HomeMy WebLinkAboutMemorandum of AgreementURANIUM MILL TAILINGS REMEDIAL ACTION PROJECT
MEMORANDUM OF AGREEMENT FOR THE MAINTENANCE
OF STATE HIGHWAYS DURING REMEDIAL ACTION
AT THE RIFLE, COLORADO
URANIUM MILL TAILINGS SITE
I. PARTIES.
The parties to this Memorandum of Agreement (MOA) are the
U.S. Department of Energy (DOE), represented by the DOE
Field Office, Albuquerque (AL), and the State of Colorado,
represented by the Colorado Department of Health (CDH) and
the Colorado Department of Transportation (CDOT).
II. PURPOSE
The purpose of this MOA is to document the responsibilities
of DOE, CDH, and CDOT in connection with maintaining the
sections of state highways 6 and 13, as shown in Appendix 1,
during the remedial action activities, and restoring these
sections of the highway after completion of the remedial:
action activities, associated with two designated inactive
uranium mill processing sites located near Rifle, Colorado.
III. AUTHORITY
The authority for this MOA is the Uranium Mill Tailings
Radiation Control Act of 1978 (UMTRCA), Public Law 95-604,
as amended.
IV. PROJECT BACKGROUND
The Uranium Mill Tailings Remedial Action (UMTRA) Project is
a cooperative, cost -shared remedial action program
undertaken pursuant to Title I of the UMTRCA. The DOE and
state of Colorado entered into Cooperative Agreement No.
DE-FC04-81AL16257 in order to perform remedial actions at
designated inactive uranium mill processing sites (mill
sites) located in Colorado. This MOA affects the two mill
sites at Rifle, Colorado.
The "Statement of Principles and Directives for
Implementation of the Uranium Mill Tailings Remedial Action
Project in the State of Colorado," entered into by the
Governor of Colorado and the Manager of AL on May 2, 1990, .
provides for the DOE and the CDH, with assistance from the
CDOT, to develop a plan to ensure appropriate upkeep and
maintenance of the state roads used by the UMTRA Project for
March 15, 1993 -1-
hauling of residual radioactive material (RRM) to remaining
UMTRA Project disposal sites which are offsite from the
remaining affected mill sites in Colorado. The hauling of
the RRM from the mill sites to an offsite disposal site may
result, over a relatively short period of time, in a
significant amount of UMTRA Project truck traffic utilizing
state roads. There is a potential for adverse impacts to
the surface of these roads from this truck traffic.
Accordingly, the UMTRA Project has an objective to mitigate
those potential adverse impacts. This MOA is the result of
a substantial consultation between DOE, CDH and CDOT
regarding mitigation of these adverse impacts.
V. RESPONSIBILITIES
In order to minimize project delays and to ensure safe
hauling of RRM by maintaining the integrity of state
highways during the performance of remedial actions, the
following responsibilities will be implemented by the
parties hereto:
1. The CDOT will perform all state highway maintenance
required during the performance of UMTRA Project
remedial action related haul activities associated with
the Rifle mill sites. This maintenance will be
performed at no cost to DOE or CDH.
2. The CDOT will respond to all verbal or written requests
for state highway maintenance from UMTRA Project
participants by inspecting the portion(s) of the
highway where maintenance has been requested within 24
hours of receiving such request. If CDOT determines,
according to CDOT maintenance standards, that certain
maintenance is necessary, then CDOT will initiate such
maintenance as soon as practicable. Verbal requests
will be followed up in writing within two working days.
Requests for maintenance can be initiated by the CDH,
DOE or DOE's remedial action contractor, MK -Ferguson
Company (MK).
3. To the maximum extent feasible, the CDOT will work and
consult with MK on a case-by-case basis to provide
maintenance at those times when it will have the least
impact on the project (i.e., repairs may be done during
times of day when no hauling is being done). Where
work would be necessitated during haul times, CDOT will
provide MK with advance notice and the details of
possible interference with the movement of haul
vehicles. The CDOT will consult with MK before
initiating any road closures, and will use it's good
faith efforts to accommodate MK's needs (paragraph 10).
March 15, 1993 -2-
4. All remedial action subcontract documents prepared by
MK for the Rifle mill sites will indicate that state
highway maintenance will be performed by CDOT.
Historical information on repairs and data regarding
planned preventative maintenance on the sections of
state highways 6 and 13 shown in Appendix 1, which will
be used for hauling during remedial action have been
provided to MK by CDOT for inclusion in the
solicitations for said subcontracts.
5. Joint inspections, by CDOT and MK, of the portion of
the haul route shown in Appendix 1 will be performed at
least once a month. Both CDH and DOE may participate
in these inspections. Written memoranda of inspection
results will be prepared and exchanged by CDOT and MK,
as well as provided to DOE and CDH. Conflicts between
inspection results will be resolved by negotiation
among the parties.
6. Following completion of all UMTRA Project hauling
activities for the Rifle mill sites, CDOT will
undertake actions necessary to restore the portions of
the state highways shown in Appendix 1 to their
original state of repair, i.e., the condition that
would have existed without UMTRA Project hauling
activities associated with the Rifle mill sites,
("non-UMTRA"). State highway deterioration which is
attributable to UMTRA Project hauling activities will
be restored by CDOT and cost -shared by DOE and CDH as
specified below. The restoration of the state highways
will not take place until CDOT, DOE and CDH have
provided concurrence that funding is available to cover
CDOT, DOE and CDH portions of the cost. The basis for
all restoration actions to be taken will be a pavement
analysis performed prior to the initiation of hauling
activities. Such an analysis, provided in Appendix 2,
has already been performed, and may serve as the basis
for actions to be taken by CDOT following completion of
hauling activities. However, DOE may perform a new
analysis nearer the beginning of the Rifle project
hauling in order to assure the most current information
is used. The new analysis will be performed by the
same firm using the same testing methodology and the
most recent construction traffic projections. If the
new analysis provides results which are different than
the results from the analysis in Appendix 2, a
committee comprised of representatives from DOE, CDH,
CDOT and MK will be formed to evaluate the two analyses
and determine the appropriate course of action.
If the number of trucks or the weight of the trucks
hauled over the state highways from the processing
March 15, 1993 -3-
sites to the disposal cell or from the disposal cell to
the processing sites exceed or underrun the quantities
upon which the pavement analysis was based by more than
ten percent, the pavement analysis shall be revised to
account for the increased or decreased load
application.
