# PART VI -- RIGID PAVEMENT

### **ITEM P-501 PORTLAND CEMENT CONCRETE PAVEMENT**

DESCRIPTION

**501-1.1** This work shall consist of pavement composed of Portland
cement concrete, **\[ with reinforcement \] \[ without reinforcement
\]** constructed on a prepared underlying surface in accordance with
these specifications and shall conform to the lines, grades, thickness,
and typical cross sections shown on the plans.

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> **The Engineer shall specify with or without reinforcement.**

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MATERIALS

**501-2.1 AGGREGATES.**

**a. Reactivity.** Aggregates shall be tested for deleterious reactivity
with alkalis in the cement, which may cause excessive expansion of the
concrete. Tests of coarse and fine aggregate shall be made in accordance
with ASTM C 1260. If the expansion of the coarse or fine aggregate test
specimens, tested in accordance with ASTM C 1260, does not exceed 0.10 %
at 16 days from casting, the coarse or fine aggregates shall be
accepted.

If the expansion at 16 days is greater than 0.10%, tests of combined
materials shall be made in accordance with ASTM C 1260 or ASTM C 1567
using the aggregates, cementitious materials, and/or specific reactivity
reducing chemicals in the proportions proposed for the mixture design.
If the expansion of the proposed combined materials test specimens,
tested in accordance with ASTM C 1260 or ASTM C 1567, does not exceed
0.10 % at \[30\] days from casting, the proposed combined materials will
be accepted. If the expansion of the proposed combined materials test
specimens is greater than 0.10% at 30 days, the aggregates will not be
accepted unless adjustments to the combined materials mixture can reduce
the expansion to less than 0.10 % at 30 days, or new aggregates shall be
evaluated and tested.

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> The Engineer shall specify, require, and at a minimum, insert Appendix
> 1 contained in FAA Engineering Brief No. 70 when runway deicing
> chemicals will be used on the pavement. The Engineer must provide
> Contractors and bidders with a notification that the test protocols
> and decision tree contained FAA Engineering Brief No. 70 will be part
> of the contract.

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**b. Fine Aggregate.**  Fine aggregate shall conform to the requirements
of ASTM C 33. Gradation shall meet the requirements of Table 1 when
tested in accordance with ASTM C 136, except as may otherwise be
qualified under Section 6 of ASTM C 33.

+------------------------------------------+---------------------------+
| **TABLE 1.  GRADATION FOR FINE           |                           |
| AGGREGATE**                              |                           |
|                                          |                           |
| **(ASTM C 33)**                          |                           |
+------------------------------------------+---------------------------+
| Sieve Designation (Square Openings)      | Percentage by Weight      |
|                                          |                           |
|                                          | Passing Sieves            |
+------------------------------------------+---------------------------+
| 3/8 in. (9.5 mm)                         | 100                       |
+------------------------------------------+---------------------------+
| No. 4 (4.75 mm)                          | 95‑100                    |
+------------------------------------------+---------------------------+
| No. 8 (2.36 mm)                          | 80‑100                    |
+------------------------------------------+---------------------------+
| No. 16 (1.18 mm)                         | 50‑85                     |
+------------------------------------------+---------------------------+
| No. 30 (600 micro‑m)                     | 25‑60                     |
+------------------------------------------+---------------------------+
| No. 50 (300 micro‑m)                     | 10‑30                     |
+------------------------------------------+---------------------------+
| No. 100 (150 micro‑m)                    | 2‑10                      |
+------------------------------------------+---------------------------+

**c. Coarse Aggregate.**  Coarse aggregate shall conform to the
requirements of ASTM C 33.  Gradation, within the separated size groups,
shall meet the requirements of Table 2 when tested in accordance with
ASTM C 136. When the nominal maximum size of the aggregate is greater
than 1 inch, the aggregates shall be furnished in two size groups.

Aggregates delivered to the mixer shall consist of crushed stone,
crushed or uncrushed gravel, air‑cooled blast furnace slag, crushed
recycled concrete pavement, or a combination thereof.  The aggregate
shall be composed of clean, hard, uncoated particles and shall meet the
requirements for deleterious substances contained in ASTM C 33, Class
**\[ \]**.  Dust and other coating shall be removed from the aggregates
by washing. The aggregate in any size group shall not contain more than
8 percent by weight of flat or elongated pieces when tested in
accordance with ASTM D 4791.  A flat or elongated particle is one having
a ratio between the maximum and the minimum dimensions of a
circumscribing rectangular prism exceeding 5 to 1.

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> **The Engineer shall specify the Class in accordance with Table 3 of
> ASTM C 33 or based on historical data. In areas affected by
> Disintegration Cracking (D-cracking), the Engineer should add ASTM C
> 666, Resistance of Concrete to Rapid Freezing and Thawing, to the list
> of testing requirements.**

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The percentage of wear shall be no more than **\[ \]** when tested in
accordance with ASTM C 131 or ASTM C 535.

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> **The Engineer shall specify the percentage of wear.  It should not
> exceed 40 percent.  In certain cases where aggregate of this quality
> cannot be obtained economically, aggregate with a higher percentage of
> wear may be used if a satisfactory service record of at least 5
> years\' duration under similar conditions of service and exposure has
> been demonstrated.**

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> **The Engineer shall specify the aggregate to be furnished from the
> table shown in this note.  The appropriate gradation shall be inserted
> into Table 2.  Insert points are denoted by asterisks.  Where locally
> available aggregates cannot be economically blended to meet the
> grading requirements, the gradations may be modified by the Engineer
> to fit the characteristics of such locally available aggregates.**

+--------+--------+--------+-------+--------+--------+--------------+
| **GRA  |        |        |       |        |        |              |
| DATION |        |        |       |        |        |              |
| FOR    |        |        |       |        |        |              |
| COARSE |        |        |       |        |        |              |
| AGGRE  |        |        |       |        |        |              |
| GATE** |        |        |       |        |        |              |
+--------+--------+--------+-------+--------+--------+--------------+
|        |        | **Perc |       |        |        |              |
|        |        | entage |       |        |        |              |
|        |        | by     |       |        |        |              |
|        |        | Weight |       |        |        |              |
|        |        | P      |       |        |        |              |
|        |        | assing |       |        |        |              |
|        |        | Si     |       |        |        |              |
|        |        | eves** |       |        |        |              |
+--------+--------+--------+-------+--------+--------+--------------+
| *      |        | **From |       | **From |        | **From 1\"   |
| *Sieve |        | 2\" to |       | 1      |        | to No. 4**   |
| De     |        | No.    |       | ‑1/2\" |        |              |
| signat |        | 4**    |       | to No. |        | **(25.0      |
| ions** |        |        |       | 4**    |        | mm‑4.75      |
|        |        | *      |       |        |        | mm)**        |
| **(    |        | *(50.8 |       | *      |        |              |
| square |        | mm ‑   |       | *(38.1 |        |              |
| openi  |        | 4.75   |       | mm ‑   |        |              |
| ngs)** |        | mm)**  |       | 4.75   |        |              |
|        |        |        |       | mm)**  |        |              |
+--------+--------+--------+-------+--------+--------+--------------+
|        |        | **#3** | **    | **#4** | *      | **#57**      |
|        |        |        | #57** |        | *#67** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| *      | **mm** | **2\"  | **    | **1‑1  | **     | **1\"‑No.4** |
| *in.** |        | ‑1\"** | 1\"‑N | /2\"‑3 | 3/4\"‑ |              |
|        |        |        | o.4** | /4\"** | No.4** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **2    | **63** | *      | **\-  | **\    | **\    | **\-\--**    |
| ‑1/2** |        | *100** | \--** | -\--** | -\--** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **2**  | **     | **90   | **\-  | *      | **\    | **\-\--**    |
|        | 50.8** | -100** | \--** | *100** | -\--** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **1    | **     | **3    | **    | **90   | **\    | **100**      |
| ‑1/2** | 38.1** | 5-70** | 100** | -100** | -\--** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **1**  | **     | **     | **95- | **2    | *      | **95-100**   |
|        | 25.0** | 0-15** | 100** | 0-55** | *100** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| *      | **     | **\    | **\-  | **     | **90   | **\-\--**    |
| *3/4** | 19.0** | -\--** | \--** | 0-15** | -100** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| *      | **     | *      | **25  | **\    | **\    | **25-60**    |
| *1/2** | 12.5** | *0-5** | -60** | -\--** | -\--** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| *      | *      | **\    | **\-  | *      | **2    | **\-\--**    |
| *3/8** | *9.5** | -\--** | \--** | *0-5** | 0-55** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **No.  | **     | **\    | **0   | **\    | **     | **0-10**     |
| 4**    | 4.75** | -\--** | -10** | -\--** | 0-10** |              |
+--------+--------+--------+-------+--------+--------+--------------+
| **No.  | **     | **\    | **    | **\    | *      | **0-5**      |
| 8**    | 2.36** | -\--** | 0-5** | -\--** | *0-5** |              |
+--------+--------+--------+-------+--------+--------+--------------+

