplemental
Specifications Section 310 – Tack Coat
Page 91
SS310-002016-01 February 14, 2018

2016 ROAD AND BRIDGE SUPPLEMENTAL SPECIFICATIONS
SECTION 310 – TACK COAT of the Specifications is replaced with the following:
This work shall consist of preparing and treating an existing asphalt or concrete surface with asphalt in
accordance with these specifications and in conformity with the lines shown on the plans or as estab-
lished by the Engineer.
The Contractor shall not dilute tack coat or non-tracking tack coat materials with water.
(a) Tack Coat. Asphalt tack coat shall be CQS-1h, CRS-1h, or CSS-1h conforming to Section 210.
Asphalt emulsion CMS-2 conforming to Section 210 may be used during the winter months.
(b) Non-Tracking Tack Coat liquefied asphalt shall be selected from the Materials Division’s Approved
Products List 50.1A.
necessary to provide a reasonably smooth and uniform surface. The Contractor shall remove unstable
corrugated areas, and replace with suitable patching materials when required by the Contract. The
Contractor shall clean the edges of existing pavements that are to be adjacent to new pavement to permit
adhesion of asphalt.
The Contractor shall uniformly apply tack coat or non-tracking tack coat material with a pressure
distributor conforming to Section 314.04(b). Hand spray equipment shall not be used except in areas
inaccessible by a pressure distributor.
The distributor shall be calibrated by the Contractor in the presence of the Engineer prior to initial asphalt
plant mix placement to demonstrate an even and accurate spray application. Calibration will be
considered acceptable when the spray rate is uniform and within 0.02 gal/yd² of the design application
rate.
All tack coat and non-tracking tact coat materials stored longer than 30 days from the shipping date on
the Bill of Lading shall be retested in accordance with Section 210.06 to verify the material still meets
product specifications.
Tack at joints, adjacent to curbs, gutters, or other appurtenances shall be applied with a hand wand or
with a spray bar at the rate of 0.2 gal/yd². At joints, the tack applied by the hand wand or a spray bar shall
be 2 feet in width with 4 to 6 inches protruding beyond the joint for the first pass. Tack for the adjacent
pass shall completely cover the vertical face of the pavement mat edge so that slight puddling of asphalt
occurs at the joint, and extend a minimum of 1 foot into the lane to be paved.
Care shall be taken to prevent spattering adjacent items during the application of tack coat. The
distributor shall not be cleaned or discharged into ditches or borrow pits, onto shoulders, or along the right
of way.
Page 92
When not in use, the Contractor shall ensure equipment is parked so that the spray bar or mechanism will
not drip asphalt on the surface of the traveled way.
The tack coat or non-tracking tack coat shall be applied to the pavement surface in such a manner that it
will bond the overlay and the underlying surfaces together.
The Contractor shall apply tack coat and non-tracking tack coat in accordance with the weather limitations
that apply to the course being placed as well as the manufacturer’s recommendations. The Engineer will
verify, and reserves the right to alter, the quantity, rate of application, temperature, and areas to be
treated prior to application.
The tack coat or non-tracking tack coat shall be applied in a manner to offer the least inconvenience to
cured.
The Contractor shall measure and report the rate of tack material applied on a daily basis using VTM-137
Method B (Tack Yield Method), on forms provided by the Engineer. On a daily basis, the Contractor shall
provide the Engineer readings taken from the calibrated distributor establishing the quantity of gallons
placed for that day.
The Engineer will verify the desired tack application rate is achieved using VTM-137 Method A (Tack
Plate Method). This test shall be performed , at a minimum frequency of once per each roadway, within
the first 500 tons of asphalt mix placed, unless otherwise approved by the Engineer.
The Engineer reserves the right to perform the tack plate method testing at a higher frequency, as
determined necessary, to ensure adherence to specifications.
(a) Tack Coat
Equipment for heating and applying asphalt shall conform to Section 314.04(b). The maximum
application temperature of liquid asphalt shall conform to Table III-1.
The Contractor shall apply asphalt at the rate of 0.05 to 0.10 gal/yd².
The Contractor shall allow the tack coat to properly cure and break before placement of the hot mix
asphalt course.
(b) Non-Tracking Tack Coat
The Contractor shall apply nontracking tack coat between May 1 and October 1. The Contractor may
use tack coat as specified herein at other times.
Equipment for heating and applying asphalt shall conform to Section 314.04(b) or the non-tracking
tack coat material’s manufacturer’s recommendations. The maximum application temperature of
liquefied asphalt shall conform to the manufacturer’s requirements.
The Contractor shall apply tack material at the rate recommended by the manufacturer. This rate is
typically between 0.05 to 0.10 gal/yd².
Page 93
TABLE III-1
Grade Max. Temperature (oF)
RC-70 180
RC-250 220
RC-800 225
RC-3000 290
MC-70 180
MC-250 220
MC-800 255
MC-3000 290
AC-5 300
AC-10 300
AC-20 300
AC-40 300
RS-2 175
SS-1h 180
AE-4 150
CRS-2 175
CSS-1h 180
CMS-2 200
CRS-1h 175
CRS-1 175
CQS-1h 180
(c) Referee System
steps to ensure an adequate bond is made between the new material and the existing surface. If the
Engineer suspects the Contractor is failing to apply good bond promoting procedures or adequately
tacking the existing surface per the manufacturer’s recommendations, the Engineer may core a
minimum of ten locations to determine the shear and tensile strength at the interface.
The Engineer will determine these locations by using a stratified random selection process. The
Department will test cores in the Department’s laboratory in accordance with VTM-128. For the
surface to be acceptable, the average results for shear and tensile strength specified herein must be
met. The Department will test a minimum of five cores for shear strength and at least five cores for
tensile strength.
1. Milled surfaces: The average shear strength must meet or exceed 100 psi with no single core
2. Un-milled surfaces: The average shear strength must meet or exceed 50 psi with no single core
The Engineer will reduce the payment for the asphalt concrete tonnage placed in the area of
dispute by 10 percent if the minimum shear or tensile strength requirements in that area are not
met.
Page 94
Tack coat when a pay item, will be measured in gallons and paid for at the Contract gallon price. The
volume will be based on daily volume with temperature corrections in accordance with Section 109.
When not a pay item the Contractor shall include the cost in the contract unit price for other appropriate
items.
Pay Item Pay Unit

Tack coat Gallon
Page 95
Page 96
Supplemental Specification for Section
315 — Asphalt Concrete Placement
Page 97
Included in the 2017_Supplement_to_2016_Specifications page 22
SS315-002016-01 November 29, 2016

2016 ROAD AND BRIDGE SUPPLEMENTAL SECTIONS
SECTION 315—ASPHALT CONCRETE PLACEMENT
SECTION 315—ASPHALT CONCRETE PLACEMENT of the Specifications is amended as follows:
Section 315.05(c) Placing and Finishing is modified by replacing the third paragraph with the
following:
The longitudinal joint in one layer shall offset that in the layer immediately below by approximately
6 inches or more. The joint in the wearing surface shall be offset 6 inches to 12 inches from the
centerline of the pavement if the roadway comprises two traffic lanes. The joint shall be offset
approximately 6 inches from the lane lines if the roadway is more than two lanes in width. The
longitudinal joint shall be uniform in appearance. If the offset for the longitudinal joint varies from
a straight line more than 2 inches in 50 feet on tangent alignment, or from a true arc more than 2
inches in 50 feet on curved alignment, the Contractor shall seal the joint using a water-proof
sealer at no cost to the Department. The Contractor shall recommend a sealant and installation
procedure to the Engineer for approval before proceeding. If the offset for the longitudinal joint
varies from a straight line more than 3 inches in 50 feet on tangent alignment, or from a true arc
more than 3 inches in 50 feet on curved alignment, the Engineer may reject the paving. The
Engineer will not require offsetting layers when adjoining lanes are paved in echelon and the
rolling of both lanes occurs within 15 minutes after laydown.
Section 315.05(g) Rumble Strips is replaced with the following:
Rumble Strips: This work shall consist of constructing rumble strips or rumble stripes on
mainline shoulders of highways by cutting concave depressions into existing asphalt concrete
surfaces as shown on the Standards Drawings and as directed by the Engineer. Rumble stripes
are defined as edgeline or centerline rumble strips with permanent longitudinal pavement
markings subsequently installed within the rumble strip grooves.
Rumble strips and rumble stripes shall be installed in accordance with the RS-Series Standard
Drawings. The Contractor shall demonstrate to the Engineer the ability to achieve the desired
surface regarding alignment, consistency, and conformity with these specifications and the
Standards Drawings prior to beginning production work on mainline shoulders or centerlines. The
test site shall be approximately 25 feet longitudinally at a location mutually agreed upon by the
Contractor and Engineer.
Rumble strips and rumble stripes shall be coated with liquid asphalt coating (emulsion) when the
rumble strips or rumble stripes are being cut into an existing asphalt surface (i.e. more than one
year since placement); when new rumble strips or rumble stripes are being cut into the pavement
surface in conjunction with a surface treatment, latex emulsion, or slurry seal pavement
operation; or when the proposed plant mix surface is less than one inch deep.
Liquid asphalt coating (emulsion) shall not be used when rumble strips or rumble stripes are
being cut into new pavement, or being cut in conjunction with plant mix paving operations where
the proposed plant mix surface is one inch or greater in depth.
Page 98
When liquid asphalt coating (emulsion) is required, the Contractor shall coat the entire rumble
strip area with the liquid asphalt coating (emulsion) using a pressure distributor following the
cutting and cleaning of the depressions of waste material. For rumble strips installed on the
shoulder, the approximate application rate shall be 0.1 gallons per square yard. When the rumble
strip is installed along the centerline, the approximate application rate shall be 0.05 gallons per
square yard. The application temperature shall be between 160 degrees F and 180 degrees F.
For shoulder rumble strips only, overspray shall not extend more than 2 inches beyond the width
of the cut depressions and shall not come in contact with pavement markings.
Pavement markings for rumble stripes shall be applied after the grooves have been cut. The
grooves shall be thoroughly cleaned and the surfaced prepared prior to pavement marking
application, in accordance with the Standard Drawings and Section 704 of the Specifications.
Overspray of pavement marking materials shall not extend more than one inch beyond the lateral
position of the pavement marking line shown in the RS-Series Standard Drawings.
Rumble strips shall not be installed on shoulders of bridge decks, in acceleration or deceleration
lanes, on surface drainage structures, or in other areas identified by the Engineer.
Waste material resulting from the operation shall be removed from the paved surface and shall
not be disposed of where waterways may be at risk of contamination.
Section 315.08—Measurement and Payment is amended by replacing the fourth paragraph with
the following:
Tack coat, when a pay item, will be measured and paid for in accordance with Section 310 of the
Specifications. When not a pay item, it shall be included in the price for other appropriate pay
items.
Page 99
Page 100
Supplemental Specifications for Section 317 –
Stone Matrix Asphalt Concrete Placement
Page 101
Included in the 2017_Supplement_to_2016_Specifications page 24
SS317-002016-01 July 24, 2016