7. If CDOT elects to do more than is necessary to return
the state highways haul road to their "non-UMTRA"
condition, these actions will be taken at no cost to
DOE or CDH. For example, the current pavement analysis
indicates that damage to the state highways is likely
as a result of normal public traffic. If the analysis
indicates that a certain total level of repair is
required, but UMTRA Project trucks are responsible for
only 60 percent of the damage, DOE and CDH will pay for
only 60 percent of the work done by the CDOT.
8. Actions taken at the end of the project to return the
state highways to "non-UMTRA" conditions, as defined in
item 6 above, will be cost -shared by the DOE and CDH at
90 percent and 10 percent, respectively.
9. During remedial action activities CDOT will perform
routine maintenance, in accordance with this MOA, on
the 1.9 mile third lane section of state highway 13
that was constructed by the UMTRA Project. At the end
of remedial action activities the 1.9 mile third lane
will be abandoned by the DOE. Any actions taken by the
CDOT at the end of the remedial action activities to
restore the 1.9 mile third lane will be at no cost to
DOE or CDH.
10. If at any time during the hauling activities it is
determined by the CDOT, and agreed to by the DOE and
CDH, that major pavement distress has occurred which
warrants immediate placement of additional pavement, as
documented by the pavement analysis referred to in
paragraph 6, all parties agree to cost -share, as
described in paragraphs 7. and 8. above, in the
placement of the additional pavement at that time
rather than at the completion of the project. If
placement of the pavement occurs prior to completion of
the haul no further pavement placement will occur at
completion of the remedial action activities.
11. A credit equal to 30 percent of fueltaxes and vehicle
fees paid in Colorado by MK subcontractors concerning
work on this remediation project only will be applied
against billings for the cost -shared portions to DOE
and CDH. The total credit will be shared by DOE and
CDH at 90 percent and 10 percent, respectively. The
March 15, 1993 -4-
subcontract documents prepared by MK include a
requirement for the MK subcontractors to maintain and
submit to MK records of fuel taxes and vehicle fees
paid to the state of Colorado.
12. This MOA will be incorporated as an appendix into the
Cooperative Agreement between the DOE and the state of
Colorado.
VI. SCHEDULE
It is planned that hauling will begin in May 1993 and
continue for approximately two years. The DOE, CDOT and CDH
agree to use their best efforts to expedite the
implementation of this MOA and to carry out in good faith
their responsibilities under this MOA in order to enhance
the probability that the completion of remedial action
activities will occur on schedule.
VII. TRANSFER OF FUNDS
To the extent this MOA requires compensation to or
reimbursement of CDOT such funds shall be transferred from
CDH to CDOT. DOE will subsequently be billed by CDH for its
share of such funds in accordance with the Cooperative
Agreement.
VIII.AVAILABILITY OF FUNDS
The performance by DOE, CDH and CDOT of their respective
responsibilities under this MOA is subject to the
availability of funds appropriated for such purpose by the
U.S. Congress and by the Colorado Legislature, and CDOT's
obligations that are also subject to the budgeting of CDOT
funds by the Transporation Commission for such purposes.
The state shall provide cost estimates for the agreed upon
cost shared activities in accordance. with Article XVI, Cost
Limitation and Obligation of Funds, Paragraphs A and C.
Additionally, sufficient funds will be obligated by both the
state and the DOE to cover the cost sharable activities by
modification of the Cooperative Agreement and inclusion of
these obligations under the same Article, Paragraphs D and
E. By execution of this MOA, costs associated with the Road
Maintenance Plan as agreed to by all parties will be
considered allowable costs as permitted in Article V,
Payments and Allowable Costs, Paragraph A of the Cooperative
Agreement.
March 15, 1993 -5-
IX. AMENDMENTS
Amendments to this MOA may be proposed in writing by any of
the parties and shall become effective upon written approval
by all parties.
X. EFFECTIVE DATE OF MOA
This MOA shall become effective upon signature by all
parties hereto and shall continue in force until the surface
remedial action activities are completed, unless formally
terminated by any party after thirty (30) days written
notice to the other parties of his intention to do so.
XI. SIGNATURES
Betsy `A.Ahaw
Contracting Officer
Department of Energy
Albuquerque Field Office
ricia Nolan
Executive Director
Colorado Department of Health
t
Rob rt L. Cle
Chi f Engineer
Colorado Department
of
Transportation
March 15, 1993 _6_
Ai-q_3
Date
3
-ESTES GULCH
DISPOSAL SITE
0 0 3000 6000
CALE FEET
NEW RIFLE
PROCESSING SITE
CITY OF
RIFLES._ ;-OLD RIFLE PROCESSINC
1U6 RIVE#•
Append x 2-
G ro und Ground
Engineering
Consultants, Inc.
Additional Nondestructive Deflection
Testing and Pavement Analysis Program,
Uranium Tailings Haul Roads,
UIIRTA Project,
Rifle, Colorado
Prepared for:
M -K Ferguson Company
2309 Renard Place SE, Suite 300
Albuquerque, New Mexico 87106
Attention: Mr. Charlie Spencer
Job Number 92-323 October 8, 1992
265 S. tfartan • Dcnvcr, Colorado 80226 • (303) 235-0404
TABLE OF CONTENTS
Page
Conclusions 1
Purpcse and Scope of Study
Site Conditions 2
Pavement Section Thicknesses 2
Nondestructive Deflection Testing 3
Component Analysis 4
Design Traffic 4
Results and Recommendations 6
Limitations g
Limits of Project Roadways Fieure 1
Deflection Test Results -. Appendix A
Traffic Design Calculations Appendix B
Typical Overlay Design Calculation Appendix C
Photographs of Typical Roadway Distresses Appendix D
CONCLUSIONS
Based on the results of the additional nondestructive deflection testing program and the traffic
information provided, the project roadways have undergone areas of pavement deterioration since the
original investigation performed in October of 1990. The new recommended asphalt overlay thicknesses
for both the typical daily traffic and the typical traffic plus the haul truck traffic are as follows:
Roadway/Section
4 -Year Design Life
Overlay Thickness (in.)