+-------------+-------------+-------------------+---------------------+
| **TABLE 2.  |             |                   |                     |
| GRADATION   |             |                   |                     |
| FOR COARSE  |             |                   |                     |
| AGGREGATE** |             |                   |                     |
|             |             |                   |                     |
| **ASTM C    |             |                   |                     |
| 33**        |             |                   |                     |
+-------------+-------------+-------------------+---------------------+
|             |             | **Percentage by   |                     |
|             |             | Weight Passing    |                     |
|             |             | Sieves**          |                     |
+-------------+-------------+-------------------+---------------------+
| **Sieve     |             |                   |                     |
| Des         |             |                   |                     |
| ignations** |             |                   |                     |
|             |             |                   |                     |
| **(square   |             |                   |                     |
| openings)** |             |                   |                     |
+-------------+-------------+-------------------+---------------------+
|             |             | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **in.**     | **mm**      |                   |                     |
+-------------+-------------+-------------------+---------------------+
| **2‑1/2**   | **63**      | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **2**       | **50.8**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **1‑1/2**   | **38.1**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **1**       | **25.0**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **3/4**     | **19.0**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **1/2½**    | **12.5**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **3/8**     | **9.5**     | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **No. 4**   | **4.75**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+
| **No. 8**   | **2.36**    | **\***            | **\***              |
+-------------+-------------+-------------------+---------------------+

> **Aggregate gradations that produce concrete mixtures with well-graded
> or optimized aggregate combinations may be substituted for the
> requirements of Tables 1 and Table 2 with prior approval of the
> Engineer and the FAA. The contractor shall submit complete mixture
> information necessary to calculate the volumetric components of the
> mixture.**

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**Aggregate susceptibility to Disintegration (D) Cracking.** Aggregates
that have a history of D-cracking shall not be used. Prior to approval
of mixture design and production of Portland cement concrete the
Contractor shall submit written certification that the aggregate does
not have a history of D-Cracking and that the aggregate meets the
specified State requirements.

**(1)** Other sources of crushed stone aggregate shall be approved if
the durability factor as determined by ASTM C 666 is greater than or
equal to 95 and all other quality test requirements within these
specifications are fulfilled. The FAA will consider and reserves final
approval of other State classification procedures.

**(2)** Crushed gravel and sand-gravel aggregates shall not be required
to meet freeze-thaw durability ratings. These aggregates shall be
approved for use in concrete by the state highway agency in the state
from which the aggregate originates and the state in which they are to
be used and shall meet all other criteria within these specifications.

**501-2.2  CEMENT.**  Cement shall conform to the requirements of
ASTM **\[ \]** Type **\[ \]**.

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> **The Engineer shall specify one of the following:  ASTM C 150 ‑ Type
> I, II, III, or V.**
>
> **ASTM C 595 ‑ Type IP, IS.**
>
> **ASTM C 1157 -- Types GU, HE, HS, MH, LH**
>
> **ASTM C 150 covers portland cements. ASTM C 595 covers blended
> hydraulic cements as follows: IP - Portland-Pozzolan Cement, IS -
> Portland Blast-Furnace Slag Cements ASTM C 1157 covers the following
> hydraulic cements: General Use (GE), High-Early Strength (HE),
> Moderate Sulfate Resistance (MS), High Sulfate Resistance (HS),
> Moderate Heat of Hydration (MH), and Low Heat of Hydration (LH). The
> chemical requirements for all cement types specified should meet
> suitable criteria for deleterious activity in accordance with ASTM C
> 33 or based on historical data. Low alkali cements (less than 0.6%
> total equivalent alkalinity, the low reactivity option in ASTM C 595,
> or Option R in ASTM C 1157) should be specified when any doubt
> exists.**
>
> **Total Alkalis (Na2O & K2O) of the cement secured for the production
> of concrete shall be independently verified in accordance with ASTM C
> 114.**

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If for any reason, cement becomes partially set or contains lumps of
caked cement, it shall be rejected.  Cement salvaged from discarded or
used bags shall not be used.

Only cements containing less than 0.6% equivalent alkali or cements that
can demonstrate a positive reduction in the expansion created by
alkali-silica reactions shall be used.

**501-2.3  CEMENTITIOUS MATERIALS.**

**a.  Fly Ash or Natural Pozzolan.**  Fly ash shall meet the
requirements of ASTM C 618, Class C, F, or N with the exception of loss
of ignition, where the maximum shall be less than 6 percent for Class F
or N. **\[ The supplementary optional chemical and physical properties
of Table 3 contained in ASTM C 618 shall apply. \]** Fly ash such as is
produced in furnace operations utilizing liming materials or soda ash
(sodium carbonate) as an additive shall not be acceptable. The
Contractor shall furnish vendor\'s certified test reports for each
shipment of Fly Ash used in the project. The vendor\'s certified test
report can be used for acceptance or the material may be tested
independently by the Engineer.

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> **Delete class C Pozzolan for areas of potential alkali silica
> reactive aggregates.**

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**b.  Blast Furnace Slag (Slag Cement).**  Ground Granulated Blast
Furnace (GGBF) slag shall conform to ASTM C 989, Grade 100 or 120. GGBF
shall be used only at a rate between 25 and 55 percent of the total
cementitious material by mass.

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> **GGBFS (Slag Cement), must be permitted at the contractor's option,
> unless its use can be determined to be inappropriate for technical
> reasons documented by the owner or the design engineer.**

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**501-2.4  PREMOLDED JOINT FILLER.**  Premolded joint filler for
expansion joints shall conform to the requirements of **\[ ASTM D 1751
\] \[ ASTM D 1752, Type II or III \]** and shall be punched to admit the
dowels where called for on the plans.  The filler for each joint shall
be furnished in a single piece for the full depth and width required for
the joint, unless otherwise specified by the Engineer.  When the use of
more than one piece is required for a joint, the abutting ends shall be
fastened securely and held accurately to shape by stapling or other
positive fastening means satisfactory to the Engineer.

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> **The Engineer shall designate either ASTM D 1751 or ASTM D 1752.
> Joint filler must be compatible with joint sealants.**

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**501-2.5  JOINT SEALER.**  The joint sealer for the joints in the
concrete pavement shall meet the requirements of Item P‑605 and shall be
of the type(s) specified in the plans.

**501-2.6  STEEL REINFORCEMENT.**  Reinforcing shall consist of **\[
\]** conforming to the requirements of ASTM **\[ \].**

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> **The Engineer shall designate one of the following:**
>
> **Welded steel wire fabric ASTM A 185**
>
> **Welded deformed steel fabric ASTM A 497**
>
> **Bar mats ASTM A 184 or A 704**
>
> **Welded wire fabric shall be furnished in flat sheets only.**
>
> **Delete this paragraph when not applicable to the project.**

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**501-2.7  DOWEL AND TIE BARS.**  Tie bars shall be deformed steel bars
and conform to the requirements of ASTM A 615 or ASTM A 996, except that
rail steel bars, Grade 50 or 60, shall not be used for tie bars that are
to be bent or restraightened during construction.  Tie bars designated
as Grade 40 in ASTM A 615 can be used for construction requiring bent
bars.

Dowel bars shall be plain steel bars conforming to ASTM A 615 or ASTM A
966 and shall be free from burring or other deformation restricting
slippage in the concrete.  High strength dowel bars shall conform to
ASTM A 714, Class 2, Type S, Grade I, II or III, Bare Finish.  Before
delivery to the construction site each dowel bar shall be painted with
one coat of paint conforming to MIL-DTL-24441/20A.SSPC Paint 5 or SSPC
Paint 25.Metal or plastic collars shall be full circular device
supporting the dowel until the epoxy hardens.