2016 ROAD AND BRIDGE SUPPLEMENTAL SPECIFICATIONS
SECTION 317—STONE MATRIX ASPHALT CONCRETE PLACEMENT
SECTION 317—STONE MATRIX ASPHALT CONCRETE PLACEMENT of the Specifications is

amended as follows:
Section 317.06—Weather Restrictions is replaced with the following:
SMA mixture shall be placed only when the ambient and surface temperatures are 50 degrees F
or above.
Page 102
Virginia Test Method - 6: Field Determination of
Bulk Specific Gravity of Compacted Asphalt
Mixtures Using Saturated Surface Dry Specimens
Page 103
Virginia Test Method – 6
Field Determination of Bulk Specific Gravity of Compacted Asphalt Mixtures Using Saturated Surface
Dry Specimens
October 1, 2008
1. Scope
1.1 This method of test covers the field determination of bulk specific gravity of compacted
asphalt mixtures.
1.2 The bulk specific gravity of the compacted asphalt mixtures may be used in calculating the
unit of mass of the mixture.
1.3 This standard may involve hazardous materials, operations, and equipment. This standard
does not purport to address all of the safety problems associated with its use. It is the
responsibility of whoever uses this standard to consult and establish appropriate safety and
health practices and determine the applicability of regulatory limitations prior to use.
2. Referenced Documents
ASTM D 7227 Standard Practice for Rapid Drying of Compacted Asphalt Specimens Using
Vacuum Drying Apparatus
3. Test Specimens
3.1 Test specimens are from any course of asphalt pavements.
3.2 Size of specimen shall be as specified in VTM-22.
4. Apparatus
4.1 Balance: A 2000 gram balance with an accuracy of 1.0 gram. The balance shall be
equipped with suitable suspension apparatus and holder to permit weighing the specimen
while suspended from the center of scale pan of balance. (Note 1).
NOTE 1: The holder shall be immersed in water to a depth sufficient to cover it and the test
sample during weighing. Wire suspending the holder should be the smallest practical size to
minimize any possible effects of a variable immersed length.
4.2 Water Bath: For immersing the specimen in water while suspended under the balance.
4.3 Water used in water bath shall meet the requirements for water used with cement or lime in
the Road and Bridge Specifications.
5. Procedure
5.1 Mass of dry specimen in air Notes 2,3, & 4 - Weigh the specimen in air. Designate this mass as
"A".
12
Page 104
5.2 Mass of specimen in water - Immerse the specimen in water bath for a minimum one
minute and determine the weight. Designate this mass as "C".
5.3 Mass of saturated surface dry specimen in air - Surface dry the specimen by blotting all
sides quickly with a damp towel and then weigh in air. Designate this mass as "B".
NOTE 2: Specimens removed by a process that does not use water will require no
further drying.
NOTE 3: Samples saturated with water initially either from wet coring or other
source of water shall be dried to a constant mass until further drying
does not alter the mass more than 0.1 percent.
Specimens shall be either dried overnight at 125 ± 5°F (52 ± 3°C) and
then weighed at two-hour intervals, or vacuum-dried in accordance with
ASTM D 7227, until constant mass is obtained.
NOTE 4: If desired, the sequence of testing operations may be changed to expedite

the test results. For example, first the immersed mass (C) can be taken,
then the surface dry mass (B), and finally the dry mass (A).
When the sequence of testing operations is changed, the method outlined
in Note 3 shall be used to determine the Dry Mass of the Specimen in Air
(A) once the specimen has cooled to room temperature.
6. Calculation
6.1 Calculate the bulk specific gravity of the specimen as follows: (Report the value
up to two decimal places.)
Bulk Specific Gravity = A

B-C
Where:
A = mass, in grams, of sample in air.
B = mass, in grams, of surface dry specimen in air.
C = mass, in grams, of sample of water.
13
Page 105
Page 106
Virginia Test Method - 22: Field Determination
of Percent Density of Compacted Asphalt
Concrete Mixtures - (Asphalt Lab)
Page 107
Field Determination of Percent Density

of Compacted Asphalt Concrete Mixtures - (Asphalt Lab)
October 1, 2008
1. Scope
This method covers the procedure for determining the percent density of compacted Asphalt
Concrete mixtures in the field.
2. Apparatus
2.1 Rotary saw or coring machine as specified in VDOT specifications or special provisions.
3. Test Specimens
3.1 Two 4 x 4 in. (100 x 100 mm) sawed specimens shall be taken per site or two 4 in.
(100 mm) diameter core specimens.
3.2 Care shall be taken to avoid distortion, bending or cracking of specimens during and after
removal from the pavement.
3.3 To aid in cooling specimens, CO2, or dry ice is recommended for use prior to sawing and
removing from the pavement.
3.4 If necessary, specimen may be separated from other pavement layers by sawing or other
satisfactory means.
4. Procedure
4.1 Measure thickness of test specimen.

4.2 Determine the bulk specific gravity of the specimen in accordance with VTM-6.
4.3 The initial theoretical maximum specific gravity of asphalt concrete mixture may be the
job-mix value determined at the job-mix asphalt content until the production value has
been determined on the material being placed in accordance with AASHTO T-209.
NOTE: The initial theoretical maximum specific gravity value shall be verified by the
District or Central Office Laboratory.
4.4 For dense graded asphalt concrete mixes (i.e. SUPERPAVE™ mixes), the theoretical
maximum specific gravity used as the denominator for the percent density calculation
shall be determined by a moving average of five values based on the contractor’s test
results.
For stone matrix asphalt concrete mixes, the theoretical maximum specific gravity used
as the denominator for the percent density calculation shall be determined by using the
simple average of the contractor’s daily production test results. Only the theoretical
maximum specific gravity results for that day’s production shall be used.
4.5 Until five values are obtained from the contractor’s testing, the theoretical maximum
specific gravity used shall be a simple average.
51
Page 108
5. Calculation
5.1 Calculate the percent density of each Site as follows:
Percent Density = Avgerage Bulk Specific Gravity x 100

Theoretical Maximum Specific Gravity
Where the Average Bulk Specific Gravity is either the average of the two specimens per
site or the average bulk specific gravity of the total sites being evaluated, reported to 3
decimal places
6. Report
6.1 Report depth to nearest 0.1 in. (3 mm).