Typical Typical plus
Traffic Haul Trucks
State Highway 6
New Rifle Site to S.H. 13 Bypass 1.5 3.0
S.H. 13 Bypass to Railroad Avenue 1.0 1.5
Railroad Avenue to Old Rifle Site 1.5 3.0
State Highway 13 Bypass 0 1.0
State Highway 13
End of Bypass to S.H. 325 0 1.0
S.H. 325 to End of Project 1.0 3.0
Newly Widened Area 0 0
Alternate overlay thicknesses for 5, 10 and 20 year design lives are included herein.
PURPOSE AND SCOPE OF STUDY
This report presents the results of an additional pavement evaluation and nondestructive deflection testing
program for approximately 8.7 miles of roadway in Garfield County, Colorado. The subject roadways
and limits includes State Highway 6 from the New Rifle Processing Site to the Old Rifle Processing Site
which is approximately 2.2 miles in length. Also included in the project is State Highway 13 Bypass
which is approximately 2 miles in length. The final portion of the project haul roads is State Highway 13
from the junction with Railroad Avenue northerly for approximately 4.5 miles to the proposed access
road to Estes Gulch. The project roadways and the limits are shown on Figure I.
This report is performed in conjunction with our original report for the subject project dated November
6, 1990 which was reported under lob Number 90-353. This additional investigation was performed to
determine the change in pavement structural characteristics over the last 2 years. The nondestructive
deflection testing for this analysis was performed just prior imposition of the first haul truck traffic for
• lob No. 92-323 Ground Engineering Consultanu, Inc. Page 1
the subject project. The analysis was performed to determine the damage impact upon the existing
pavement from the effects of anticipated truck traffic for the uranium tailings hauled from both the New
and Old Processing Site to a proposed disposal site at Estes Gulch.
Nondestructive Deflection Testing (NDT) was conducted to obtain information on the pavement
mechanical properties. Component analyses were performed to estimate the moduli of the pavement
section and the subgrade materials. In addition, analyses were performed to determine the overlay
requirements to carry both the typical daily traffic on the project roadways along with the anticipated
truck traffic from the uranium tailings. The results of the field investigations and analytical evaluation
are presented herein.
This report has been prepared to summarize the data obtained and to present our conclusions and
recommendations based on the existing pavement conditions encountered.
SITE CONDITIONS
At the time of our second investigation, the subject roadways appeared to had undergone areas of
pavement deterioration since our original investigation performed in October of 1990. In general, the
majority of the pavement surface for the roadways was in fair to excellent condition. The majority of the
distresses, based on a cursory observation, appeared to be climatic related. The majority of the load -
related distress was observed on State Highway 6 east of the intersection with State Highway 13 Bypass,
and on State Highway 13 north of the intersection with State Highway 325. The climatic related
distresses consisted of low to medium severity longitudinal and transverse cracking with the Toad -related
distresses consisting of low to medium severity alligator cracking within the wheel paths.
We understand that since our original investigation, an additional traffic lane on State Highway 13 north
of State Highway 325 was constructed for the haul truck traffic traveling towards the proposed disposal
site. The pavement surface in the newly widened area was in excellent condition with essentially an
absence of distress.
PAVEMENT SECTION THICKNESSES
The existing pavement section type, thickness and subsoil conditions were investigated through a drilling
program along with research into 'as -built' information during our original investigation performed in
1990. In addition, we obtained information from the client as to the pavement section type and thickness
for the construction of the additional lane on State Highway 13 north of State Highway 325. The
pavement section thickness for each rehabilitative section which was used in the design is as follows:
Job No. 92-323 Ground Engineering Conaultenta, Inc. Page 2
Roadway/ Asphalt Base Subbase
Section (in.) (in.) (in.)
State Highway 6
New Rifle Site to Bypass
Bypass to Railroad Ave.
Railroad Ave. to Old
Rifle Site
State Highway 13 Bypass
State Highway 13
Bypass to S.H. 325
S.H. 325 to End of
Project
Newly Widened Area
6.00 4.00 18.00
5.00 4.00 18.00
3.50 4.50 15.00
4.00 4.00 18.00
4.50
5.75
4.00
4.00
17.00
11.50
4.00 4.00 12.00
The above existing pavement sections, the traffic information provided and the nondestructive deflection
tests were used to determine the recommended rehabilitative alternatives discussed below.
NONDESTRUCTIVE DEFLECTION TESTING
Evaluation of the effective structural capacity of a pavement requires the use of dynamic impulse loads
and the subsequent measurement of the deflection basin. Then, using the measured deflection basin, the
in-situ subgrade, subbase, base course and asphaltic concrete moduli are estimated. Ground Engineering
Consultants, Inc. used a Falling Weight Deflectometer (FWD) to conduct nondestructive deflection
testing (NDT) with adjustable loads ranging from approximately 1,500 pounds to 24,000 pounds. To
properly simulate the traffic loads and estimate the possible damage and in-situ material properties, a
suitable load range for the estimated traffic loadings was assumed. The Toad was transmitted to the
pavement through a set of springs and a 12 inch diameter rigid plate. Seven geophones were used to
measure the deflection basin at offsets of 0, 12, 24, 30, 36, 42 and 48 inches. The deflection tests were
taken at approximately 500 foot intervals in the outer wheel path in the outer lane with a 250 foot
staggered pattern along the roadway alignments. The results of the deflection testing are shown in
Appendix A.
When the deflection testing was completed, the mean and standard deviation for the force and seven
deflections were calculated for the rehabilitative sections of the roadways. If one or more deflections fell
outside the limits of the mean plus or minus one standard deviation, they were deleted as outliers and the
mean and standard deviation were recalculated. Outliers were removed from the calculations only once.
The deflections were then adjusted for seasonal variations based upon the wettest condition of the year.
The representative deflections were used in the component analysis as outlined in the next section to
determine the structural capacity of the existing pavement.
lob No. 92-323
Ground Engineering Consultants, Inc. Page 3
The project was analyzed in seven sections based on design traffic, constntction history, existing
pavement section thickness and pavement condition.
COMPONENT ANALYSIS
A unique set of layer moduli for the asphalt, base course, subbase and subgrade materials exist such that
the predicted deflection basin under the dynamic load -pavement combination yields values equal to the
measured representative deflection basin. Multi -layer elastic theory was used in a 'back calculating'
technique to arrive at the layer moduli values satisfying the representative deflection basin values. Due
to the mathematical complexities of this approach, a computerized solution is necessary. Ground
Engineering Consultants, Inc. used a computer program to perform component analyses to provide the
in-situ layer moduli of the various pavement layers.