The sleeves for dowel bars used in expansion joints shall be metal or
other type of an approved design to cover 2 to 3 inches (50 mm to 75 mm)
of the dowel, with a closed end and with a suitable stop to hold the end
of the bar at least 1 inch (25 mm) from the closed end of the sleeve. 
Sleeves shall be of such design that they will not collapse during
construction.

**501-2.8 WATER.**  Water used in mixing or curing shall be clean and
free of oil, salt, acid, alkali, sugar, vegetable, or other substances
injurious to the finished product.  Water will be tested in accordance
with the requirements of AASHTO T 26.  Water known to be of potable
quality may be used without testing.

**501-2.9 COVER MATERIAL FOR CURING.**  Curing materials shall conform
to one of the following specifications:

**a. ** Liquid membrane‑forming compounds for curing concrete shall
conform to the requirements of ASTM C 309, Type 2, Class B, or Class A
if wax base only.

**b. ** White polyethylene film for curing concrete shall conform to the
requirements of ASTM C 171.

**c. ** White burlap‑polyethylene sheeting for curing concrete shall
conform to the requirements of ASTM C 171.

**d. ** Waterproof paper for curing concrete shall conform to the
requirements of ASTM C 171.

**501-2.10 ADMIXTURES.**  The use of any material added to the concrete
mix shall be approved by the Engineer.  The Contractor shall submit
certificates indicating that the material to be furnished meets all of
the requirements indicated below. In addition, the Engineer may require
the Contractor to submit complete test data from an approved laboratory
showing that the material to be furnished meets all of the requirements
of the cited specifications.  Subsequent tests may be made of samples
taken by the Engineer from the supply of the material being furnished or
proposed for use on the work to determine whether the admixture is
uniform in quality with that approved.

**a.  Air‑Entraining Admixtures.**  Air‑entraining admixtures shall meet
the requirements of ASTM C 260 and shall consistently entrain the air
content in the specified ranges under field conditions.  The
air‑entrainment agent and any water reducer admixture shall be
compatible.

**b.  Chemical Admixtures.**  Water‑reducing, set retarding, and
set‑accelerating admixtures shall meet the requirements of ASTM C 494,
including the flexural strength test.

**501-2.11 EPOXY-RESIN.** Epoxy-resin used to anchor dowels and tie bars
in pavements shall conform to the requirements of ASTM C 881, Type I,
Grade 3, Class C. Class A or B shall be used when the surface
temperature of the hardened concrete is below 60 degrees F (16 degrees
C).

**501-2.12 MATERIAL ACCEPTANCE.** Prior to use of materials, the
Contractor shall submit certified test reports to the Engineer for those
materials proposed for use during construction. The certification shall
show the appropriate ASTM test(s) for each material, the test results,
and a statement that the material passed or failed.

The Engineer may request samples for testing, prior to and during
production, to verify the quality of the materials and to ensure
conformance with the applicable specifications.

MIX DESIGN

**501-3.1 PROPORTIONS.** Concrete shall be designed to achieve a 28-day
flexural strength that meets or exceeds the acceptance criteria
contained in paragraph 501-5.2 for a flexural strength of **\[ \]** psi.
The mix shall be designed using the procedures contained in Chapter 9 of
the Portland Cement Association\'s manual, \"Design and Control of
Concrete Mixtures\".

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> **The Engineer shall designate the design strength.  Refer to AC
> 150/5320-6 for guidance when specifying flexural strength. The minimum
> flexural strength allowable for airport pavements is 600 psi (4 136
> kPa).**
>
> **Higher flexural strength can be specified when local materials make
> this economically feasible.  However, it must be recognized that due
> to variations in materials, operations, and testing, the average
> strength of concrete furnished by a supplier must be higher than the
> specified strength to insure a good statistical chance of meeting the
> acceptance criteria throughout the duration of the job.**
>
> **For pavements designed to accommodate aircraft gross weights of
> 30,000 pounds (13 500 kg) or less, this section may be modified to
> indicate that concrete shall be designed to achieve a 28-day
> compressive strength such that meets or exceeds the acceptance
> criteria for a compressive strength of 4,400 psi (30 700 kPa).**
>
> **If the specified strength is required earlier than 28 days, the
> Engineer shall designate the time period.**

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The Contractor shall note that to ensure that the concrete actually
produced will meet or exceed the acceptance criteria for the specified
strength, the mix design average strength must be higher than the
specified strength. The amount of overdesign necessary to meet
specification requirements depends on the producer\'s standard deviation
of flexural test results and the accuracy that that value can be
estimated from historic data for the same or similar materials.

The minimum cementitious material (cement plus fly ash, or GGBFS) shall
be **\[ \]** pounds per cubic yard (**\[** **\]** kg per cubic meter).
The ratio of water to cementitious material, including free surface
moisture on the aggregates but not including moisture absorbed by the
aggregates shall not be more than **\[** **\]** by weight.

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> **A minimum cementitious material content of 564 pounds (227 kg)
> should be specified. A higher minimum may be necessary to meet the
> specified strength when other cementitious materials are substituted
> or to meet durability requirements for severe freeze/thaw, deicer, or
> sulfate exposure.**
>
> **A maximum water/cementitious ratio of 0.45 should be specified. A
> lower water/cementitious ratio may be necessary for severe
> freeze/thaw, deicer, or sulfate exposure.**

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Prior to the start of paving operations and after approval of all
material to be used in the concrete, the Contractor shall submit a mix
design showing the proportions and flexural strength obtained from the
concrete at 7 and 28 days.  The mix design shall include copies of test
reports, including test dates, and a complete list of materials
including type, brand, source, and amount of cement, fly ash, ground
slag, coarse aggregate, fine aggregate, water, and admixtures.  The
fineness modulus of the fine aggregate and the air content shall also be
shown. The mix design shall be submitted to the Engineer at least **\[**
**\]** days prior to the start of operations. The submitted mix design
shall not be more than 90 days old. Production shall not begin until the
mix design is approved in writing by the Engineer.

Should a change in sources be made, or admixtures added or deleted from
the mix, a new mix design must be submitted to the Engineer for
approval.

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> **A minimum of 10 days is recommended.**

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Flexural strength test specimens shall be prepared in accordance with
ASTM C 192 and tested in accordance with ASTM C 78. The mix determined
shall be workable concrete having a slump for side‑form concrete between
1 and 2 inches (25 mm and 50 mm) as determined by ASTM C 143. For
vibrated slip‑form concrete, the slump shall be between 1/2 inch (13 mm)
and 1 1/2 inches (38 mm).

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> **When the design strength in paragraph 501-3.1 is based on
> compressive strength, the specimens should be tested in accordance
> with ASTM C 39. Substitute compressive strength for flexural
> strength.**

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**501-3.2  CEMENTITIOUS MATERIALS.**

**a.  Fly Ash.**  Fly ash may be used in the mix design.  When fly ash
is used as a partial replacement for cement, the minimum cement content
may be met by considering Portland cement plus fly ash as the total
cementitious material.  The replacement rate shall be determined from
laboratory trial mixes, but shall be between 20 and 30 percent by weight
of the total cementitious material. If fly ash is used in conjunction
with ground granular blast furnace slag the maximum replacement rate
shall not exceed 10 percent by weight of total cementitious material.

**b.  Ground Slag.**  Ground blast‑furnace slag may be used in a mix
design containing Type I or Type II cement.  The slag, or slag plus fly
ash if both are used, may constitute between 25 to 55 percent of the
total cementitious material by weight. If the concrete is to be used for
slipforming operations and the air temperature is expected to be lower
than 55 degrees F (13 degrees C) the percent slag shall not exceed 30
percent by weight.

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> **Due to variations in fly ash, cement, strength requirements, etc.
> the replacement rate specified should be based on local materials, but
> should be between 10-20 percent.**
>
> **Concrete containing fly ash will ultimately develop a flexural
> strength greater than concrete without fly ash.  However, the rate of
> development and the ultimate strength of the concrete depend on the
> characteristics of the fly ash, the cement used, the proportions of
> fly ash and cement, and the curing environment.**
>
> **EPA guidelines published in 40 CFR Part 249, which implement
> provisions of the Resource Conservation and Recovery Act of 1976,
> require that contract specifications allow for the use of fly ash,
> unless its use can be determined to be inappropriate for technical
> reasons documented by the owner or the design engineer.**

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**501-3.3  ADMIXTURES.**

**a.  Air‑Entraining.**  Air‑entraining admixture shall be added in such
a manner that will insure uniform distribution of the agent throughout
the batch.  The air content of freshly mix air‑entrained concrete shall
be based upon trial mixes with the materials to be used in the work
adjusted to produce concrete of the required plasticity and
workability.  The percentage of air in the mix shall be **\[ \]**. Air
content shall be determined by testing in accordance with ASTM C 231 for
gravel and stone coarse aggregate and ASTM C 173 for slag and other
highly porous coarse aggregate.