6.2 Report percent density of each test specimen to nearest 0.1 percent.
7. Precision
7.1 If the difference in the bulk specific gravity between two specimens from the same test site
varies by more than 0.045, discard and obtain two more specimens from a new test site.
7.2 If the difference in theoretical maximum specific gravity between the VDOT monitor
sample and the contractor sample varies by more than 0.019 per AASHTO T-209, then the
results (VDOT and contractor) shall not be used in the calculation of percent density unless
testing error is identified. If testing error is identified, then VDOT will determine which
maximum theoretical specific gravity result to use in the percent density calculation.
52
Page 109
Page 110
Virginia Test Method - 76: Control Strip Density
and Roller Pattern And Control Strip Procedure
Using a Thin-Lift Nuclear Density Gauge for
Asphalt Concrete Mixtures - (Asphalt Lab)
Page 111
Control Strip Density And Roller Pattern

And Control Strip Procedure Using A Thin-Lift
Nuclear Density Gauge For Asphalt Concrete Mixtures - (Asphalt Lab)
June 10, 2013
1. Scope
1.1 This method details the establishment of the minimum control strip density using the
Thin-Lift Nuclear Gauge and a recommended procedure for setting up the Control
Strip/Roller Pattern. Other procedures for setting up the Control Strip/Roller Pattern
may be used when approved by the Engineer.
1.2 Within the first 500' to 1000' (150 m to 300 m) of mix placement a Roller Pattern and
Control Strip will be constructed. The first 75' (25 m)(approximate) length will be the
Roller Pattern, and the next 300' (100 m) (approximate) length will be the Control Strip,
regardless of the paver width, and should be of the same depth or application rate as
called for in the plans and/or contract
*Note A Roller Pattern and Control Strip should only be constructed after a minimum of 500'
(150 m) of mix has been placed.
1.3 The Roller Pattern and Control Strip shall be constructed using the same material, the
same paving equipment and in the same manner as the remainder of the project.
1.4 To prevent delay in Density Determination, cores/plugs from surface and intermediate
mixes shall be cut using a dry method of sawing. Cores/plugs from base mixes may be
cut using either a dry method or a wet method of sawing.
1.5 This standard may involve hazardous materials, operations, and equipment. This standard
does not purport to address all of the safety problems associated with its use. It is the
responsibility of whoever uses this standard to consult and establish appropriate safety
and health practices and determine the applicability of regulatory limitations prior to use.
2. Apparatus
2.1 Approved Mix Design.
2.2 Approved Paving Equipment.

2.3 Nuclear Gauge Template and white/other approved spray paint
2.4 Thin-Lift Nuclear Density Gauge with printer, must meet requirements of VTM-81.
2.5 Magnesium Nuclear Gauge Calibration Block

2.6 A rolling measuring device that will measure from 1 to 1000 linear feet
(1 to 300 meters), or any other device approved by the Engineer.
2.7 Rotary Saw or Coring machine for sawing a core/plug.
2.8 Equipment to weigh cores/plugs (VTM-6).
191
Page 112
2.9 All apparatus to be furnished by the Contractor.
2.10 The Maximum Theoretical Specific Gravity for the approved Mix Design as determined
in VTM-22.
3. Procedure
3.1 At the beginning of each day a standard count of the nuclear gauge should be performed
at the project site.
3.2 To begin the Roller Pattern, make several passes (up and back) on 75' (25 m)
(approximate) of one section of the paver width. Move the roller over and roll the same
number of passes on the other section of the paver width. (Refer to sketches in section
4.3) Record the number and type of Roller passes placed on the asphalt mat on the
Asphalt Nuclear Density Roller Pattern Worksheet.
*Note: Use judgment and experience to make the maximum number of passes before
beginning the nuclear gauge readings. (ex. If a mix has historically taken 6
vibratory passes of the roller to achieve compaction, then 4 vibratory passes
should be made on the roller pattern section before any nuclear density readings
are recorded. If there were no prior experience with a specific type of mix, then 2
passes (one (1) up and one (1) back) would be recommended as a starting point.)
The Roller pattern should be constructed in the same manner and with the same
compaction equipment that the rest of the pavement will be constructed. If the
paver width is wider than 12' (4 m) and a breakdown roller will take more than
two roller widths to get coverage over the entire mat then the roller pattern
should reflect the procedure that will be used in production.
3.3 Select three (3) locations to be tested for density in the 75' (25 m) roller pattern area.
Two (2) locations shall be approximately 30' (9 m) apart on one side of the lane and one
(1) location on the opposite side of the lane approximately 15' (5 m) from each of the first
two sites. The exact location the gauge is placed shall be marked. The Nuclear Gauge
shall always be positioned parallel with the roadway, with the source end toward the
paver anytime a reading is taken. To prevent erroneous readings, care must be taken to
ensure that the gauge is sitting flat on the asphalt surface and does not rock. Care must
also be taken by the gauge operator to ensure that the gauge's source is in the proper test
position when readings are taken. Nuclear readings for the Roller Pattern may be taken
using the 30-second mode. Tests will be taken after each additional pass from the same
three (3) locations, with the gauge sitting in the same position as the first test. It is
recommended that the paver stop while the roller pattern is being constructed. Once the
roller pattern has been established the control strip will be placed using the same process
except the paver will not pause or stop.
3.4 The average of the three (3) readings shall be plotted on the Roller Pattern Graph, in
Density, lb/ft3 or kg/m3, vs. number of passes. The Roller Pattern shall be rolled until
maximum density for the asphalt mixture is obtained. To achieve maximum density, the
mat shall be rolled until the average density reading decreases. After the first decrease,
the mat shall receive one additional pass of the roller to ensure that this was not a false
break. If the mat continues to decrease in density, then the maximum density will be the
density achieved one roller pass before the initial decrease in density.
If a false break occurs (the density increases on the additional pass), then continue to
make roller passes until the density decreases a second time. Once the density has
decreased, make an additional pass. If the density decreases on this pass, then the
maximum density will be the density achieved one roller pass before the second decrease.
If the density increases, repeat these steps until maximum density has been achieved.
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Note: Typically a decrease in 0.5 lb/ft3 (0.25 kg/m3) will indicate that maximum
density has been achieved.
3.5 Build a 300' (100 m) Control Strip by following the procedure established in the 75'
(25 m) roller pattern section. Ten stratified random selected locations will be marked in
the 300' (100 m) Control Strip section with the Nuclear Gauge Template (Section 4.3 –
Figure 2). The template shall be placed on the mat and positioned parallel with the
roadway with the arrows pointing in the direction of the paver. The Template shall be
spray painted with white/other approved paint such that the underlying pavement is
marked with paint through the cutouts in the template. These locations must be clearly
visible when the template is removed. After marking its location with paint the Gauge
Template shall be removed and a number painted near the sight (not within the template’s
boundary).
3.6 The Nuclear Gauge (the special calibration and offset modes will be disabled and set in
the one (1) minute mode for testing) shall then be placed within the area marked by the
Gauge Template with the source toward the direction of the paver. Nuclear density
readings in lb/ft3 (kg/m3) using the one-minute mode will be taken at the ten (10)
locations marked in the 300' (100 m) Control Strip section. The average of the ten (10)
nuclear density tests, in lb/ft3 (kg/m3) will become the target density if the average bulk
density (see section 3.7) of the cores/plugs determined in this Control Strip is
satisfactory.
The dry density determined from the average of the Control Strip should be within
±3 lb/ft3 (48 kg/m3) of the Roller Pattern’s maximum dry density.
3.7 One set of plugs/cores (2- 4” x 4”’sawed plugs or 2- 4” diameter cores) (2- 100 mm x 100
mm sawed plugs or 2- 100 mm diameter cores) shall be taken for density determination
from three of the ten nuclear gauge reading locations in the 300' (100 m) Control Strip
section. The sites for the sawed plugs/cores should be the three sites that are closest to the
average nuclear gauge target density established in Section 3.6. The plugs/cores shall be
taken within the gauge template’s boundary directly beneath where the nuclear source of
the gauge was located. Compute the bulk density of the 6 plugs/cores (VTM-6). If one
plug/core from a site is damaged, then the remaining undamaged plug/core will represent
the bulk density of that specific site. If both plugs are damaged, then another set of plugs
will be taken from the next site whose nuclear density reading is closest to the target
density. The average bulk density for each site will be determined. The percent density
(VTM-22) will be calculated from the three average bulk densities determined at each
site. If the average percent density of the three sites meets the density requirements of
section 315 of The Road and Bridge Specifications the average nuclear density
determined in Section 3.6 will become the Target Density, in lb/ft3 (kg/m3).
3.7.1 Lift Thicknesses 2.5” (63 mm) and Less - Artificial and rapid cooling methods
(such as dry ice and CO2) are used to chill fresh warm mats sufficiently to dry
saw/core the mat for density testing without damaging the sample. Note, use of
flammable materials such as propane shall not be used as a rapid cooling method.
3.7.2 Lift Thicknesses In Excess of 2.5” (63 mm) – Wet cooling methods may be used
to obtain density plugs/cores on lift thicknesses in excess of 2.5” (63 mm). When
wet cooling is used, the cores/plugs must be dried back in the lab and VTM-6
followed to determine the percent density. Artificial and rapid cooling methods
are not effective. When wet cooling methods are not used, a period of not less
than 12 hours after placement of the mix must pass before density plugs/cores are
obtained. Note, use of flammable materials such as propane shall not be used as
a rapid cooling method.
3.8 When the same approved mix design is to be used on a roadway other than the one for
which the cores/plugs were taken for density determination, a new 375' (125 m) (approx.)
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Roller Pattern/Control Strip shall be constructed to determine the Roller Pattern and
Target Density for this roadway. The Roller Pattern/Control Strip for this roadway will
be determined in the same manner as the original with the exception that only one set (2
sawed plugs/cores) shall be taken from one of the ten nuclear gauge reading locations in
the 300' (100 m) Control Strip section. The site for the plugs/cores should be the site that
the nuclear density reading is closest to the target density established in Section 3.6.The
average bulk density for the site will be determined. The percent density (VTM-22) will
then be calculated from the average bulk density. If the percent density meets
specification, the average of ten (10) nuclear readings taken at random locations from the
stratified 300' (100 m) (approx.) section shall become the Target Density, in lb/ft3
(kg/m3), for this roadway.
3.8.1 Lift Thicknesses 2.5” (63 mm) and Less - Artificial and rapid cooling methods
(such as dry ice and CO2) are used to chill fresh warm mats sufficiently to dry
saw/core the mat for density testing without damaging the sample. Note, use of
flammable materials such as propane shall not be used as a rapid cooling method.
3.8.2 Lift Thicknesses In Excess of 2.5” (63 mm) – Wet cooling methods may be used
to obtain density plugs/cores on lift thicknesses in excess of 2.5” (63 mm). When
wet cooling is used, the cores/plugs must be dried back in the lab and VTM-6
followed to determine the percent density. Artificial and rapid cooling methods
are not effective. When wet cooling methods are not used, a period of not less
than 12 hours after placement of the mix must pass before density plugs/cores are
obtained. Note, use of flammable materials such as propane shall not be used as
a rapid cooling method.
4. Report
4.1 The calculations to determine the percent of Target Density obtained for each lot shall be
recorded in the project notebook and used to determine any pay adjustment.
4.2 The forms recommended for use with this test method include, but are not limited to,
TL-56, TL-57, TL-58, TL-59, TL-60, and TL-60A.
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4.3 Sketches of Roller Pattern/Control Strip
Roller Pattern Control Strip