An overlay design analysis was performed for the subject roadways in order to determine the required
overlay thickness to can -y the anticipated, typical traffic for a 4 -year design life and an overlay thickness
in order to carry both the typical daily traffic and the anticipated truck traffic to the disposal site
throughout the haul period. In addition, an overlay design analysis was performed to determine the
required overlay thickness in order to carry both the typical daily traffic and the anticipated truck traffic
for 5, 10 and 20 year design lives.
DESIGN TRAFFIC
Traffic information for the typical daily volume on the project roadways was provided by personnel from
the Colorado Department of Highways. An 18 -kip equivalent single axle load application (ESAL) was
provided for 4 year design lives. The ESAL's for the typical daily traffic used in the analysis are as
follows:
Typical Daily Traffic
Roadway/Section j:SAL
State Highway 6
New Rifle Site to S.H. 13 Bypass 259,000
S.H. 13 Bypass to Railroad Avenue 132,000
Railroad Avenue to Old Rifle Site 53,000
State Highway 13 Bypass 178,000
State Highway 13
S.H. 13 Bypass to S.H. 325 189,000
S.H. 325 to End of Project - 145,000
Job No. 92-323 Ground Engineering Consultants, Inc. Page 4
An 18 -kip ESAL was determined for the haul trucks for each of the rehabilitative sections. We were
provided with new distributions of the loaded and unloaded trucks which were slightly different than the
distributions provided for the original investigation. The new distribution of the loaded and unloaded
trucks are as follows:
State Highway 13 and Bypass
Northbound 242,400 full loads
0 empty trucks
Southbound 26,000 full loads
216,400 empty trucks
S.H. 6 between New Rifle Site and S.H. 13 Bypass
Eastbound 192,200 full loads
19,400 empty trucks
Westbound 29,000 full loads
195,800 empty trucks
S.H. 6 between S.H. 13 Bypass and Old Rifle Site
Eastbound 22,400 full loads
17,700 empty trucks
Westbound 33,200 full Toads
6,900 empty trucks
The total haul traffic was assumed to be loaded trucks with pups having a maximum gross weight of
85,000 pounds and an unloaded weight of 32,000 pounds. Converting the new haul truck traffic, based
on a 'worst case' scenario, resulted in 18 -kip flexible ESAL's of:
Truck Haul Traffic
Itoadway/Section
State Highway 6
New Rifle Site to S.N. 13 Bypass
S.H. 13 Bypass to Railroad Avenue
Railroad Avenue to Old Rifle Site
State Highway 13 Bypass
ESAL
665,371
115,133
115,133
837,783
State Highway 13
S.H. 13 Bypass to S.H. 325 837,783
S.H. 325 to End of Project 837,783
Job No. 92-323 Ground Engineering Consultants, Inc. Page 5
The calculations for determination of the 18 -kip ESAL's based on the anticipated truck traffic are shown
in Appendix B.
RESULTS AND RECOMMENDATIONS
The results of the NDT component analysis indicate that the in-situ resilient moduli for the asphaltic
concrete, base course, subbase and subgrade had undergone some deterioration since the original
investigation. The results of the component analysis is as follows:
Section
Resilient Moduli
Asphalt Base Subbase Subgrade
(Psi) (Psi) (psi) (psi)
State Highway 6
New Rifle Site to Bypass 210,000 20,000 25,000 4,500
Bypass to Railroad Avenue 200,000 20,000 28,000 4,500
Railroad Avenue to Old Site 225,000 20,000 25,000 4,250
S.H. 13 Bypass 320,000 23,000 28,000 4,750
State Highway 13
Bypass to S.H. 325 380,000 25,000 28,000 4,250
S.H. 325 to End of Project 215,000 20,000 28,000 6,000
Newly Widened Section 440,000 25,000 30,000 7,000
The resilient modulus of the asphaltic concrete, base course and subbase were correlated to existing
strength coefficients based on Figures 2.5 and 2.6, Part 11, in the AASHTO Guide for Design of
Pavement Structures (1986). The existing strength coefficients and the existing pavement section
thicknesses were used in determining the effective structural number of the existing pavement along with
a recommended overlay thickness based on the procedures outlined in the AASHTO Guide for Design of
Pavement Structures (1986). A design structural number was determined from a computer program
based on the 1986 AASHTO Guide design procedures. The in-situ resilient moduli for the subgrade
materials determined in the component analysis were used in determining the design structural number.
In addition, a reliability of 95% and a standard deviation of 0.44 were used in the design structural
number determination.
The required overlay thickness calculated for the subject roadways is determined by the deficiency
between the design structural number and the effective structural number. The effective structural
number is the effective structural capacity of the existing pavement times the remaining life factor. A
typical example of the overlay design calculations is found in Appendix C.
Job No. 92-323 Ground Engineering Consutunu, Inc. Page 6
Based on the results of the additional nondestructive deflection testing program and the traffic
information provided, the project roadways have undergone areas of pavement deterioration since the
original investigation performed in October of 1990. The new recommended asphalt overlay thicknesses
for both the typical daily traffic and the typical traffic plus the haul truck traffic are as follows:
Roadway/Section
4 -Year Design Life
Overlay Thickness (in.)
Typical Typical plus
Traffic Haul Trucks
State Highway 6
New Rifle Site to S.H. Bypass.
S.H. 13 Bypass to Railroad Avenue
Railroad Avenue to Old Rifle Site
State Highway 13 Bypass
1.5
1.0
1.5
3.0
1.5
3.0
0 1.5
State Highway 13
End of Bypass to S.H. 325 0 1.0
S.H. 325 to End of Project 1.0 3.0
Newly Widened Area 0 0
Alternate overlay recommendations for 5, 10 and 20 design lives are as follows:
Rnadwav/Section 5-vear life 10-vear life 20-vear life
State Highway 6
New Rifle Site to Bypass
Bypass of Railroad Avenue
Railroad Avenue to Old Site
State Highway 13 Bypass
State Highway 13
Bypass to S.H. 325
S.H. 325 to End of Project
Newly Widened Area
3.5
1.5
3.0
1.5
1.0
3.0
0
3.5
2.0
3.0
2.0
1.0
3.5
4.0
2.5
3.5
2.0
1.0
3.5
0 0
The recommended overlay thicknesses for both the typical daily traffic and the proposed haul trucks
should be placed prior to imposition of the haul traffic. The recommended overlay thicknesses were
based on the pavement condition at the time of the field investigation. If the overlays are not placed
prior to imposition of the haul traffic, both the typical traffic and the haul traffic will induce the
pavement to undergo further deterioration thus causing an increase in the required overlay thicknesses in
the future.