**b.  Chemical.** Water‑reducing, set‑controlling, and other approved
admixtures shall be added to the mix in the manner recommended by the
manufacturer and in the amount necessary to comply with the
specification requirements.  Tests shall be conducted on trial mixes,
with the materials to be used in the work, in accordance with ASTM C
494.

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> **The Engineer shall specify the appropriate air content as determined
> from the table in this note. For warm climate areas where freezing and
> thawing are not a factor, non‑air‑entrained concrete may be used.**
>
> **RECOMMENDED AIR CONTENT (PERCENT)**

  ---------------- ----------- ------------- ----------- ------------- -------------
  **Exposure       **Maximum                                           
  Level**          Size                                                
                   Aggregate                                           
                   inches                                              
                   (mm)**                                              

                   **2(51)**   **1.5(38)**   **1(25)**   **3/4(19)**   **1/2(13)**

  **Mild**         **2.0**     **2.5**       **3.0**     **3.5**       **4.0**

  **Moderate**     **4.0**     **4.5**       **4.5**     **5.0**       **5.5**

  **Severe**       **5.0**     **5.5**       **6.0**     **6.0**       **7.0**
  ---------------- ----------- ------------- ----------- ------------- -------------

> **Mild exposure - When desired for other than durability, such as to
> improve workability. Used where pavement will not be exposed to
> freezing or to deicing agents.**
>
> **Moderate exposure - Service in a climate where freezing is expected
> but where the concrete will not be continually exposed to moisture or
> free water for long periods prior to freezing and will not be exposed
> to deicing agents or other aggressive chemicals.**
>
> **Severe exposure ‑ Concrete which is exposed to deicing chemicals or
> other aggressive agents or where the concrete may become highly
> saturated by continual contact with moisture or free water prior to
> freezing.**

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**501-3.4  TESTING LABORATORY.**  The laboratory used to develop the mix
design shall meet the requirements of ASTM C 1077. The laboratory
accreditation will include ASTM C 78. A certification that it meets
these requirements shall be submitted to the Engineer prior to the start
of mix design. The certification shall include evidence that the
laboratory is inspected/accredited for the test methods required herein
by a nationally recognized laboratory inspection accreditation
organization.

CONSTRUCTION METHODS

**501-4.1 EQUIPMENT.**  Equipment necessary for handling materials and
performing all parts of the work shall be approved by the engineer as to
design, capacity, and mechanical conditions. The equipment shall be at
the jobsite sufficiently ahead of the start of paving operations to be
examined thoroughly and approved.

**a.  Batch Plant and Equipment.**  The batch plant and equipment shall
conform to the requirements of ASTM C 94.

**b.  Mixers and Transportation Equipment.**

**(1)  General.**  Concrete may be mixed at a central plant, or wholly
or in part in truck mixers.  Each mixer shall have attached in a
prominent place a manufacturer\'s nameplate showing the capacity of the
drum in terms of volume of mixed concrete and the speed of rotation of
the mixing drum or blades.

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> **The Engineer may specify the use of a central plant mixer if deemed
> necessary for a particular project.**

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**(2)  Central plant mixer.**  Central plant mixers shall conform to the
requirements of ASTM C 94.

The mixer shall be examined daily for changes in condition due to
accumulation of hard concrete or mortar or wear of blades.  The pickup
and throwover blades shall be replaced when they have worn down 3/4 inch
(19 mm) or more.  The Contractor shall have a copy of the
manufacturer\'s design on hand showing dimensions and arrangement of
blades in reference to original height and depth.

**(3)  Truck mixers and truck agitators.**  Truck mixers used for mixing
and hauling concrete and truck agitators used for hauling central‑mixed
concrete shall conform to the requirements of ASTM C 94.

**(4)  Nonagitator trucks.**  Nonagitating hauling equipment shall
conform to the requirements of ASTM C 94.

**c.  Finishing Equipment.** The standard method of constructing
concrete pavements on FAA projects shall be with an approved slip-form
paving equipment designed to spread, consolidate, screed, and
float-finish the freshly placed concrete in one complete pass of the
machine so a dense and homogeneous pavement is achieved with a minimum
of hand finishing. The paver-finisher shall be a heavy duty,
self-propelled machine designed specifically for paving and finishing
high quality concrete pavements. It shall weigh at least 2200 lbs. per
foot of paving lane width and powered by an engine having at least 6.0
horsepower per foot of lane width.

On projects requiring less than 500 square yards of cement concrete
pavement or requiring individual placement areas of less than 500 square
yards, or irregular areas at locations inaccessible to slip-form paving
equipment, cement concrete pavement may be placed with approved
placement and finishing equipment utilizing stationary side forms. Hand
screeding and float finishing may only be utilized on small irregular
areas as allowed by the Engineer.

**d. Vibrators.**  Vibrator shall be the internal type. Operating
frequency for internal vibrators shall be between 8,000 and 12,000
vibrations per minute. Average amplitude for internal vibrators shall be
0.025-0.05 inches (0.06-0.13 cm).

The number, spacing, and frequency shall be as necessary to provide a
dense and homogeneous pavement and meet the recommendations of ACI 309,
Guide for Consolidation of Concrete. Adequate power to operate all
vibrators shall be available on the paver.  The vibrators shall be
automatically controlled so that they shall be stopped as forward motion
ceases. The contractor shall provide an electronic or mechanical means
to monitor vibrator status. The checks on vibrator status shall occur a
minimum of two times per day or when requested by the Engineer.

Hand held vibrators may be used in irregular areas only, but shall meet
the recommendations of ACI 309, Guide for Consolidation of Concrete.

**e.  Concrete Saws.**  The Contractor shall provide sawing equipment
adequate in number of units and power to complete the sawing to the
required dimensions.  The Contractor shall provide at least one standby
saw in good working order and a supply of saw blades at the site of the
work at all times during sawing operations.

**f.  Side Forms.**  Straight side forms shall be made of steel and
shall be furnished in sections not less than 10 feet (3 m) in length. 
Forms shall have a depth equal to the pavement thickness at the edge,
and a base width equal to or greater than the depth. Flexible or curved
forms of proper radius shall be used for curves of 100‑foot (31 m)
radius or less. Forms shall be provided with adequate devices for secure
settings so that when in place they will withstand, without visible
spring or settlement, the impact and vibration of the consolidating and
finishing equipment.  Forms with battered top surfaces and bent, twisted
or broken forms shall not be used.  Built‑up forms shall not be used,
except as approved by the Engineer.  The top face of the form shall not
vary from a true plane more than 1/8 inch (3 mm) in 10 feet (3 m), and
the upstanding leg shall not vary more than 1/4 inch (6 mm).  The forms
shall contain provisions for locking the ends of abutting sections
together tightly for secure setting. Wood forms may be used under
special conditions, when approved by the Engineer.

**g.  Pavers.**  The paver shall be fully energized, self‑propelled, and
designed for the specific purpose of placing, consolidating, and
finishing the concrete pavement, true to grade, tolerances, and cross
section.  It shall be of sufficient weight and power to construct the
maximum specified concrete paving lane width as shown in the plans, at
adequate forward speed, without transverse, longitudinal or vertical
instability or without displacement.  The paver shall be equipped with
electronic or hydraulic horizontal and vertical control devices.

**501-4.2  FORM SETTING.**  Forms shall be set sufficiently in advance
of the concrete placement to insure continuous paving operation.  After
the forms have been set to correct grade, the underlying surface shall
be thoroughly tamped, either mechanically or by hand, at both the inside
and outside edges of the base of the forms.  Forms shall be staked into
place sufficiently to maintain the form in position for the method of
placement.

Form sections shall be tightly locked and shall be free from play or
movement in any direction.  The forms shall not deviate from true line
by more than 1/8 inch (3 mm) at any joint.  Forms shall be so set that
they will withstand, without visible spring or settlement, the impact
and vibration of the consolidating and finishing equipment.  Forms shall
be cleaned and oiled prior to the placing of concrete.

