"(I) Pavement Smoothness.
(1) Description. This specification is to provide an incentive for contractors to construct the smoothest riding pavements possible. This specification allows two types of testing equipment for measuring the smoothness of asphaltic concrete pavements. The Contractor has the option of using either type of test equipment. Smoothness of the pavement will be determined on the final pavement surface.
(2) Pavement Smoothness Requirements. Place the asphalt concrete surface course on the traveled way lanes to an Average Profile Index of 7.0 inches per lane-mile and not greater than 10.0 inches per lane-mile, with no individual areas of the surface having a deviation (bump or dip) exceeding 0.4 inches in 25 feet. Profile requirements shall end 25 feet from the end of each bridge deck approach slab, cold planed transition, existing pavement, or other areas specified by the Engineer. For areas excluded from profile testing see Section 401.03 (I)(6) below.
(3) Longitudinal Profiler. The longitudinal profiler consists of a vehicle equipped with transducers and profile computing and recording equipment. The data collected is used to calculate a profile index (PI) which is used to rate the surface smoothness. Also, the information is used to produce the computed profile of the traveled surface and generate a profilograph-type plot at 1 inch to 25 feet horizontal scale and 1 inch to 1 inch vertical scale.
(4) Profilograph Equipment. The Contractor has the option of using a computerized California-type profilograph to produce a profilogram or a trace of the pavement profile at 1 inch to 25 feet horizontal scale and 1 inch to 1 inch vertical scale. The computer shall use the measurements to calculate the profile index (PI) with bump or dip locations. The California-type profilograph consist of a frame 25 feet in length supported upon wheels at each end. The pavement profile is recorded from the vertical movement of a surface sensing wheel attached to the frame at the midpoint, and is in reference to the mean elevation of the points of contact with the road surface established by the support wheels.
(5) Pavement Testing. The Contractor shall test the asphalt concrete pavement with Contractor-furnished and operated pavement smoothness testing equipment. All pavement profile testing and the necessary traffic control measures shall be done at the Contractor's expense.
A. Existing Pavement. The Contractor shall test the existing pavement surface prior to any cold planing or paving operations with a longitudinal profiler or California-type profilograph. All asphalt concrete pavement surfaces requiring smoothness testing shall be tested to obtain information about existing pavement condition. The Contractor has the option of conducting a single test run along one wheel path of each lane in lieu of two tests run per lane as specified below for final pavement testing.
When the contract requires pavement cold planing, the Contractor shall use the test information to establish a pavement cold plane profile which will serve as a guide for subsequent cold planing and paving operations. The Contractor shall develop the proposed pavement cold plane profile with the intent to reduce or eliminate bumps and dips in the existing pavement to the greatest extent possible while closely following the existing roadway grade profile. Any adjustment to or deviation from the existing roadway grade profile shall be done with care so as not to adversely affect the existing roadway surface drainage patterns.
B. Final Pavement. The Contractor shall test the final asphalt concrete pavement surface in both wheel paths with a properly calibrated longitudinal profiler or computerized California-type profilograph, and generate a graph or trace of the pavement profile according to ASTM E 950-94: Measuring the Longitudinal Profile of Traveled Surfaces with an Accelerometer Established Inertial Profiling Reference, ASTM E 1274-88: Test Method for Measuring Pavement Roughness Using a Profilograph or HDOT 10-95: Standard Practice for Operation of HVEEM or California Profilograph and Evaluation of Profiles. The test apparatus is driven in the wheel paths over the section of traveled surface to be profiled. The wheel path is located parallel to the lane edge and approximately 3 feet inside of both lane edges for a standard 12-foot travel lane, or approximately 2 feet inside of both lane edges for a 10-foot traffic lane. The test apparatus shall be capable of producing a plot of the profile and a readout which will give the following data: bump or dip height and length as specified in the contract, the blanking band width of 0.2 inch, total ride index in inches per mile for the measurement, total length of the measurement and the ride index in inches per mile for each tenth mile segment.
The Contractor shall provide the test results of each day's paving to the Engineer for analysis by the next working day. The result of each day's paving is evaluated separately. A day's paving is defined as a minimum of 0.1 mile per lane of pavement placed in a day. If less than 0.1 lane-mile is paved, the day's production will be grouped with the next day's production.
The finished pavement surface smoothness is determined by averaging the test results of both wheel paths for each lane. Test method ASTM E 950-94, ASTM E 1274-88 or HDOT 10-95 is used to calculate the profile index (PI) and to detect any area with pavement deviations greater than 0.4 inch in 25 feet.