Job No. 92-323 Ground Enginccring Consulunu, Inc. Page 7
LIMITATIONS
This report has been prepared in accordance with generally accepted soil and pavement engineering
practices in this area for use by the client for design purposes. The conclusions and recommendations
submitted in this report are based upon the traffic data provided by personnel from Colorado Department
of Highways and M.K. Ferguson along with the nondestructive deflection testing results. If pavement
conditions and/or traffic appear to be different from what is described herein, this office should be
advised at once so that reevaluation of the recommendations may be made.
The performance of the pavement will be influenced by changes in the subgrade moisture content and the
total traffic and traffic loads; therefore, a routine maintenance program should be' implemented to seal
cracks and repair distressed areas as they occur. With the increased truck traffic we would anticipate a
need for additional routine maintenance, in addition to the recommended overlays, to reduce changes in
the support characteristics of the subsoils.
Since the proposed project will greatly change the past traffic on the roadway, we recommend annual
evaluation of both the actual traffic and traffic Toads, as well as the pavement structural conditions.
Sincerely,
GROUND ENGINEERING CONSULTANTS, INC.
dtSsani.h,
James A. Noll, P.E.
_,A7a..c.."% ie. _07
ares by Richa.r
lob No. 92-323 Ground Engineering Consultants, Inc. Page 8
(Not to Scale)
New Rifle
Processing
Site
S.H. 13
By-pass
S.H. 13
Proposed Turnoff
to Disposal
Site
S.H. 325
Railroad
Avenue
Rifle
Old
Rifle
Processing essing
Site
•
S.H. 6
/I-70
GROUT ENGu1E?iG CONSULTLNTS, UC.
Limits of
Project Roadways
Job No. 92-323 Figure 1
APPENDIX A
DEFLECTION TEST RESULTS
Page: 1
GROUND ENGINEERING CONSULTANTS
Deflection Test Data (Not Processed)
Project: RIFLE
Sub -project: S.0.13
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
250
250-
500
500
750
750
1000
1000
1250
1250
1500
1500
1750
1750
2000
2000
2250
2250
2500
2500
2750
2750
3000
3000
3250
3250
3500
3500
3750
3750
4000
4500
5000
5250
5500
5750
6000
6250
6500
6750
7000
7250
7500
7750
8000
4.24
4.20
4.16
4.14
4.13
4.30
4.15
4.09
4.10
4.09
4.15
4.06
4.14
4.13
4.14
4.28
4.30
4.08
4.10
4.30
4.31
4.09
4.10
4.24
4.30
3.99
4.21
4.21
4.31
4.09
4.35
4.22
4.32
4.16
4.26
4.22
4.27
4.24
4.24
4.21
4.25
4.13
4.13
4.32
4.19
2.74
4.12
3.52
3.83
4.47
6.81
8.65
4.90
4.63
8.06
7.58
9.41
6.07
7.76
5.40
5.49
6.42
4.79
5.42
7.15
8.18
4.69
5.09
7.27
8.97
7.05
8.87
6.53
8.32
6.32
6.09
6.10
7.18
8.23
7.06
9.24
6.17
8.19
6.02
10.03
3.82
8.95
2.98
6.79
10.65
2.35
2.93
2.62
2.57
3.34
4.68
6.48
3.80
3.58
6.13
5.93
3.75
4.72
6.27
4.46
3.48
4.34
3.72
3.92
4.63
6.05
3.66
3.96
4.81
6.75
5.56
6.75
4.36
6.22
4.99
3.77
4.63
5.93
6.27
5.70
6.24
5.06
5.99
4.93
7.92
3.24
5.69
3.49
5.10
7.01
1.07
1.30
1.52
1.61
1.80
2.92
3.60
2.40
2.07
3.51
3.22
2.11
2.52
3.72
2.35
2.02
2.04
2.05
1.95
2.73
3.64
1.86
2.00
2.91
3.71
2.98
3.81
2.42
3.43
2.80
2.32
2.28
3.88
3.88
3.61
3.36
3.15
3.47
3.07
4.92
2.54
2.97
2.38
3.38
3.90
0.80
1.11
1.13
1.12
1.28
2.36
2.78
1.90
1.64
2.78
2.26
1.54
1.76
2.69
1.62
1.59
1.46
1.62
1.52
2.11
2.78
1.48
1.52
2.33
2.60
2.19
2.86
1.86
2.50
2.12
1.79
1.65
3.01
2.81
2.70
2.38
2.33
2.54
2.26
3.66
2.15
2.12
1.94
2.61
2.83
0.60
0.94
0.99
0.98
1..00
2.00
1.79
1.65
1.32
2.34
1.71
1.04
1.30
2.10
1.40
1.31
1.21
1.43
1.21
1.72
3.13
1.19
1.25
2.03
2.58
1.60
2.67
1.53
2.06
1.70
1.43
1.34
2.46
2.17
2.17
1.79
1.86
1.92
1.83
2:76
1.87
1.65
1.44
2.05
2.20
0.58
0.85
0.92
0.78
0.90
1.88
1.43
1.56
1.0,
2.25
1.53
0.83
1.15
1.83,
0.93
1.24
1.06
1.12
1.03
1.54
2.28
O .95
O .61
1.76
1.58
1.32
2.01
1.41
1.90
1.53
1.29
1.30
2.20
1.90
1.64
1.52
O .94
1.64
1.53
2.38
1.74
1.46
1.23
1.82
1.93
0.51
0.61
0.69
0.61
0.41
1.61
1.05
1.40
0.68
1.95
1.26
0.66
0.94
1.50
0.58
1.09
0.86
1.00
0.87
1.38
1.98
0.63
0.24
1.50
1.23
1.09
1.74.