B
E
G N N N N N* N N
I Paver
N X passes X passes
Width
J N N N* N N*
O N
B
500’
to 75’ 300’
1000’ (25 m) (100 m)
(150 m to 300 m) Figure 1
X= Number of passes by roller
N= Location of Nuclear Readings

(Must be selected by random method and sites
marked with template before taking readings.)
*= Location of Cores/Plugs
(Three sites closest to target density.)
NOTE: The Nuclear Gauge

Template interior shall be no
more than 3 inches (75 mm)
longer than the width and
length of the Nuclear Gauge
d
Figure 2 Nuclear Gauge Template

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5. Nuclear Density vs Core/plug Density
5.1 When making any comparison of a core/plug density with that of a Nuclear Gauge
Density, the Nuclear Gauge Density shall be an average of four (4) readings taken from
the core/plug density, as shown in one of the sketches shown below. Also, if a
comparison is to be made of any nuclear Density Reading sites, then each site should be
an average of four (4) readings taken from each site location in the manner as shown in
the sketch below for a core/plug site.
A C
A C
D D
Gauge positions for comparison Gauge positions for comparisons

to a cut core/plug over a core/plug site
Source
196
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Page 118
MOI Section 501 – Sampling and Control
of Asphalt Concrete
Page 119
June 2014
Chapter V - SAMPLING AND CONTROL OF ASPHALT

CONCRETE
SECTION 501 GENERAL
(Reference Secs. 211, 248, 315 and 317, Road and Bridge Specifications.) See Sec. 206 for
Independent Assurance sampling requirements. See Sec. 207 for useage of asphalt concrete
under modified acceptance procedures.
The production of high quality asphalt concrete mixtures, requires that the product meets definite
specifications. These specifications are not arbitrary figures, but are the result of years of
experience, data analysis and research. It shall be the duty of the Producer's Certified Asphalt
Mix Design Technician (AMDT) to see that all component materials have been approved for use,
and that they are combined into a mixture that meets all specification requirements.
The advantage of an asphalt concrete mixture that meets the specifications is in low cost
maintenance. Thus, with the Producer's Certified AMDT rests the initial responsibility of
obtaining a mixture meeting the specification requirements and ensuring the best possible
construction at a minimum cost to the State.
VDOT employs a quality assurance program to ensure that quality asphalt concrete mixtures
(a.k.a – hot mix asphalt [HMA], warm mix asphalt [WMA] and stone matrix asphalt [SMA]) are
produced and placed throughout the Commonwealth. This program consists of a materials
acceptance program (quality control (QC) testing, and verification sampling and testing (VST))
and an independent assurance (IA) program. The QC testing is performed by the Contractor; both
VST and IA are performed by the Department. By following this type of program, VDOT is in
compliance with federal law 23 CFR 637B.
For all projects where VDOT is the owner/maintainer of the pavement at the completion of
construction, the contractor must execute and perform a quality control program during
production and placement. Depending on the funding source (i.e., federal, state, private, etc.) and
project location (i.e., National Highway System [NHS], non-National Highway System), VDOT
may have to perform VST and IA. Tables 1 and 2 provide guidance on administering the quality
assurance program. For AC materials provided to non-VDOT projects (i.e., commercial, private,
etc.), no VDOT sampling and testing will be performed during production or placement unless
directed by the Engineer as part of the job mix approval process.
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June 2014
Quality Element Project Funding and/or Type

Federal Aid (NHS) – Federal Aid (Non- State Funded – Local Assistance, PPTA With
Construction and NHS) – Construction and PPTA and Design- Concessionare
Maintenance Construction and Maintenance Build Agreement for
Maintenance Pavement
Maintenance
QC Required Required Required As specified in the As specified in the
agreement with agreement
VST Required Desired Desired locality or firm
IA Required Desired Desired
Table 1– Quality Assurance Program (AC Placement), Project Level Acceptance
Quality Element Project Funding and/or Type

Federal Aid (NHS) – Federal Aid (Non- State Funded – Local Assistance, PPTA With
Construction and NHS) – Construction and PPTA and Design- Concessionare
Maintenance Construction and Maintenance Build Agreement for
Maintenance Pavement
Maintenance
QC Required Required Required As specified in the As specified in the
agreement agreement
VST Required Required Required Required
IA Required Required Required Required
Table 2– Quality Assurance Program (AC Production), System Level Acceptance
Page 121
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June 2014
Sec. 501.01 General Responsibility of Materials Division

(a) Personnel Certification
Personnel certification is covered under Section 115 of the Manual of Instructions.
(b) Verification Sampling and Testing (VST)

Verification sampling and testing (VST) is “performed to validate the quality of the product.” (23
CFR 637B Section 203). This testing must be performed by VDOT or a designated agent, but
cannot be performed by the contractor and vendor. Simply put, VST should determine if the
material is acceptable per specification. The Department will provide VST during production and
placement. Testing will be performed by the Central Office Materials Division and/or the District
Materials Section. The District Materials Engineer will designate the individual(s) responsible
for executing the quality assurance program within their district. The designated individual(s)
shall be certified in the areas of their responsibility (i.e. Asphalt Plant, Asphalt Mix Design and/or
Asphalt Field Certification).
(c) Independent Assurance Testing

Independent assurance (IA) sampling and testing is defined as “Activities that are an unbiased
and an independent evaluation of all Operations, sampling and testing procedures, and equipment
used in the acceptance program”(23 CFR 637B Section 203). The Department will provide IA
during production and placement. Testing will be performed by the Central Office Materials
Division and/or the District Materials Section. The District Materials Engineer will designate the
individual(s) responsible for executing the quality assurance program within their district. The
designated individual(s) shall be certified in the areas of their responsibility (i.e. Asphalt Plant,
Asphalt Mix Design and/or Asphalt Field Certification).
Sec. 501.02 Duties of the Project Inspector