The alignment and grade elevations of the forms shall be checked and
corrections made by the Contractor immediately before placing the
concrete.

**501-4.3  CONDITIONING OF UNDERLYING SURFACE.**  The compacted
underlying surface on which the pavement will be placed shall be widened
approximately 3 feet (1 m) to extend beyond the paving machine track to
support the paver without any noticeable displacement.  After the
underlying surface has been placed and compacted to the required
density, the areas that will support the paving machine and the area to
be paved shall be trimmed or graded to the plan grade elevation and
profile by means of a properly designed machine. The grade of the
underlying surface shall be controlled by a positive grade control
system using lasers, stringlines, or guide wires. If the density of the
underlying surface is disturbed by the trimming operations, it shall be
corrected by additional compaction and retested at the option of the
Engineer before the concrete is placed except when stabilized subbases
are being constructed. If damage occurs on a stabilized subbase, it
shall be corrected full depth by the Contractor.  If traffic is allowed
to use the prepared grade, the grade shall be checked and corrected
immediately before the placement of concrete.  The prepared grade shall
be moistened with water, without saturating, immediately ahead of
concrete placement to prevent rapid loss of moisture from concrete.  The
underlying surface shall be protected so that it will be entirely free
of frost when concrete is placed.

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> **Stabilized subbase is required to accommodate aircraft with gross
> weights in excess of 100,000 pounds (45 300 kg) per Advisory Circular
> 150/5320-6.**

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**501-4.4  CONDITIONING OF UNDERLYING SURFACE, SIDE‑FORM AND FILL-IN
LANE CONSTRUCTION.**  The prepared underlying surface shall be moistened
with water, without saturating, immediately ahead of concrete placement
to prevent rapid loss of moisture from the concrete.  Damage caused by
hauling or usage of other equipment shall be corrected and retested at
the option of the Engineers.  If damage occurs to a stabilized subbase,
it shall be corrected full depth by the Contractor.  A template shall be
provided and operated on the forms immediately in advance of the placing
of all concrete.  The template shall be propelled only by hand and not
attached to a tractor or other power unit.  Templates shall be
adjustable so that they may be set and maintained at the correct contour
of the underlying surface.  The adjustment and operation of the
templates shall be such as will provide an accurate retest of the grade
before placing the concrete thereon.  All excess material shall be
removed and wasted.  Low areas shall be filled and compacted to a
condition similar to that of the surrounding grade. The underlying
surface shall be protected so that it will be entirely free from frost
when the concrete is placed.  The use of chemicals to eliminate frost in
the underlying surface shall not be permitted.

The template shall be maintained in accurate adjustment, at all times by
the Contractor, and shall be checked daily.

**501-4.5  HANDLING, MEASURING, AND BATCHING MATERIAL.**  The batch
plant site, layout, equipment, and provisions for transporting material
shall assure a continuous supply of material to the work.  Stockpiles
shall be constructed in such a manner that prevents segregation and
intermixing of deleterious materials.

Aggregates that have become segregated or mixed with earth or foreign
material shall not be used.  All aggregates produced or handled by
hydraulic methods, and washed aggregates, shall be stockpiled or binned
for draining at least 12 hours before being batched.  Rail shipments
requiring more than 12 hours will be accepted as adequate binning only
if the car bodies permit free drainage.

Batching plants shall be equipped to proportion aggregates and bulk
cement, by weight, automatically using interlocked proportioning devices
of an approved type.  When bulk cement is used, the Contractor shall use
a suitable method of handling the cement from weighing hopper to
transporting container or into the batch itself for transportation to
the mixer, such as a chute, boot, or other approved device, to prevent
loss of cement.  The device shall be arranged to provide positive
assurance that the cement content specified is present in each batch.

**501-4.6  MIXING CONCRETE.**  The concrete may be mixed at the work
site, in a central mix plant or in truck mixers.  The mixer shall be of
an approved type and capacity.  Mixing time shall be measured from the
time all materials, except water, are emptied into the drum.  All
concrete shall be mixed and delivered to the site in accordance with the
requirements of ASTM C 94.

Mixed concrete from the central mixing plant shall be transported in
truck mixers, truck agitators, or nonagitating trucks.  The elapsed time
from the addition of cementitious material to the mix until the concrete
is deposited in place at the work site shall not exceed 30 minutes when
the concrete is hauled in nonagitating trucks, nor 90 minutes when the
concrete is hauled in truck mixers or truck agitators.  Retempering
concrete by adding water or by other means will not be permitted.  With
transit mixers additional water may be added to the batch materials and
additional mixing performed to increase the slump to meet the specified
requirements provided the addition of water is performed within 45
minutes after the initial mixing operations and provided the
water/cementitious ratio specified in the approved mix design is not
exceeded, and approved by the Engineer.

**501-4.7  LIMITATIONS ON MIXING AND PLACING.**  No concrete shall be
mixed, placed, or finished when the natural light is insufficient,
unless an adequate and approved artificial lighting system is operated.

**a. Cold Weather.** Unless authorized in writing by the Engineer,
mixing and concreting operations shall be discontinued when a descending
air temperature in the shade and away from artificial heat reaches 40
degrees F (4 degrees C) and shall not be resumed until an ascending air
temperature in the shade and away from artificial heat reaches 35
degrees F (2 degrees C).

The aggregate shall be free of ice, snow, and frozen lumps before
entering the mixer. The temperature of the mixed concrete shall not be
less than 50 degrees F (10 degrees C) at the time of placement. Concrete
shall not be placed on frozen material nor shall frozen aggregates be
used in the concrete.

When concreting is authorized during cold weather, water and/or the
aggregates may be heated to not more than 150 degrees F (66 degrees C). 
The apparatus used shall heat the mass uniformly and shall be arranged
to preclude the possible occurrence of overheated areas which might be
detrimental to the materials.

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> **Information regarding cold weather concreting practices may be found
> in ACI 306R, Cold Weather Concreting.**

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**b. Hot Weather.** During periods of hot weather when the maximum daily
air temperature exceeds 85 degrees F (30 degrees C), the following
precautions shall be taken.

The forms and/or the underlying surface shall be sprinkled with water
immediately before placing the concrete.  The concrete shall be placed
at the coolest temperature practicable, and in no case shall the
temperature of the concrete when placed exceed 90 degrees F (35 degrees
C).  The aggregates and/or mixing water shall be cooled as necessary to
maintain the concrete temperature at or not more than the specified
maximum.

The finished surfaces of the newly laid pavement shall be kept damp by
applying a water-fog or mist with approved spraying equipment until the
pavement is covered by the curing medium. If necessary, wind screens
shall be provided to protect the concrete from an evaporation rate in
excess of 0.2 psf per hour as determined in accordance with Figure 2.1.5
in ACI 305R, Hot Weather Concreting, which takes into consideration
relative humidity, wind velocity, and air temperature.

When conditions are such that problems with plastic cracking can be
expected, and particularly if any plastic cracking begins to occur, the
Contractor shall immediately take such additional measures as necessary
to protect the concrete surface. Such measures shall consist of wind
screens, more effective fog sprays, and similar measures commencing
immediately behind the paver. If these measures are not effective in
preventing plastic cracking, paving operations shall be immediately
stopped.

**c.** **Temperature Management Program.** Prior to the start of paving
operation for each day of paving, the contractor shall provide the
engineer with a Temperature Management Program for the concrete to be
placed to assure that uncontrolled cracking is avoided. As a minimum the
program shall address the following items:

1.  Anticipated tensile strains in the fresh concrete as related to
    heating and cooling of the concrete material.

2.  Anticipated weather conditions such as ambient temperatures, wind
    velocity, and relative humidity.

3.  Anticipated timing of initial sawing of joint.

**501-4.8  PLACING CONCRETE.** The Contractor has the option of placing
the concrete with either side (fixed) forms or slip-forms. At any point
in concrete conveyance, the free vertical drop of the concrete from one
point to another or to the underlying surface shall not exceed 3 feet (1
m). Backhoes and Grading equipment shall not be used to distribute the
concrete in front of the paver. Front end loaders will not be used
unless the contractor demonstrates that they can be used without
contaminating the concrete and base course and it is approved by the
Engineer.