1.23
1.40
0.93
1.03
1.14
1.67
1.58
1.56
1.27
0.76
1.42
1.23
1.88
1.36
1.25
0.97
1.43
1.59
Page:
GROUND ENGINEERING CONSULTANTS
Deflection Test Data (Not Processed)
1V/VJ/L
2
Project: RIFLE
Sub -project: S.H.13
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
8250 4.25 7.66 5.01 3.02 2.21 1.71 1.53
8500 4.22 6.11 5.07 2.81 2.05 1.55 1.29
8750 4.21 10.40 7.14 4.42 3.19 2.28 2.00
9000 4.19 9.67 7.84 4.11 2.93 2.14 1.78
9250 4.24 6.51 4.77 2.60 2.00 1:62 1.46
9500 4.15 8.74 6.97 3.84 2.84 2.34 2.12
9750 4.16 4.21 3.18 1.60 1.28 1.06 0.99
10000 4.22 7.25 5.11 2.78 2.14 1.78 1.67
10250 4.25 5.99 4.49 2.78 2.24 1.93 1.87
10500 4.22 3.66 3.34 2.53 2.02 1.71 1.49
10750 4.13 5.03 2.08 1.34 1.23 1.00 0.87
11000 4.20 4.77 3.59 2.33 1.79 1.44 1.30
11250 4.10 5.95 2.96 1.55 1.34 1.12 0.88
11500 4.08 3.06 2.56 1.57 1.11 0.81 0.61,
11750 4.19 5.04 3.86 3.19 2.72 2.29 2.08
12000 4.09 9.71 6.96 3.21 2.26 1.65 1.23
12250 4.06 7.91 4.15 1.75 1.25 0.97 0.89
12500 4.14 8.50 5.97 2.94 1.95 1.43 1.18
12750 3.98 8.08 5.28 3.13 2.30 1.80 1.31
12751 4.13 9.63 5.54 2.58 1.83 1.40 1.12
13000 3.93 8.51 6.00 2.76 2.01 1.52 1.00
13250 4.02 13.67 7.92 2.85 1.85 1.26 1.02
13500 4.17 7.71 5.11 2.38 1.71 1.31 1.12
13750 3.94 6.52 5.24 2.57 1.71 1.24 1.01
14000 4.19 9.58 6.23 2.67 1.75 1.26 1.05
14250 3.94 9.02 6.38 3.10 2.46 2.00 1.79
14500 4.13 8.99 5.14 2.40 1.68 1.29 1.14
14750 4.08 9.61 5.78 2.68 1.90 1.41 1.29
15000 4.03 6.81 5.27 2.23 1.52 1.21 1.02
15200 3.93 5.09 3.89 2.03 1.46 1.17 0.98
15250 4.11 7.62 4.31 1.92 1.29 0.93 0.78
15500 4.17 7.30 5.23 2.72 1.89 1.39 1.14
15700 4.09 8.87 5.20 2.42 1.67 1.21 1.00
15750 3.87 5.29 3.87 1.81 1.16 0.81 0.67
16000 4.22 6.35 3.87 1.91 1.45 1.14 1.03
16200 5.08 8.17 5.14 2.66 1.81 1.33 1.06
16250 4.09 4.30 3.18 1.61 1.20 0.93 0.88
16500 4.14 10.81 7.68 3.72 2.62 2.04 1.60
16700 4.06 5.97 4.71 2.28 1.60 1.22 1.01
16750 4.13 12.90 8.56 3.79 2.55 1.74 1.44
17000 3.88 9.20 7.68 3.78 2.57 2.00 1.87
17200 3.83 5.44 4.21 2.14 1.59 1.19 1.03
17250 3.94 13.19 8.94 4.33 3.07 2.26 1.85
17500 3.96 8.14 6.09 2.58 1.66 1.30 0.98
17700 4.21 5.52 4.13 1.84 1.33 1.05 0.88
1.15
1.18
1.61
1.43
1.12
1.64
0.92
1.46
1.80
1.24
0.64
1.21
0.76
0.45
1.80
1.00
0.73
0.96
1.12
1.08
0.77
0.75
0.98
0.84
0.83
1.54
0.85
1.00
0.86
0.83
0.65
0.87
0.74
0.55
0.83
0.85
0.78
1.27
0.89
1.09
1.46
0.82
1.47
0.74
0.75
Page: 3
GROUND ENGINEERING CONSULTANTS
Deflection Test Data (Not Processed)
Project: RIFLE
Sub -project: S.H.13
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
17750
18000
18200
18250
18500
18700
18750
19000
19200
19250
19500
19700
19750
20000
20200
20250
20500
20700
20750
21000
21200
21250
21500
21700
21750
22000
22200
22250
22500
22750
23000
4.02
3.93
4.14
4.10
3.96
4.11
4.11
3.99
3.92
4.13
4.03
3.86
4.17
3.99
3.89
4.16
4.14
3.99
4.04
4.16
3.92
3.92
4.00
4.08
4.08
4.13
3.98
4.17
4.09
4.16
3.99
10.39
10.19
6.43
8.42
12.95
9.13
4.21
10.18
8.28
10.70
9.96
5.97
6.18
5.64
6.44
5.66
4.30
4.99
8.39
9.16
6.01
12.81
8.39
8.25
8.43
11.33
8.19
9.02
5.40
9.11
14.33
Project: RIFLE
Sub -project: S.H.13 (BYPASS)
6.56
6.39
3.82
6.21
6.57
4.82
2.87
7.09
5.85
6.55
6.50
4.57
3.95
4.29
4.69
3.41
3.21
3.05
5.42
4.96
4.75
7.52
5.84
5.50
4.61
5.32
5.45
6.54
3.66
6.00
7.73
3.20
2.81
1.96
3.02
2.63
2.19
1.60
2.67
2.38
3.06
3.39
2.21
1.71
1.53
2.17
1.51
1.70
1.62
2.56
2.56
2.04
2.96
2.51
1.86
1.83
1.70
2.12
3.22
2.25
2.54
3.13
2.25
2.03
1.47
2.08
2.04
1.54
1.24
1.86
1.62
2.10
2.40
1.61
1.13
0.98
1.65
1.10
1.28
1.22
1.77
1.78
1.47
1.92
1.83
1.23
1.18
1.15
1.52
2.18
1.79
1.72
2.30
1.69
1.80
1.11
1.47
1.78
1.10
1.04
1.33
1.14
1.49
1.81
1.26
0.84
0.69
1.28
0.80
1.03
0.95'"
1.25
1.65
1.14
1.27
1.46
0.85
0.82
0.86
1.18
1.53
1.49
1.26
1.79
1.39
1.55
0.96
1.23
1.49
0.86
0.96
1.01
0.90
1.31
1.52
1.11
0.72
0.51
1.09
0.72
0.94
0.83
1.01
1.25
0.96
0.93
1.22
0.66
0.66
0.76
1.07
1.17
1.38
1.11
1.53