(6) Excluded Profile Testing Areas. The excluded areas include auxiliary lanes less than 0.1 mile long, ramps, tapers, bridge deck approaches, side streets, curves 1000 feet or less in radius, turning lanes and intersections. The Engineer will test areas excluded from profile testing using a 10-foot straight edge.
The Contractor shall provide the State with a 10-foot straight edge constructed out of metal or other durable material and reinforced as necessary to provide a rigid member. Hand holds shall be provided and the weight of the unit must be suitable for handling by a single person. The 10-foot straight edge unit must be accepted for use by the Engineer. No paving work can commence without an acceptable 10-foot straight edge at the project site. The surface deviation measured from the testing edge of the straight edge between any two contacts with the pavement surface shall not exceed 0.25 inch.
The Contractor shall correct bumps and depressions exceeding the specified tolerance by abrasive grinding, or remove and replace the defective work with new material.
(7) Pavement Corrective Work. For areas of the asphalt concrete pavement having deviations greater than 0.4 inches in 25 feet the Contractor shall bring the top surface within tolerance by one of the following methods:
a. Removal and replacement of 1½ inches of asphalt concrete a full lane width by the length required.
b. Abrasive grinding with a grooved type cutter similar to one used for correcting the profile of Portland cement concrete pavements. Areas that have been abrasive-ground shall receive a fog seal coat. All ground areas shall be neat rectangular areas of uniform surface appearance.
The Contractor shall notify the Engineer a minimum of 24 hours prior to any pavement corrections. The Contractor shall retest corrected sections of the pavement in accordance with final pavement testing requirements specified in Sec. 401.03 (I)(5) to verify that corrections have been completed. All pavement corrections shall be at the Contractor's expense."
"401.04 Method of Measurement.
(C) Pavement Smoothness Incentives or Pavement Roughness Disincentives. The Engineer will pay an incentive for pavement smoothness according to this section of the contract. The Engineer will assess a disincentive for pavement roughness according to this section of the contract.
All traffic control and survey stationing shall be the Contractor's responsibility and no additional payment shall be made for these items. "
"401.05 Basis of Payment.
(B) Pavement Smoothness Incentives or Pavement Roughness Disincentives. The Engineer will pay for incentives or assess pavement roughness disincentives in accordance with the pay schedule below.
The day's Average Profile Index will be determined by the Engineer using Profile Indexes from all asphalt pavement sections completed in a day. If less than 0.1 lane-mile is paved in a day, the day's production will be grouped and measured with the next day's production. The measurement shall include the construction joint formed between the previous day's work and the section being measured for pavement smoothness.
When the day's Average Profile Index is less than 7.0 inches per lane-mile, the Engineer will make incentive payment using Table 401-IV below. Incentives will be paid for under Items No. 401.0600 - Pavement Smoothness Incentives. When the day's Average Profile Index is greater than 10.0 inches per lane-mile, the Engineer will assess pavement roughness disincentives as shown in Table 401-IV. The Engineer will deduct pavement roughness disincentives from monies due or that may become due under the contract, such as the contract monthly progress payment to the Contractor.
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TABLE 401-IV - PAVEMENT SMOOTHNESS INCENTIVES
AND PAVEMENT ROUGHNESS DISINCENTIVES PAY SCHEDULE |
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Average Profile Index (Inches per lane-mile) |
Payment * | Payment Type |
| less than 3.0 | + $1,000 |
Incentives |
| 3.0 to 3.9 | + $800 | |
| 4.0 to 4.9 | + $600 | |
| 5.0 to 5.9 | + $400 | |
| 6.0 to 6.9 | + $200 | |
| 7.0 to 10.0 | 0 | None |
| 10.1 to 11.0 | - $200 |
Disincentives |
| 11.1 to 12.0 | - $400 | |
| 12.1 to 13.0 | - $600 | |
| More than 13.0 | - $800 | |
*Pavement smoothness incentives and pavement roughness disincentives are dollars per 0.1 lane-mile section.
Pay adjustments for incentives and disincentives will be based on the initial Profile Index measured on the final pavement surface before any corrective grinding work. For a remove and replace correction a new Profile Index will be taken and used for that section.
To compute daily paving incentives and disincentives, profile indexes from all pavement sections completed in a day will be used in the calculation of the Average Profile Index. However, when the Contractor chooses to do corrective grinding within any 0.1 lane-mile section, the Engineer will not pay for any incentive for that section of pavement. When the Contractor chooses to remove and replace a section, a new Average Profile Index will be computed using the retested Profile Index of that reworked 0.1 lane-mile section.
(Project No.)
09/10/99