Hauling equipment or other mechanical equipment can be permitted on
adjoining previously constructed pavement when the concrete strength
reaches **\[ a flexural strength of 550 psi (3 792 kPa) \] \[ a
compressive strength of 3,500 psi** **\]**, based on the average of four
field cured specimens per 2,000 cubic yards (1 530 cubic meters) of
concrete placed. Also, subgrade and subbase planers, concrete pavers,
and concrete finishing equipment may be permitted to ride upon the edges
of previously constructed pavement when the concrete has attained a
minimum flexural strength of 400 psi.

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> **The Engineer shall choose based on mix design requirement. The
> Engineer may specify either side form or slip-form method of paving or
> allow the Contractor the option as indicated.**

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**a. Slip-Form Construction.** The concrete shall be distributed
uniformly into final position by a self propelled slip-form paver
without delay. The alignment and elevation of the paver shall be
regulated from outside reference lines established for this purpose. The
paver shall vibrate the concrete for the full width and depth of the
strip of pavement being placed and the vibration shall be adequate to
provide a consistency of concrete that will stand normal to the surface
with sharp well defined edges. The sliding forms shall be rigidly held
together laterally to prevent spreading of the forms.

The plastic concrete shall be effectively consolidated by internal
vibration with transverse vibrating units for the full width of the
pavement and/or a series of equally placed longitudinal vibrating units.
The space from the outer edge of the pavement to longitudinal unit shall
not exceed 9 inches. The spacing of internal units shall be uniform and
shall not exceed 18 inches.

The term internal vibration means vibrating units located within the
specified thickness of pavement section.

The rate of vibration of each vibrating unit shall be within 8000 to
12000 cycles per minute and the amplitude of vibration shall be
sufficient to be perceptible on the surface of the concrete along the
entire length of the vibrating unit an for a distance of at least one
foot. The frequency of vibration or amplitude shall vary proportionately
with the rate of travel to result in a uniform density and air content.
The paving machine shall be equipped with a tachometer or other suitable
device for measuring and indicating the actual frequency of vibrations.

The concrete shall be held at a uniform consistency. The slip-form paver
shall be operated with as nearly a continuous forward movement as
possible. And all operations of mixing, delivering, and spreading
concrete shall be coordinated to provide uniform progress with stopping
and starting of the paver held to a minimum. If for any reason, it is
necessary to stop the forward movement of the paver, the vibratory and
tamping elements shall also be stopped immediately. No tractive force
shall be applied to the machine, except that which is controlled from
the machine.

When concrete is being placed adjacent to an existing pavement, that
part of the equipment which is supported on the existing pavement shall
be equipped with protective pads on crawler tracks or rubber-tired
wheels on which the bearing surface is offset to run a sufficient
distance from the edge of the pavement to avoid breaking the pavement
edge.

**b. Side-Form Construction.** Side form sections shall be straight,
free from warps, bends, indentations, or other defects. Defective forms
shall be removed from the work. Metal side forms shall be used except at
end closures and transverse construction joints where straight forms of
other suitable material may be used.

Side forms may be built up by rigidly attaching a section to either top
or bottom of forms. If such build-up is attached to the top of metal
forms, the build-up shall also be metal.

Width of the base of all forms shall be equal to at least 80 percent of
the specified pavement thickness.

Side forms shall be of sufficient rigidity, both in the form and in the
interlocking connection with adjoining forms, that springing will not
occur under the weight of subgrading and paving equipment or from the
pressure of the concrete. The Contractor shall provide sufficient forms
so that there will be no delay in placing concrete due to lack of forms.

Before placing side forms, the underlying material shall be at the
proper grade. Side forms shall have full bearing upon the foundation
throughout their length and width of base and shall be placed to the
required grade and alignment of the finished pavement. They shall be
firmly supported during the entire operation of placing, compacting, and
finishing the pavement.

Forms shall be drilled in advance of being placed to line and grade to
accommodate tie bars where these are specified.

Immediately in advance of placing concrete and after all subbase
operations are completed, side forms shall be trued and maintained to
the required line and grade for a distance sufficient to prevent delay
in placing.

Side forms shall remain in place at least 12 hours after the concrete
has been placed, and in all cases until the edge of the pavement no
longer requires the protection of the forms. Curing compound shall be
applied to the concrete immediately after the forms have been removed.

Side forms shall be thoroughly cleaned and oiled each time they are used
and before concrete is placed against them.

Concrete shall be spread, screeded, shaped and consolidated by one or
more self-propelled machines. These machines shall uniformly distribute
and consolidate concrete without segregation so that the completed
pavement will conform to the required cross section with a minimum of
handwork.

The number and capacity of machines furnished shall be adequate to
perform the work required at a rate equal to that of concrete delivery.

Concrete for the full paving width shall be effectively consolidated by
internal vibrators without causing segregation. Internal type vibrators'
rate of vibration shall be not less than 7,000 cycles per minute.
Amplitude of vibration shall be sufficient to be perceptible on the
surface of the concrete more than one foot from the vibrating element.
The Contractor shall furnish a tachometer or other suitable device for
measuring and indicating frequency of vibration.

Power to vibrators shall be connected so that vibration ceases when
forward or backward motion of the machine is stopped.

The provisions relating to the frequency and amplitude of internal
vibration shall be considered the minimum requirements and are intended
to ensure adequate density in the hardened concrete.

**c. Consolidation Testing.** The provisions relating to the frequency
and amplitude of internal vibration shall be considered the minimum
requirements and are intended to ensure adequate density in the hardened
concrete. If a lack of consolidation of the concrete is suspected by the
Engineer, additional referee testing may be required. Referee testing of
hardened concrete will be performed by cutting cores from the finished
pavement after a minimum of 24 hours curing. Density determinations will
be made based on the water content of the core as taken. ASTM C 642
shall be used for the determination of core density in the
saturated-surface dry condition. Referee cores will be taken at the
minimum rate of one for each 500 cubic yards of pavement, or fraction
thereof.

The average density of the cores shall be at least 97 percent of the
original mix design density, with no cores having a density of less than
96 percent of the original mix design density.

Failure to meet the above requirements will be considered as evidence
that the minimum requirements for vibration are inadequate for the job
conditions, and additional vibrating units or other means of increasing
the effect of vibration shall be employed so that the density of the
hardened concrete as indicated by further referee testing shall conform
to the above listed requirements.

**501-4.9  STRIKE‑OFF OF CONCRETE AND PLACEMENT OF REINFORCEMENT.** 
Following the placing of the concrete, it shall be struck off to conform
to the cross section shown on the plans and to an elevation such that
when the concrete is properly consolidated and finished, the surface of
the pavement shall be at the elevation shown on the plans.  When
reinforced concrete pavement is placed in two layers, the bottom layer
shall be struck off to such length and depth that the sheet of
reinforcing steel fabric or bar mat may be laid full length on the
concrete in its final position without further manipulation.  The
reinforcement shall then be placed directly upon the concrete, after
which the top layer of the concrete shall be placed, struck off, and
screeded.  If any portion of the bottom layer of concrete has been
placed more than 30 minutes without being covered with the top layer or
if initial set has taken place, it shall be removed and replaced with
freshly mixed concrete at the Contractor\'s expense.  When reinforced
concrete is placed in one layer, the reinforcement may be positioned in
advance of concrete placement or it may be placed in plastic concrete by
mechanical or vibratory means after spreading.

Reinforcing steel, at the time concrete is placed, shall be free of mud,
oil, or other organic matter that may adversely affect or reduce bond. 
Reinforcing steel with rust, mill scale or a combination of both will be
considered satisfactory, provided the minimum dimensions, weight, and
tensile properties of a hand wire‑brushed test specimen are not less
than the applicable ASTM specification requirements.

**501-4.10 JOINTS.** Joints shall be constructed as shown on the plans
and in accordance with these requirements. All joints shall be
constructed with their faces perpendicular to the surface of the
pavement and finished or edged as shown on the plans. Joints shall not
vary more than 1/2 inch (13 mm) from their designated position and shall
be true to line with not more than 1/4‑inch (6 mm) variation in 10 feet
(3 m). The surface across the joints shall be tested with a 10‑foot (3
m) straightedge as the joints are finished and any irregularities in
excess of 1/4 inch (6 mm) shall be corrected before the concrete has
hardened. All joints shall be so prepared, finished, or cut to provide a
groove of uniform width and depth as shown on the plans.

**a. Construction.** Longitudinal construction joints shall be
slip-formed or formed against side forms with or without keyways, as
shown in the plans.