1.12
1.26
0.79
1.00
1.06
0.68
0.84
0.83
0.66
1.07
1.25
0.90
0.56
0.40
0.91
0.59
0.77
0.66
0.77
1.23
0.79
0.69
1.11
0.43
0.52
0.61
0.87
0.96
1.17
0.91
1.30
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
100
250
600
750
1100
1250
3.80
4.31
3.71
4.30
3.66
4.31
6.22
6.11
7.52
6.10
4.90
5.18
4.30
3.61
5.17
3.39
3.51
2.85
2.04
1.82
2.23
1.45
1.44
1.14
1.52
1.37
1.59
1.11
0.99
0.87
1.23
1.17
1.26
0.94
0.75
0.69
1.16
1.10
1.17
0.90
0.65
0.63
1.06
1.02
1.04
0.81
0.56
0.55
UcLe. 10/UJ/y4
Page: 4
GROUND ENGINEERING CONSULTANTS
Deflection Test Data (Not Processed)
Project: RIFLE
Sub -project: S.H.13 (BYPASS)
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
1600 3.74 5.66 4.28 1.57 1.22 1.02
1750 4.13 5.79 3.53 2.22 1.72 1.31
2100 3.70 4.63 3.77 1.70 1.07 0.69
2250 4.14 7.75 5.12 2.10 1.36 0.92
2600 3.78 5.44 4.61 2.07 1.37 0:99
2750 4.35 5.49 2.83 1.12 0.74 0.56
3100 3.64 5.16 4.21 2.13 1.57 1.13
3250 4.24 6.97 3.59 1.40 0.99 0.67
3600 3.74 5.31 4.85 2.45 1.66 1.19
3750 4.20 6.18 4.42 2.09 1.56 1.16
4100 3.59 4.05 3.62 1.72 1.16 0.80
4250 4.04 5.31 3.68 1.78 1.27 0.98
4600 3.67 4.97 4.49 2.28 1.50 1.05
4750 3.44 3.97 3.01 1.41 1.00 0.73
5100 3.78 8.15 6.87 3.09 2.12 1.45
5251 3.77 4.59 3.57 2.18 1.59 1.20
5600 3.74 5.75 4.81 2.04 1.31 0.90
5750 3.83 5.18 4.03 1.75 1.13 0.92
6100 3.80 4.79 3.37 1.63 1.03 0.67
6250 3.63 6.41 4.94 2.66 1.97 1.55
6600 3.81 4.96 3.38 1.74 1.26 0.96
6750 4.11 9.27 6.13 3.39 2.47 1.86
7100 3.76 6.18 4.26 2.16 1.71 1.18
7250 3.64 6.00 4.58 2.70 1.99 1.40
7600 3.56 6.33 5.01 2.42 1.78 1.32
7750 3.69 7.31 5.62 2.77 1.91 1.41
8100 3.77 5.82 3.99 2.08 1.55 1.19
8250 3.58 4.43 3.19 1.64 1.25 1.10
8600 3.70 6.04 4.32 2.41 1.73 1.29
8750 3.93 5.26 3.77 1.82 1.26 0.97
9100 3.74 9.25 5.85 2.91 2.01 1.47
9250 3.67- 7.94 6.58 3.46 2.38 1.70
Project: RIFLE
Sub -project: S.H.6
0.87
1.00
0.57
0.79
0.81
0.48
0.99
0.48
0.95
1.02
0.69
0.84
0.80
0.66.
1.09
0.98
0.71
0.52
0.46
1.36
0.80
1.54
1.03
1.18
1.00
1.21
1.04
1.01
1.12
0.91
1.28
1.39
0.69
0.78
0.45
0.60
0.60
0.38
0.78
0.34
0.70
0.85
0.54
0.69
0.61
0.54
0.77
0.78
0.55
0.39
0.31
1.11
0.66
1.23
0.81
0.97
0.76
1.04
0.87
0.86
0.88
0.80
1.03
1.13
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
0 3.66 5.03 4.64 3.15 2.41 1.86 1.68
100 3.97 6.72 4.12 1.91 1.47 1.20 1.14
250 3.65 6.04 5.45 3.35 2.44 1.77 1.45
600 3.93 6.44 4.06 1.91 1.48 1.10 1.15
750 3.88 10.09 6.63 2.77 1.81 1.31 1.07
1.37
1.02
1.14
1.08
0.88
✓���.. ,LV/ VJ/ JL
Page: 5
GROUND ENGINEERING CONSULTANTS
Deflection Test Data (Not Processed)
Project: RIFLE
Sub -project: S.H.6
Station Force Displ Disp2 Disp3 Disp4 Disp5 Disp6 Disp7
1100
1250
1600
1601
1750
2100
2250
2600
2750
3100
3250
3600
3750
4100
4250
4600
4750
5100
5250
5600
5750
6100
6600
6750
7100
7250
7600
7750
8100
8250
8600
8750
9100
9250
9600
9750
10100
10250
10600
10750
11100
11250
11600
3.92
3.76
3.88
3.97
3.87
3.97
3.89
3.91
3.91
3.70
3.88
4.13
3.81
4.05
4.04
4.06
4.13
4.31
4.04
4.11
4.08
4.13
4.09
4.09
4.06
4.03
4.08
4.05
4.10
4.11
4.15
4.02-
4.06
4.19
4.05
4.11
4.04
4.08
3.77
3.96
4.11
3.85
4.06
7.92
9.04
5.68
5.73
6.83
6.75
5.89
8.58
5.43
4.95
5.24
7.95
6.71
9.18
8.19
7.46
8.47
9.71
7.71
6.85
7.16
11.60
12.63
11.03
9.94
9.80
8.06
7.86
9.99
8.79
10.33
6.01
6.23
8.63
4.55
5.50
8.58
7.45
4.71
4.24
6.21
6.58
5.87
5.49
5.71
3.84
3.37
4.37
4.02
3.91
5.33
3.17
3.90
3.57
4.30
5.03
6.09
4.04
3.90
4.14
4.47
3.54
3.27
3.62
6.33
6.46
5.62
5.29
5.69
4.44
4.70
5.12
3.84
4.59
3.11
3.26
3.37
3.04
3.37
6.70
5.11
2.64
2.92
3.53
4.74
3.53
2.27
2.19
1.78
1.56
2.03
1.89
2.12
2.39
1.43
1.78
2.31
2.21
2.68
2.74
1.61
1.72
1.73
1.67
1.52
1.26
1.49
2.67
2.24
2.68
2.88
3.06
1.64
2.07
1.48
1.76
1.79
2.31
2.10
2.06
1.08
1.50
2.35
2.49
0.90
1.09
1.85
2.47
2.07
1.52
1.58
1.33
1.19
1.52
1.48
1.71
1.82
1.15
1.30
1.78
1.78
1.96
1.91
1.20
1.28
1.39
1.26
1.22
1.04
1.22
1.84
1.53
2.05
2.26
2.41
1.15
1.60