(a) Initial Duties of Inspector
The following instructions cover the sampling, testing, and inspection of asphalt concrete (AC)
materials at the job site. Specific instructions are contained herein for the density, depth and
temperature measurements. See Sec. 206 for Independent Assurance sampling requirements.
The Inspector shall see that the spray bars on the distributor are of such length as to give the
proper tacking/priming width, and make sure that all nozzles are free of any obstructions, so that
an even and complete spray will be obtained. He/she shall check the rate of distribution and
make necessary computations for the rate of application to be used. The Inspector must make
sure that the liquid asphalt material being used for priming or tacking has been approved by the
Materials Division before it is used.
Duties in the checking of paving machines, rollers, and small tools are covered in the
Construction Manual of Instructions.
The Project Inspector should take and record temperature measurements of the AC at the
beginning of paving operations and thereafter at a rate of not less than one measurement every
hour. The inspector may increase the frequency of temperature measurements at any time. The
temperature should be checked using an appropriate heat-sensing device (i.e. probe thermometer,
infrared thermometer, etc.). The temperatures should be recorded in the project diary for a
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June 2014
permanent record. When WMA is shipped to the project, the material temperature should be
checked for documentation purposes only. Per specification, WMA does not have a minimum
laydown temperature. However, the minimum base temperature should be checked for
compliance with specification.
The Inspector should use the following procedure to measure the temperature of asphalt concrete
at the job-site:
1) When using a mechanical or digital probe thermometer, it will be inserted into the
AC through an appropriate hole in the bed of the delivery truck. The thermometer
should be allowed to stabilize (this may take a minute or more) and the temperature
recorded. If the truck bed does not have a hole or a heat gun is used by the inspector,
then the truck bed shall be raised approximately 3 feet (1 meter) such that the
majority if the asphalt in the load is visible and only a minimal amount of material is
dumped into the paver or MTV hopper. The probe will be inserted into the AC and
allowed to stabilize for temperature recording. For the heat gun, the AC temperature
below the crust will be recorded. The Inspector will ensure the asphalt temperature is
not less than the specified minimum laydown temperature for the mix (Section 315 in
the Road & Bridge Specifications) nor higher than 350º F (175º C) or the
manufacturer’s recommendations for polymer modified asphalt (i.e., PG 70-28 and
PG 76-22).
2) Once the measured/recorded asphalt temperature is found to be within specifications,

the Inspector will inform the delivery driver and allow the load to be emptied into the
paver or Material Transfer Vehicle (MTV) hopper for use on the project.
3) If the initial temperature measurement is not within specifications, then the Inspector
will take four (4) additional temperature measurements. When the hole in the truck
bed is used, the Inspector should direct the delivery driver to raise the truck bed a few
feet (a meter) such that the majority of the asphalt in the load is visible, and only a
minimal amount of material is dumped into the paver or MTV hopper. If the truck
bed hole is not available or the heat gun is used, then four additional measurments
will be made without dumping more material into the hopper.
a) The Inspector will then measure and record the temperature at five (5) different
locations within the bed of the truck. The center points of these measurements
should be several feet apart to account for the area over which the infrared device
takes its measurements (generally a 1–1.5 foot (0.3 – 0.45 m) diameter area at a
distance of 10 feet (3 m) ). The average of these five (5) readings will be
considered the temperature of the load.
The load is accepted for use on the project if the load’s temperature is not less
than the minimum laydown temperature for AC nor higher than 350º F (175º C)
or the manufacturer’s recommendations for polymer modified asphalt (i.e., PG
76-22 and PG 70-28). Additionally, not more than one of the four additional
temperature readings may be outside of specification limits for the load to be
accepted for use on the project.
Note: care must be taken not to record temperatures from the asphalt material exposed
to ambient air and wind during transport to the project site.
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June 2014
b) Once the asphalt temperature has been measured/recorded and found to be within
specifications, the Inspector will inform the delivery driver that the remainder of
the load may be emptied into the hopper for use on the project.
c) If an excessive amount of rejected material is dumped into the hopper, the

Contractor may be instructed to remove the material prior to continuing paving
operations.
Nothing, herein, regarding temperature measurement should be taken as requiring acceptance of

loads of AC that have crusts of cooler material that would remain in clumps as the material
moves through the paver. If a MTV with re-mixing capability is being used, clumps of cooler
material should be of lesser concern.
(b) Reports
It is the duty of the Project Inspector to fill out accurately and submit promptly all necessary
reports.
See Secs. 112.01 and 502.02 for details of collecting weigh tickets, Form TL-102A, and for
documentation of delivery of tonnage material.
See Sec. 800 for details of preparing and/or handling the above noted reports and records.
SECTION 502 PLANT SAMPLING, TESTING, AND INSPECTION

OF ASPHALT MIXTURES
The following instructions cover plant sampling, testing, and inspection of asphalt mixtures
(concrete) prior to placing in pavements. Tests of the finished pavement for depth and density
will be covered in Sec. 503. See Sec. 206 for Independent Assurance sampling requirements.
See Sec. 207 for asphalt concrete that may be accepted on visual inspection.
Sec. 502.01 Plant Equipment

(a) Plant Laboratory Equipment
Producers plant laboratory equipment shall be the Producer's equipment. Equipment in need of
repair or replacement should be reported to the District Materials Engineer or the Engineer's
representative by the Producer.
Plant quality control testing laboratories shall be equipped, as outlined in Sec. 106.07 of the Road
and Bridge Specifications. The following statement is intended to clarify the Department's
position with regard to the use of a single laboratory to service more than one plant belonging to
the same firm:
The Department reserves the right to require a laboratory conforming to the requirements
of Sec. 106.07 at each plant which is processing material for Department use; however,
use of a single laboratory to serve several plants in a given area may be permitted,
provided such multiple use does not adversely affect the efficiency and timeliness of the
sampling and testing program at each plant. In the event a dispute arises over the
practicality of multiple plant use of a single laboratory, such disputes are to be referred to
the State Materials Engineer for resolution.
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MOI Section 503 – Road Sampling, Testing,
And Inspection Of Asphalt Pavements
Page 125
and VST on process control tests) will be reported on Form TL-50A. Job-mix formulas will be
documented on Form TL-127 and the database generated Form TL-127B. Documentation of
tonnage material will be reported on Form TL-102A (Daily Summary Sheet), as outlined in Secs.
106.04(e) and 800 herein. See these Sections, also, for details of Weighing Inspection Reports,
June 2014
and Weighperson checklists and certifications.
SECTION 503 ROAD

Producer's responsibility SAMPLING,
to perform the process TESTING, AND
control sampling INSPECTION
and testing OF
specified in Secs.
502.06 (a)(2) (SUPERPAVE® Design Tests).
ASPHALT PAVEMENTS
The Producer shall be responsible for recording test results and maintaining quality control charts.
The following instructions cover the sampling, testing, and inspection of asphalt concrete
The Producer shall furnish the Department's representative copies of the test results on forms (see
pavements at the job site. Specific instructions are contained herein for the density and depth
TL-100A, section 803.47) furnished by the Department and maintain current control charts at the
tests.
plant for review by the Department. The tests results are to be available for pickup by the
Department within 48 hours of the completion of each lot. Failure to furnish the results in a
Sec.
timely503.01
mannerGeneral
may be considered justification for suspension of job-mix approvals. The Producer
shall Project
The likewise maintain
Inspector willallseerecords
that theand test results
Contractor associated
follows with materials
all instructions, and will used in the
notify
production of Manager
Construction the asphalt
orconcrete; e.g., asphaltEngineer
Area Construction cement, ifetc.
there is any misunderstanding, lack of
cooperation, or any other situation that cannot be promptly corrected. The Inspector will
(e) Notification
maintain of Production
an attitude of cooperation and helpfulness with the Contractor to secure maximum
production within specification
The Producer shall notify the District limits.Materials
The Inspector
Engineer should
whennot hold up isortodelay
production start operations
or resume
unnecessarily,
after a delay. as continuous operation is essential to uniform results, as well as to economical
operation. All instructions shall be issued to the Superintendent or Foreman in charge of the
work.
(f) Assisting the Department’s Representative
The Producer shall obtain a sample at the request of the Department’s representative and analyze
a split portion of the sample. The Department will analyze the other split portion. This sample
shall be used as the next quality control sample. See Sec. 502.06(b) for additional details of
V-21
performing this sampling operation.
(g) QC Reports
Reports of quality control tests conducted in the Plant Laboratory will be reported on Form TL-
100A. (See Sec.502.08.) The TL-100A reports shall be provided within 48 hours of the closeout
of a lot. All other tests of asphalt mixtures conducted in the District or Central Laboratories (IA
and VST on process control tests) will be reported on Form TL-50A. Job-mix formulas will be
documented on Form TL-127 and the database generated Form TL-127B. Documentation of
tonnage material will be reported on Form TL-102A (Daily Summary Sheet), as outlined in Secs.
106.04(e) and 800 herein. See these Sections, also, for details of Weighing Inspection Reports,
and Weighperson checklists and certifications.
SECTION 503 ROAD SAMPLING, TESTING, AND INSPECTION OF

ASPHALT PAVEMENTS
The following instructions cover the sampling, testing, and inspection of asphalt concrete
pavements at the job site. Specific instructions are contained herein for the density and depth
tests.
Sec. 503.01 General

The Project Inspector will see that the Contractor follows all instructions, and will notify the
Construction Manager or Area Construction Engineer if there is any misunderstanding, lack of
cooperation, or any other situation that cannot be promptly corrected. The Inspector will
maintain an attitude of cooperation and helpfulness with the Contractor to secure maximum
production within specification limits. The Inspector should not hold up or delay operations
unnecessarily, as continuous operation is essential to uniform results, as well as to economical
operation. All instructions shall be issued to the Superintendent or Foreman in charge of the
work.
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Sec. 503.02 Density QC Testing (Contractor)