Transverse construction joints shall be installed at the end of each
day\'s placing operations and at any other points within a paving lane
when concrete placement is interrupted for more than 30 minutes or it
appears that the concrete will obtain its initial set before fresh
concrete arrives.  The installation of the joint shall be located at a
planned contraction or expansion joint. If placing of the concrete is
stopped, the Contractor shall remove the excess concrete back to the
previous planned joint.

**b. Contraction.**  Contraction joints shall be installed at the
locations and spacing as shown on the plans.  Contraction joints shall
be installed to the dimensions required by forming a groove or cleft in
the top of the slab while the concrete is still plastic or by sawing a
groove into the concrete surface after the concrete has hardened.  When
the groove is formed in plastic concrete the sides of the grooves shall
be finished even and smooth with an edging tool.  If an insert material
is used, the installation and edge finish shall be according to the
manufacturer\'s instructions.  The groove shall be finished or cut clean
so that spalling will be avoided at intersections with other joints.
Grooving or sawing shall produce a slot at least 1/8 inch (3 mm) wide
and to the depth shown on the plans. 

**c. Expansion. ** Expansion joints shall be installed as shown on the
plans.  The premolded filler of the thickness as shown on the plans,
shall extend for the full depth and width of the slab at the joint,
except for space for sealant at the top of the slab.  The filler shall
be securely staked or fastened into position perpendicular to the
proposed finished surface.  A cap shall be provided to protect the top
edge of the filler and to permit the concrete to be placed and
finished.  After the concrete has been placed and struck off, the cap
shall be carefully withdrawn leaving the space over the premolded
filler.  The edges of the joint shall be finished and tooled while the
concrete is still plastic. Any concrete bridging the joint space shall
be removed for the full width and depth of the joint.

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> **An expansion joint is primarily used as an isolation joint to
> separate structures with different foundations and pavements with
> different joint patterns. It does not provide for expansion by the
> material compressing, but rather allowing the joint to slip. There
> should rarely be an occasion to dowel an expansion joint since it
> defeats the purpose of the joint and does not permit isolation and
> slippage. A thickened-edge is the preferred load transfer method for
> expansion joints.**

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**d. Keyways.** Keyways (only female keys permitted) shall be formed in
the plastic concrete by means of side forms or the use of keyway liners
that are inserted during the slip‑form operations. The keyway shall be
formed to a tolerance of 1/4 inch (6 m) in any dimension and shall be of
sufficient stiffness to support the upper keyway flange without
distortion or slumping of the top of the flange.  The dimensions of the
keyway forms shall not vary more than plus or minus 1/4 inch (6 mm) from
the mid‑depth of the pavement. Liners that remain in place permanently
and become part of the keyed joint shall be made of galvanized, copper
clad, or of similar rust‑resistant material compatible with plastic and
hardened concrete and shall not interfere with joint reservoir sawing
and sealing.

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> **The Engineer should refer to Advisory Circular 150/5320-6 for
> guidance on the use of keyways.**

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**e. Tie bars.**  Tie bars shall consist of deformed bars installed in
joints as shown on the plans.  Tie bars shall be placed at right angles
to the centerline of the concrete slab and shall be spaced at intervals
shown on the plans.  They shall be held in position parallel to the
pavement surface and in the middle of the slab depth. When tie bars
extend into an unpaved lane, they may be bent against the form at
longitudinal construction joints, unless threaded bolt or other
assembled tie bars are specified.  These bars shall not be painted,
greased, or enclosed in sleeves. When slip-form operations call for tie
bars, two‑piece hook bolts can be installed in the female side of the
keyed joint provided the installation is made without distorting the
keyed dimensions or causing edge slump.  If a bent tie bar installation
is used, the tie bars shall be inserted through the keyway liner only on
the female side of the joint. In no case shall a bent tie bar
installation for male keyways be permitted.

**f. Dowel bars.**  Dowel bars or other load‑transfer units of an
approved type shall be placed across joints in the manner as shown on
the plans.  They shall be of the dimensions and spacings as shown and
held rigidly in the middle of the slab depth in the proper horizontal
and vertical alignment by an approved assembly device to be left
permanently in place.  The dowel or load‑transfer and joint devices
shall be rigid enough to permit complete assembly as a unit ready to be
lifted and placed into position.  A metal, or other type, dowel
expansion cap or sleeve shall be furnished for each dowel bar used with
expansion joints.  These caps shall be substantial enough to prevent
collapse and shall be placed on the ends of the dowels as shown on the
plans.  The caps or sleeves shall fit the dowel bar tightly and the
closed end shall be watertight.  The portion of each dowel painted with
rust preventative paint, as required under paragraph 501‑2.7 and shown
on the plans to receive a debonding lubricant, shall be thoroughly
coated with asphalt MC‑70, or an approved lubricant, to prevent the
concrete from bonding to that portion of the dowel.  If free‑sliding
plastic‑coated or epoxy‑coated steel dowels are used, a lubrication bond
breaker shall be used except when approved pullout tests indicate it is
not necessary. Where butt‑type joints with dowels are designated, the
exposed end of the dowel shall be oiled.

Dowel bars at contraction joints may be placed in the full thickness of
pavement by a mechanical device approved by the Engineer. The device
shall be capable of installing dowel bars within the maximum permissible
alignment tolerances. Dowels bars at longitudinal construction joints
shall be bonded in drilled holes.

**g.  Installation.**  All devices used for the installation of
expansion joints shall be approved by the Engineer.

The top of an assembled joint device shall be set at the proper distance
below the pavement surface and the elevation shall be checked.  Such
devices shall be set to the required position and line and shall be
securely held in place by stakes or other means to the maximum
permissible tolerances during the pouring and finishing of the
concrete.  The premolded joint material shall be placed and held in a
vertical position; if constructed in sections, there shall be no offsets
between adjacent units.

Dowel bars and assemblies shall be checked for position and alignment.
The maximum permissible tolerances on dowel bar alignment shall be in
accordance with paragraph 501-5.2e(6). During the concrete placement
operation, it is advisable to place plastic concrete directly on dowel
assemblies immediately prior to passage of the paver to help maintain
dowel position and alignment within maximum permissible tolerances.

When concrete is placed using slip-form pavers, dowels and tie bars
shall be placed in longitudinal construction joints by bonding the
dowels or tie bars into holes drilled into the hardened concrete. Holes
approximately 1/8‑inch to 1/4-inch (3 to 6 mm) greater in diameter than
the dowel or tie bar shall be drilled with rotary‑type core drills that
must be held securely in place to drill perpendicularly into the
vertical face of the pavement slab. Rotary-type percussion drills may be
used provided that spalling of concrete does not occur. Any damage of
the concrete shall be repaired by the Contractor in a method approved by
the Engineer. Dowels or tie bars shall be bonded in the drilled holes
using an epoxy resin material. Installation procedures shall be adequate
to insure that the area around dowels is completely filled with epoxy
grout. Epoxy shall be injected into the back of the hole and displaced
by the insertion of the dowel bar. Bars shall be completely inserted
into the hole and shall not be withdrawn and reinserted creating air
pockets in the epoxy around the bar. The Contractor shall furnish a
template for checking the position and alignment of the dowels. Dowel
bars shall not be less than 10 inches (25 cm) from a transverse joint
and shall not interfere with dowels in the transverse direction.

**h. Sawing of Joints.** Joints shall be cut as shown on the plans. 
Equipment shall be as described in paragraph 501‑4.1.  The circular
cutter shall be capable of cutting a groove in a straight line and shall
produce a slot at least 1/8 inch (3 mm) wide and to the depth shown on
the plans.  The top portion of the slot shall be widened by sawing to
provide adequate space for joint sealers as shown on the plans. Sawing
shall commence as soon as the concrete has hardened sufficiently to
permit cutting without chipping, spalling, or tearing and before
uncontrolled shrinkage cracking of the pavement occurs.  Sawing shall be
carried on both during the day and night as required.  The joints shall
be sawed at the required spacing, consecutively in sequence of the
concrete placement. Curing compound, if being used as the cure type,
shall be reapplied in the initial sawcut and maintained for the
remaining cure period. Curing compound shall not be applied, and used as
the cure method, to any final concrete face that is to receive a
sealant. All slurry and debris produced in the sawing of joints shall be
removed by vacuuming and washing.

**501-4.11 FINAL STRIKE‑OFF, CONSOLIDATION, AND FINISHING.**

**a.  Sequence.**  The sequence of operations shall be the strike‑off,
floating and removal of laitance, straightedging, and final surface
finish.  The addition of superficial water to the surface of the
concrete to assist in finishing operations will not be permitted.