1.02
1.44
1.32
1.45
1.54
1.43
0.72
1.15
1.42
1.79
0.54
0.65
1.43
1.88
1.79
1.13
1.28
1.13
1.08
1.21
1.30
1.41
1.49
0.98
1.09
1.30
1.52
1.55
1.40
0.99
1.15
1.22
1.00
1.08
0.95
1.11
1.37
1.17
1.70
1.80
2.04
0.92
1.32
1.41
1.25
1.15
1.21
1.13
1.03
0.53
0.86
0.98
1.38
0.39
0.43
1.18
1.58
1.67
0.99
1.17
1.00
0.99
1.12
1.16
1.38
1.42
0.96
1.05
1.17
1.45
1.48
1.17
0.92
1.09
1.13
0.87
1.01
0.82
1.07
1.17
1.09
1.53
1.64
1.93
0.86
1.23
0.84
1.11
1.01
1.02
0.99
0.87
0.46
0.74
0.77
1.22
0.31
0.32
1.12
1.46
1.47
0.88
1.00
0.70
0.86
0.97
1.03
1.19
1.23
0.91
0.94
1.07
1.34
1.26
0.97
0.88
1.01
1.02
0.72
0.93
0.75
0.95
0.95
0.94
1.38
1.37
1.66
0.81
1.18
0.77
0.87
0.87
0.76
0.78
0.62
0.37
0.58
0.62
0.99
0.14
0.27
0.97
1.18
1.31
UNITS AND LOCATION OF DEFLECTION TESTS
Units
Force -.Force is in Kips (1 Kip = 1000 lbs)
Deflection (Displ, Disp2, etc.) - Deflection is in Mils (1
Mil = 0.001 inches)
Locations
State Highwav 6
Station 0+00 occurs at the entrance into the New Rifle
Processing Site.
Station 40+75 occurs approximately at the centerline of S.H.
13 Bypass
Station 80+75 occurs approximately at the centerline of
Railroad Avenue.
Deflection tests taken at Station 1+00, 6+00, 11+00, etc.,
were taken in the eastbound lane.
Deflection tests taken at Station 2+50, 7+50, 12+50, etc.
were taken in the westbound lane.
State Highway 13 Bypass
Station 0+00 occurs at the northern edge of State Highway 6.
Deflection tests taken at Station 0+00, 5+00, 10+00, etc.,
were taken in the northbound lane.
Deflection tests taken at Station 2+50, 7+50, 12+50, etc.
were taken in the southbound lane.
State Highwav 13
Station 0+00 occurs at the intersection with S.H. 13 Bypass.
Station 107+50 occurs approximately at the centerline of
S.H. 325.
The newly widened area occurs at approximately Station
147+50.
Deflection tests taken at Station 0+00, 5+00, 10+00, etc.,
were taken in the northbound lane.
Deflection tests taken at Station 2+50, 7+50, 12+50, etc.
were taken in the southbound lane.
Deflection tests taken at Station 152+00, 157+00, 162+00,
etc. were taken in the newly widened area.
APPENDIX B
TRAFFIC DESIGN CALCULATIONS
UMTRA Haul Traffic
18 -Kip ESAL Determination
Load Axle Equivalent
Axle Axle Equivalency Repetitions Axle
Tye LoadFactorper Year oad
State Highway 13 and Bypass
Single 9,000 0.0562 242,400 13,623
Tandem 38,000 1.70 242,400 412,080
Tandem 38,000 1.70 242,400 412,080
ESAL in Design Lane - 837,783
State Highway 6 between New Rifle Site and Bypass
Single 9,000 0.0562 192,200 10,802
Tandem 38,000 1.70 192,200 326,740
Tandem 38,000 1.70 192,200 326,740
Single 4,000 0.0021 19,400 41
Tandem 14,000 0.0270 19,400 524
Tandem 14,000 0.0270 19,400 524
ESAL in Design Lane - 665,371
State Highway 6 between Bypass and Old Rifle Site
Single 9,000 0.0562 33,200 1,866
Tandem 38,000 1.70 33,200 56,440
Tandem 38,000 1.70 33,200 56,440
Single 4,000 0.0021 6,900 15
Tandem 14,000 0.0270 6,900 186
Tandem 14,000 0.0270 6,900 186
ESAL in Design Lane - 115,133
APPENDIX C
TYPICAL OVERLAY DESIGN CALCULATION
LOCATION: State Highway 6 - New Rifle Site to S.H. Bypass
4 year design - Typical + Haul Traffic
SNy = 4.19
EAC = 210,000 psi
EBC = 20,000 psi
ESB = 25,000 psi
MR = 4,500 psi
Existing Section = 6.0/4.0/14.0
SNxeff = 0.30(6.0) + 0.10(4.0) + 0.12(18.0) = 4.40
Rix determination
SN0 = 0.44(6.0) + 0.12(4.0) + 0.13(18.0) = 5.46
Cx = 4.40/5.46 = 0.81
—> Rix = 0.31 (Remaining Life of Existing Pavement)
(Figure 1I1-5.13)
al = 0.30 y = 924,371
22 = 0.10 Nr, = 1,321,400
23 = 0.12
RLy = (1,321,400 - 924,371) / 1,321,400 = 0.30
(Remaining Life of' Overlaid Pavement)
—> FRL = 0.65 (Remaining Life Factor, Figure II1-5.17)
SNOL = 4.19 - 0.65(4.40) = 1.33
dOL = 1.33/0.44 = 3.02
"'Use 3.0 inch overlay
APPENDIX D
[OTOGRAPHS OF TYPICAL ROADWAY DISTRESSES
State Highway 13 Bypass, STA 27+50
State Highway 13 Bypass, STA 51+00