The density testing method to be used for asphalt concrete pavement will be one of the following:
1. The thin lift nuclear method outlined in VTM-76 and Special Provisions or Specifications
for Sec. 315.05 Road and Bridge Specifications. Only designated scratch courses do not
require density testing.
2. Plugs/Cores obtained as outlined in VTM-22 and AASHTO T166.
The method to be used will be as specified in the Road and Bridge Specifications or Special
Provisions, or as directed by the Engineer. It should be emphasized that the frequencies given for
testing are the minimums considered desirable to provide effective control of materials under
ideal conditions, and more testing than that specified should be done if deemed necessary by the
Engineer.
(a) Method A – Thin Lift Nuclear Method (Dense Graded Mixes)
(1) General
See Secs. 105.02 through 105.04 for details and safety precautions for the use of nuclear
equipment. The thin lift nuclear method shall be conducted in accordance with VTM-76 and
Special Provisions or Specifications for Sec. 315 of the Road and Bridge Specifications. The
thin lift gauge shall be furnished and operated by the Contractor.
Thin lift density testing will be conducted using the Control Strip Method of testing as
outlined in VTM-76. Under this procedure, the density reading obtained in the test section is
compared with the corresponding control strip density. The VST density testing will be
accomplished as outlined in Sec. 503.03 Verification Density Testing. The method for IA
will be performed as outlined in Section 503.04 Independent Assurance for Density.
A roller pattern and control strip density must be established for each layer or lift placed in
order to establish the target density required before testing of test sections.
(2) Frequency of Tests

For thin lift nuclear density testing, the reported density will normally be the average of 5
sublots readings representing a lot of asphalt pavement approximately 5,000 linear feet (1500
meter) in length for each lift and pass of the paver. Each sublot (1,000 linear feet or 300
meters) will have two locations randomly selected for measurement. See Section 315 of the
Road and Bridge Specifications for the handling of partial length lots and the evaluation of
sublots. The reported density will be considered the density of the entire length and width of
the roadway represented by that lot. Payment for the tonnage of asphalt mixture contained in
the lot will be in accordance with the density payment schedule in Section 315 of the Road
and Bridge Specifications.
If there is a breakdown in the nuclear testing equipment, then density tests should be
continued using other methods such as sawed plugs or cores as approved by the Engineer.
(b) Method B – Plugs/Cores (Dense Graded and SMA Mixes)
(1) General
With cores and plugs, the percent compaction of the completed asphalt concrete pavement is
determined by dividing the actual bulk specific gravity of the pavement samples by the
theoretical maximum specific gravity of a completely voidless mixture composed of the same
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June 2014
materials in like proportions. The actual bulk specific gravity shall be determined, as
outlined in AASHTO T166 and modified by VTM-6. The maximum specific gravity shall be
determined, as outlined in VTM-22, together with AASHTO T209, if desired.
(2) Frequency of Tests

Sampling for density determination on the mainline will be at the rate of no less than one
plug/core per 1,000 feet (300 m) paver pass. Crossovers and connections will not be sampled
for density; however, the tonnage contained therein will be included in the lot. The lot size
will be 5,000 linear feet (1500 m) and will be determined by the quantity of asphalt concrete
furnished by each plant for the contract item. Tests will be performed in accordance with
VTM-22.
(3) Obtaining the Test Specimens

The test specimens shall be obtained as follows:
(1) Test specimens shall be cut from the pavement with a portable saw or other approved
method. If water is used as a cooling agent, then the contractor must have an approved
method to dry the core/plug.
(2) The length of the sides of the sawed specimens shall not be less than 3 in. (75 mm) nor
more than 4.5 in. (113 mm) [4 in. (100 mm) diameter cores may be used]. The thickness of
the specimens shall not be less than 1.0 in. (25 mm)
(3) Mark out squares of pavement as indicated in sketch below.
(4) Cool marked area with gas (CO2) or dry ice.
(5) Cut out specimens using the approved method. (It will be necessary to cut out past the
marked lines, so that a full-depth cut is obtained.
(6) Recool marked area with gas sufficiently to pry out specimens 1 2
without distorting.
(7) Pry out Square 1 by applying pressure to either side and discard.
Pry out Square 2 to use as the test sample. (Do not distort.)
(8) Carefully remove saw tailings and clean any loose material from surface of specimens.
When placing specimens in basket to weigh in water, take care not to entrap air under the
specimen. (Again, do not distort specimens.)
(9) Determination of bulk specific gravity will be in accordance with VTM-6; maximum
specific gravity will be determined in accordance with AASHTO T209; and percent
compaction will be determined in accordance with VTM-22 section 5.
(c) Computation of Pay Factor

Price adjustment factors will be applied to the quantity of material in accordance with Sec. 315 of
the Road and Bridge Specifications.
(d) Reports
Results of job acceptance density tests in the field shall be reported on Forms TL-56, TL-57, TL-
58, TL-59A/B and TL-60. Results of density tests by other methods shall be reported on forms
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June 2014
approved by the District Materials Engineer’s representative. Reports are to be submitted to the
Engineer at the completion of each roadway segment.
All test reports must be completely filled out, giving all required information. All tests, both
passing and failing, must be reported. See Sec. 800 for additional details of completing and
distributing these forms.
Sec. 503.03 Verification Density Testing (Department)

Verification sampling and testing will be performed on surface, intermediate and base mixes that
have been evaluated by the Contractor. VST will be performed by either obtaining 4” (100 mm)
diameter core or 4”x 4” (100 mm x 100 mm) plug according to VTM-6 and VTM-22. The
Contractor will be responsible for obtaining the specimens for VST. VST will be performed by
or under the direction of a District Materials representative. VST is to be performed on Federal-
Aid projects on the NHS and should also be performed on as many non-NHS and state funded
projects as practicable (see Table 1).
(a) Procedure for VST on Lot Density Testing
(1) General
Department personnel will randomly select locations for VST Density tests by a
randomization procedure similar to the randomization procedure shown in VTM-32, Depth
Test of Bituminous Concrete Base Course. VST Density tests obtained by plugs/cores will be
sampled and tested under the direction of the Materials Division according to VTM 6 and
VTM 22.
Perform VST Density testing by obtaining a plug/core from two (2) stratified random sites in
a test section or lot on the roadway. The plugs/cores will be extracted by the Contractor at
the sites identified by the Department. The test section for dense graded asphalt is defined as
5,000 linear feet (1500 m) of paved lane width with subsections of 1,000 linear feet (300 m).
For SMA, the test section is defined as the length of daily production. For dense grade
asphalt, two of the five subsections will be randomly selected for sampling. When practical,
the VST test section limits should coincide with the QC lot limits for comparison purposes.
For SMA, two random locations from the daily production will be selected.
Determine the in place density for each individual plug/core at each selected location using
VTM 6 and VTM 22. The average density of the plug/core from the two individual sites will
be compared to the average of the plugs taken from the control strip used to establish the
target nuclear density for that mix. For SMA, the average density of the plugs/cores will be
compared to the minimum density specified in Section 317 of the Road and Bridge
Specifications. Once the comparison is performed, the following steps shall be followed:
Step 1) If the test section for dense graded asphalt meets the full payment criteria for density
(98% to 102% of the average density of the plugs taken from the control strip
density), then continue obtaining two stratified random plugs/cores on 20% of the test
sections until completion of the project. If the daily production for SMA meets the
full payment criteria for density, then continue obtaining two stratified random
plugs/cores on 20% of the daily production lots until completion of the project. The
VST densities will be expressed in % and will be reported to the nearest 0.1%.
Step 2) In the event a dispute arises over the average density of the two plugs/cores failing the
density testing comparison criteria, then one additional plug/core from the remaining
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3 subsections will be obtained for dense graded asphalt. For SMA, three additional
cores will be obtained from the daily production lot. If deemed necessary by the
District Materials Engineer, one additional plug/core from the previously tested
subsections will be obtained for dense graded asphalt. For SMA, two additional
cores may be obtain if deemed necessary by the District Materials Engineer. The
average density of these five (or 7) plugs/cores will then be compared to the Density
testing comparison criteria. If this average density meets the comparison
requirement, then the lot is acceptable. Continue obtaining two stratified random
plugs/cores on 20% of the test sections/daily production lots until completion of the
project.
Step 3) If the density comparison criteria is not met, then the production Rice value(s)
corresponding to the test section will be used to determine the average density for the
5 plugs/cores. If this average density meets the comparison requirement, then the QC
lot is acceptable. Continue obtaining two stratified random plugs/cores on 20% of the
test sections until completion of the project.
Step 4) If the average density in a lot fails the Density testing comparison criteria, then the lot
preceding (if accessible) and the lot after must be evaluated by repeating steps 1 thru
3 until the boundaries of the failing lots have been established. Each failing lot will
be documented.
(2) Timing of VST Density Testing Using Plugs/Cores

The VST density testing must be completed prior to traffic being placed on the section being
evaluated but during or after the Contractor has completed all it’s QC density testing for that
lot.
(3) Frequency for VST Density Testing Using Plugs/Cores

The VST density tests for base, intermediate and surface mixes per project will be conducted
on a paver width 5,000 linear foot (1500 m) long test section of roadway. The minimum
tonnage of a mix type to warrant VST density testing shall be 500. Mix types are based on
the maximum nominal aggregate size (i.e. 4.75, 9.5, 12.5, 19.0 and 25.0) and not the binder
used in the mix. The minimum number of VST density test sections required for a given
project or contract will be at least 20% of the paved lane length (one test section for every
25,000 lane feet (7500 m) of paving) for all AC lifts. For example, for a one lift AC overlay
10 lane miles long, 2 test sections must be checked through VST. For a two lift AC overlay
10 lane miles long, 4 test sections must be checked through VST. The four test sections
should be randomly selected between the first and second lift test sections. The same
approach should be used in determining the total number of test sections on construction and
maintenance projects (see Table 4 for Guidance).
For construction projects, the total amount of AC placed should be used to determine the total
number of VST sections. This total should include not only mainline AC, but shoulders,
adjoining roads, etc. For maintenance projects (i.e. RAAP or plant mix schedule), the VST
rate is based on the total number of lane miles on the project – not an individual site. A
random approach should be used in selecting the test sections for VST.
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Number VST Samples Per Project

of Lifts
Project’s Paved Lane Miles
1 2 3 4 5 10 20
1 1 1 1 1 1 2 4
2 1 1 2 2 2 4 8
3 1 2 2 3 3 6 12
4 1 2 3 4 4 8 16
5 1 2 3 4 5 10 20
Table 4 – VST Sampling Rates
(4) Recording/Reporting for VST Density Testing Using Plugs/Cores

VST densities will be recorded on form TL-140 (see Sections 803.70).
Sec. 503.04 Independent Assurance for Density (Department)

IA density observations and sampling/testing will be performed on surface, intermediate and base
mixes which are evaluated by the Contractor. IA will be performed by District Materials
personnel. IA is to be performed on Federal-Aid projects on the NHS and should also be
performed on as many non-NHS and state funded projects as practicable. Observation of the QC
Technician will be on a system basis approach. For IA of plugs/cores, the minimum tonnage of a
mix type to warrant IA density observations testing shall be 500.
(a) Observation of QC Technician (System Basis)
(1) Procedure
District Materials personnel will verify the Contractor's method of random determination of
production reading locations and will verify QC processes by witnessing/observation. The
Contractor is required to mark the location and orientation of the gauge at each test location.
The Contractor may be required to supply a list of the randomly selected production test
locations. The department representative will initial beside the QC readings observed on the
Contractors TL-59 (see Section 803.44) form. (Please note, a QC reading is defined as a
nuclear gauge test at a single location.) Additionally, the department representative will
verify the nuclear gauge calibration date and serial number, and will initial beside this
information on the TL-59A form.
(2) Timing of IA Testing

The IA must be completed while the Contractor is performing density (QC) testing.
(3) Frequency
Ideally, each Certified Asphalt Density Technician, performing this duty for the Contractor,
will be observed at least once annually. At a minimum, seventy-five percent of the Asphalt
Density Technicians will be observed on an annual basis.
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(4) Recording/Reporting
In the annual report prepared for FHWA, VDOT will list the number of technicians observed,
any problem(s) encountered and the actions taken by the Department/Contractor to remedy
the problem(s). These observations will be recorded on TL-141A (See Section 803.71).
(b) IA Density Testing on Plugs/Cores
During the production of asphalt concrete, VDOT will perform IA testing by the approach
outlined below. This approach applies to control strips for dense graded asphalt mixes (where the
nuclear gauge is used for density acceptance) and stone matrix asphalt (SMA). If the Contractor
elects to perform density QC on dense graded asphalt by the plug/core approach, then the
procedure following the guidelines for SMA shall apply. No IA of control strip plugs/cores will
be required when the contractor uses plugs/cores as the asphalt acceptance procedure.
(1) Procedure for IA Density Testing on Contractor Plugs/Cores

For acceptance of control strips and SMA percent density, plugs/cores are used. At the
stratified random plug/core locations provided by VDOT for SMA or the control strip
locations per VTM-76, Department personnel or an authorized representative will observe
the extraction of plugs/cores (VTM-76), observe the determination of percent density (VTM-
6 and VTM-22) by the Contractor and maintain control over the samples throughout this
process. Immediately after testing by the contractor, the Department will secure the
plugs/cores for IA of results. The Department will retain all plugs/cores during the
production and placement of SMA as well as from control strips. SMA plugs/cores will be
marked identifying the lot and plug/core number (i.e. Lot 10 and plug/core 3 will be marked
as 10C [A = 1, B = 2, C = 3, D = 4, E = 5]). Control strip plugs/cores will be marked with the
control strip number and plug/core number from the strip. IA Density tests of contractor
obtained plugs/cores will be tested under the direction of the Materials Division according to
VTM 6 and VTM 22.
Determine the in place bulk specific gravity (Gmb) and percent density for each individual
plug/core using VTM 6 and VTM 22. The Gmb calculated by the Department will be
compared to the contractor’s result on the same plug/core. Once the comparison is
performed, the following steps shall be followed:
Step 1) If the Department bulk specific gravity (Gmb) results are within 0.015 of the
contractor’s results, then no additional analysis is required. The IA Gmb will be
reported to the nearest 0.015. The plug/core can be discarded.
Step 2) In the event that the VDOT Gmb results are not within the 0.015 tolerance, then the
Department will re-run VTM-6 on the non-comparing plugs/cores and compare the
new Gmb to the contractor’s results. If the Department results are now all within
0.015 of the contractor’s result, then no additional analysis is required.
Step 3) If the Department’s Gmb results are not within the 0.015 tolerance after the re-
calculation in Step 2, then the sister cores/plugs (remaining plugs/cores from the lot
or control strip) to the failing core/plug will be analyzed. A new percent density will
be calculated for the plugs/cores on the basis of the Department’s Gmb results in
accordance with VTM-22. If the average of the five density results from the
Department’s testing does not comply with the specification requirement, then the
contractor will be notified of the failing IA comparison. The District Materials
representative will conduct an investigation of the contractor’s QC technician’s
testing procedures and equipment to determine the source of the error. Results of this
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investigation will be documented and provided to the State Materials Engineer.

Based on the average percent density determined by Department’s test results (for
those plugs that did not compare with the contactors) and the contractor’s acceptable
plugs from the lot, the corresponding percent pay will be applied.
(2) Timing of IA Density Testing on Contractor Plugs/Cores

Step 1 of the IA density testing must be completed within three business days of the
production date. If necessary, Step 2 must be completed within one business day of Step 1 in
order to minimize the placement of failing material.
(3) Frequency for IA Density Testing on Contractor Plugs/Cores

The IA density tests for SMA mixes per project may be conducted for each lot. The
minimum number of IA density test plugs/cores required for a given contract will be at least
10% plugs/cores obtained by the Contractor. For control strips, at least one plug/core will be
required per project. If more than 10 control strips are constructed (combination of all mixes
laid on a project), then additional control strip plugs/cores will be tested to meet a minimum
frequency of 10% of control strips tested.
(4) Recording/Reporting for IA Density Testing on Contractor Plugs/Cores

IA densities will be recorded on form TL-141B. (see Sections 803.71).
Sec. 503.05 Independent Assurance of Department Personnel (Department)

IA personnel will be required to obtain and maintain the proper Materials Division certifications.
Sec. 503.06 Determination of VST/IA Requirements (Example)

VTM-76 is followed in constructing Roller Patterns and Control Strips for dense graded asphalt
mix layers. The flowchart shown is to be applied to each mix type (i.e. SM-9.0, SM-9.5, SM-
12.5, SM-19.0, IM-19.0 and BM-25.0) as described in Section 503.03(c) and Section 503.04 in a
contract or maintenance plant-mix schedule to determine the level of VST testing and IA
observations.
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Contract
Note #1: Quantities
VST/IA testing is not required for any mix type with
500 tons (500 metric tons) or less of that mix on the
contract. Contractor QC testing is required for the
roller pattern, control strip (see VTM-76) and for all
test sections. Projects of this size are typically
complete once the roller pattern/control strip is
finished, or they may have a single short test section. ≤ 500 tons Yes QC by cores
[See Road and Bridge Specifications section (per mix VST/IA not required
315.05(e)1 for exceptions to following VTM-76.] type) See note #1
Note #2:
VST testing is required per Section 503.03
Note #3: IA testing is required per Section 503.04 No

QC by Contractor; VTM-76
VST – see note #2
IA – see note #3
(a) Example to Determine VST and IA Regulations:

Given: A contract has the following combination of asphalt types and quantities:
SM-9.5A 300 ton (300 metric tons) BM-25.0A 300 ton (300 metric tons)
SM-9.5D 150 ton (150 metric tons) BM-25.0D 1000 ton (1000 metric tons)
IM-19.0A 750 ton (750 metric tons)
Find: How many VST and IA tests are required to satisfy VDOT’s Quality Assurance program?
Solution: For each mix type, the total quantities are: SM = 450 tons (450 metric tons), IM = 750
tons (750 metric tons), and BM = 1300 tons (1300 metric tons). These are the quantities to use
with the flowchart.
NOTE: The amount of project level VST and IA testing shown in this example is the minimum
required for a Federal aid project on the NHS.
Surface Mix: The total quantity of all surface mixes on the project is 450 tons (450 metric tons).
This quantity is less than 500 tons (500 metric tons) so QC testing by the Contractor is done with
cores. The density of the cores is compared to the theoretical maximum density of the mix (see
VTM-22 for the procedure). If the average density of the cores meets the requirements of Table
III-3 in Section 315.05 of the Road & Bridge Specifications, then the pavement’s density is
deemed acceptable. VST/IA density testing will not be required if the cores are verified by testing
in the Department’s laboratory before determining acceptance. Possession of the Cores must be
maintained until project completion or until verified by the Department for Federal Aid
Projects on NHS routes.
IM Mix: The total quantity of all IM mixes on the project is 750 tons (750 metric tons). This
quantity is greater than 500 tons (500 metric tons) so VST and IA testing is required. QC testing
for this project would likely consist of the roller pattern/control strip (VTM-76), and one test
section of 10 stratified nuclear test locations.
One full VST test section (2 cores) is required. VST testing performed by coring 2 stratified
random locations; the density is determined following VTM-22. The average density of the
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cores are compared to the requirements of Table III-3 in Section 315.05 of the Road & Bridge
Specifications to determine if the test section density meets specification.
The minimum number of IA tests on this project is one plug/core from the control strip. If the
Contractor is performing plugs/cores for density acceptance, then one plug/core must be
verified by the Department.
BM mix: The total quantity of base mix on the project is 1300 tons (1300 metric tons). This
quantity is greater than 500 tons (500 metric tons) so both VST and IA testing are required.
Case 1a – Assume all the base mix is placed in a single 4″ (100 mm) thick lift and covers
approximately 4400 lane feet (lf) (1340 m). The Contractor tests the roller pattern, the control
strip (see VTM-76), and a test section of about 3900 lf (1200 m). Contractor QC testing
consists of 2 nuclear readings in each of the 4 sublots of the test section for a total of 8
readings.
One VST test is needed for the ‘short’ test section, i.e. two cores/plugs.
IA is needed by reweighing one core/plug from the control strip or by reweighing one
core/plug used by the contractor for density acceptance from the test section.
Case 1b – Assume the BM is placed in 2 - 4″ (50 – 100 mm) lifts. The first lift is placed on
the aggregate base and the second is placed on top of the first BM lift. Separate roller patterns
and control strips are required for each lift since the surface upon which the base mix is
placed is different for each lift.
For each lift, QC testing consists of the roller pattern /control strip testing, and a single test
section of about 1700 lf. (500 m) QC testing of the test section consists of 4 stratified random
nuclear test readings in the 1700 ft. (500 m) ( test section (2 readings in the first 1000 ft.
(300 m) sublot plus 2 readings in the last 700 ft. (200 m)).
VST testing needs to be done for only one of the two BM lifts. Each lift constitutes a lot of
material and the minimum testing requirement is 20% of the lots. VST will require two
plugs/cores from one of the lifts of BM – not both lifts.
IA is needed by reweighing one core/plug from one of the control strips or by reweighing one
core/plug used by the contractor for density acceptance from the test section.
Example Summary – VST/IA testing is not required on the surface mix due to the limited
quantity. For the intermediate and base mixes, VST/IA testing is required.
Sec. 503.06 Depth Control (Department)

(a) General
Job acceptance depth tests are to be made by a person other than project personnel. This person
shall be an impartial party, namely the District Materials Engineer's representative.
Measurements are to be taken periodically for each course after completion of the course depth as
the work progresses. This should not be construed as requiring that the entire project be
completed before conducting depth tests. Depth tests should be made as sections of the project
are completed. It shall be the responsibility of the Inspector or Construction Manager to notify
the District Materials Engineer when any part of the construction is ready for depth tests.
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(b) Frequency of Depth Tests

For the purpose of determining depth, and to define areas of deficient or excessive depth, the
asphalt concrete base course will be sampled, as outlined in VTM-32B. (Tests of asphalt concrete
binder and surface courses are required only if specific plan depths are specified, not when plans
specify a rate of application.)
The project shall be divided into lots, with each lot stratified, and the location of each test within
the stratified section determined randomly. A lot of material is defined as the quantity being
tested for acceptance, except that the maximum lot size will be one mile of 24 ft. width base
course. The randomization procedure used will be at the discretion of the Engineer. (See VTM-
32B for example.) Samples will be taken from the lot at the following rate:
Lot Size No. of Samples Required
0 - 1/2 Mile (0 – 1.0 km) 2
1/2 - 3/4 Mile (1.0 – 1.5 km) 3
3/4 - 1 Mile (1.5 – 2.0 km) 4
A separate boring will be taken from each intersection, entrance, crossover, storage lane, or ramp
having an area of 500 yds2 (500 m2). or more. This boring will not be taken at random; however,
care is to be taken not to set up a uniform pattern of testing. The tolerance for an individual test
result shall apply for these miscellaneous borings.
The same frequency of testing as used on the mainline will be used for asphalt concrete shoulders
requiring specific plan depths, except that the tests will be alternated from one shoulder to the
other.
It is not the intent of the test procedure to prohibit sampling and testing of the material at any
location which is visually determined to be out of specification tolerance for an individual test.
(c) Corrections for Areas Outside of Tolerance

If any areas are found to be outside of specification tolerances for depth, then corrections shall be
made in accordance with the particular specification related to the material in question.
(d) Reports
Results of job acceptance depth tests of the above noted materials shall be retained as part of the
permanent project records. The data may be kept in the form of a worksheet. Those depth tests
that fail to meet specification requirements and subsequent delineation determinations shall be
recorded on Form TL-105. See Sec. 800 for details of completing and distributing these forms.
SECTION 504 COLD ASPHALT MIXTURES

(a) Testing Slurry Seal
The Contractor shall submit to the District Materials Engineer the following for initial mix design
approval:
• Materials and Mix Gradations
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Asphalt Field Level II

VDOT Specifications 2019

VDOT Manual of Instructions

(a) Tack Coat

(a) Tack Coat

(b) Non-Tracking Tack Coat

(c) Referee System

(c) Referee System

310.04 – Measurement and Payment

Payment will be made under:

Pay Item Pay Unit

315.04 – Placement Limitations

(e) Density shall be determined in accordance with the following:

(e) Density shall be determined in accordance with the following:

• The sub-lot site shall be marked as described in VTM-76.

• The density of the cores shall be determined in accordance with VTM-22.

Surface, Intermediate, and Base mixes:

Surface, Intermediate, and Base mixes:

315.06 – Pavement Samples

Plan Depth 1 test 2 tests 3 tests 4 tests

315.08 – Measurement and Payment

Payment will be made under:

Pay Item Pay Unit

(a) Coarse aggregate shall conform to Section 248.02(a).

(b) Fine aggregate shall conform to Section 248.02(b).

(c) Asphalt binder shall conform to Section 248.02(c).

(d) Mineral filler shall conform to Section 248.02(d).

(e) Fiber additive shall conform to Section 248.02(e).

317.03 – Composition of SMA Mixture

Composition of Stone Matrix Asphalt shall conform to Section 248.

Acceptance of Stone Matrix Asphalt shall conform to Section 248.

317.05 – SMA Mixing Plant

(a) Mineral filler handling shall be in accordance with Section 248.05(a).

(b) Fiber addition shall be in accordance with Section 248.05(b).

(c) Hot-mixture storage shall conform to Section 248.05(c).

(d) Mixing temperatures shall conform to Section 248.05(d).

317.06 – Weather Restrictions

317.07 – Placing and Finishing

• The sub-lot site shall be marked as described in VTM-76.

• The density of the cores shall be determined in accordance with VTM-22.

317.09 – Trial Section

317.10 – Prepaving Conference

Payment will be made under:

Pay Item Pay Unit

515.04 – Performance Pavement Planing Testing

515.05 – Measurement and Payment

515.05 – Measurement and Payment

Payment will be made under:

Pay Item Pay Unit

VIRGINIA DEPARTMENT OF TRANSPORTATION

SECTION 310 – TACK COAT of the Specifications is amended as follows:

Section 310.02(a) – Tack Coat is replaced with the following:

Section 310.04 – Measurement and Payment is replaced by the following:

Payment will be made under:

Pay Item Pay Unit

VIRGINIA DEPARTMENT OF TRANSPORTATION

February 2, 2011; Reissued July 12, 2016

TYPE II - A localized disintegration of pavement, including distorted areas, no more than 5

Surface preparation and restoration material shall be as follows:

For 0-2 inches - use surface mix

For 2-5 inches - use intermediate mix

For greater than 5 inches - use base mix or intermediate mix

Tack coat shall conform Section 210 of the Specifications.

VIRGINIA DEPARTMENT OF TRANSPORTATION