**b.  Finishing at Joints.**  The concrete adjacent to joints shall be
compacted or firmly placed without voids or segregation against the
joint material; it shall be firmly placed without voids or segregation
under and around all load‑transfer devices, joint assembly units, and
other features designed to extend into the pavement.  Concrete adjacent
to joints shall be mechanically vibrated as required in paragraph
501‑4.8.a.  After the concrete has been placed and vibrated adjacent to
the joints, the finishing machine shall be operated in a manner to avoid
damage or misalignment of joints.  If uninterrupted operations of the
finishing machine, to, over, and beyond the joints, cause segregation of
concrete, damage to, or misalignment of the joints, the finishing
machine shall be stopped when the screed is approximately 8 inches (20
cm) from the joint.  Segregated concrete shall be removed from the front
of and off the joint; and the forward motion of the finishing machine
shall be resumed.  Thereafter, the finishing machine may be run over the
joint without lifting the screed, provided there is no segregated
concrete immediately between the joint and the screed or on top of the
joint.

**c.  Machine Finishing.**  The concrete shall be spread as soon as it
is placed, and it shall be struck off and screeded by a finishing
machine.  The machine shall go over each area as many times and at such
intervals as necessary to give to proper consolidation and to leave a
surface of uniform texture.  Excessive operation over a given area shall
be avoided. When side forms are used, the tops of the forms shall be
kept clean by an effective device attached to the machine, and the
travel of the machine on the forms shall be maintained true without
lift, wobbling, or other variation tending to affect the precision
finish.  During the first pass of the finishing machine, a uniform ridge
of concrete shall be maintained ahead of the front screed for its entire
length.  When in operation, the screed shall be moved forward with a
combined longitudinal and transverse shearing motion, always moving in
the direction in which the work is progressing, and so manipulated that
neither end is raised from the side forms during the striking‑off
process.  If necessary, this shall be repeated until the surface is of
uniform texture, true to grade and cross section, and free from porous
areas.

**d.  Hand Finishing.**  Hand finishing methods will not be permitted,
except under the following conditions: in the event of breakdown of the
mechanical equipment, hand methods may be used to finish the concrete
already deposited on the grade; in areas of narrow widths or of
irregular dimensions where operation of the mechanical equipment is
impractical.  Concrete, as soon as placed, shall be struck off and
screeded.  An approved portable screed shall be used.  A second screed
shall be provided for striking off the bottom layer of concrete when
reinforcement is used.

The screed for the surface shall be a least 2 feet (0.6 m) longer than
the maximum width of the slab to be struck off.  It shall be of approved
design, sufficiently rigid to retain its shape, and shall be constructed
either of metal or of other suitable material covered with metal. 
Consolidation shall be attained by the use of suitable vibrators.

**e.  Floating.**  After the concrete has been struck off and
consolidated, it shall be further smoothed and trued by means of a
longitudinal float using one of the following methods:

**(1)** **Hand Method.** Long-handled floats shall not be less than 12
feet (3.6 m) in length and 6 inches (15 cm) in width, stiffened to
prevent flexibility and warping. The float shall be operated from foot
bridges spanning but not touching the concrete or from the edge of the
pavement. Floating shall pass gradually from one side of the pavement to
the other.  Forward movement along the centerline of the pavement shall
be in successive advances of not more than one‑half the length of the
float.  Any excess water or laitance in excess of 1/8-inch (3 mm) thick
shall be removed and wasted.

**(2)  Mechanical method.**  The Contractor may use a machine composed
of a cutting and smoothing float(s), suspended from and guided by a
rigid frame and constantly in contact with, the side forms or underlying
surface.  If necessary, long‑handled floats having blades not less than
5 feet (1.5 m) in length and 6 inches (15 cm) in width may be used to
smooth and fill in open‑textured areas in the pavement.  When the crown
of the pavement will not permit the use of the mechanical float, the
surface shall be floated transversely by means of a long‑handled float. 
Care shall be taken not to work the crown out of the pavement during the
operation.  After floating, any excess water and laitance in excess of
1/8-inch (3 mm) thick shall be removed and wasted.  Successive drags
shall be lapped one‑half the length of the blade.

**f.  Straight‑edge Testing and Surface Correction.**  After the
pavement has been struck off and while the concrete is still plastic, it
shall be tested for trueness with a Contractor furnished 16‑foot (5 m)
straightedge swung from handles 3 feet (1 m) longer than one‑half the
width of the slab.  The straightedge shall be held in contact with the
surface in successive positions parallel to the centerline and the whole
area gone over from one side of the slab to the other, as necessary. 
Advancing shall be in successive stages of not more than one‑half the
length of the straightedge.  Any excess water and laitance in excess of
1/8-inch (3 mm) thick shall be removed from the surface of the pavement
and wasted.  Any depressions shall be immediately filled with freshly
mixed concrete, struck off, consolidated, and refinished.  High areas
shall be cut down and refinished.  Special attention shall be given to
assure that the surface across joints meets the smoothness requirements
of paragraph 501-5.2e(3).  Straightedge testing and surface corrections
shall continue until the entire surface is found to be free from
observable departures from the straightedge and until the slab conforms
to the required grade and cross section.  The use of long‑handled wood
floats shall be confined to a minimum; they may be used only in
emergencies and in areas not accessible to finishing equipment.

**501-4.12 SURFACE TEXTURE.**  The surface of the pavement shall be
finished with either a brush or broom, burlap drag, or artificial turf
finish for all newly constructed concrete pavements. It is important
that the texturing equipment not tear or unduly roughen the pavement
surface during the operation.  Any imperfections resulting from the
texturing operation shall be corrected to the satisfaction of the
Engineer.

**a.  Brush or Broom Finish.**  If the pavement surface texture is to be
a type of brush or broom finish, it shall be applied when the water
sheen has practically disappeared.  The equipment shall operate
transversely across the pavement surface, providing corrugations that
are uniform in appearance and approximately 1/16 of an inch (2 mm) in
depth.

**b.  Burlap Drag Finish.**  If a burlap drag is used to texture the
pavement surface, it shall be at least 15 ounces per square yard (555
grams per square meter).  To obtain a textured surface, the transverse
threads of the burlap shall be removed approximately 1 foot (0.3 m) from
the trailing edge.  A heavy buildup of grout on the burlap threads
produces the desired wide sweeping longitudinal striations on the
pavement surface.  The corrugations shall be uniform in appearance and
approximately 1/16 of an inch (2 mm) in depth.

**c. Artificial Turf Finish.** If artificial turf is used to texture the
surface, it shall be applied by dragging the surface of the pavement in
the direction of concrete placement with an approved full-width drag
made with artificial turf. The leading transverse edge of the artificial
turf drag will be securely fastened to a lightweight pole on a traveling
bridge. At least 2 feet of the artificial turf shall be in contact with
the concrete surface during dragging operations. A variety of different
types of artificial turf are available and approval of any one type will
be done only after it has been demonstrated by the Contractor to provide
a satisfactory texture. One type that has provided satisfactory texture
consists of 7,200 approximately 0.85-inches-long polyethylene turf
blades per square foot. The corrugations shall be uniform in appearance
and approximately 1/16 of an inch (2 mm) in depth.

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> **The Engineer may specify a particular type of finish or allow the
> Contractor the option.**

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**501-4.13 SKID-RESISTANT SURFACES.** A skid-resistant surface shall be
provided by construction of **\[ \]**.

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> **When a skid-resistant surface is required in the design, the
> Engineer shall specify either saw-cut grooves, plastic grooves, or
> wire combing for runway pavements served by commercial turbo-jet
> aircraft and include one of the following paragraphs in the
> specifications. In all cases, a surface texture shall be provided in
> the plastic concrete prior to construction of the skid-resistant
> surface. Wirecombing provides skid-resistance but does not prevent
> hydroplaning.**
>
> **When saw-cut grooves are specified proper collection and disposal of
> the grooving waste should be specified. If disposal of the waste
> material is allowed on the infield grassy areas, build-up of the waste
> in a single location should be avoided. Wording should be provided in
> this paragraph to assure that the waste material is properly disposed
> or distributed.**
>
> **SAW-CUT GROOVES.  For new concrete pavements that have hardened,
> transverse grooves shall be saw‑cut in the pavement forming a 1/4 inch
> (6 mm) wide by 1/4 inch (6 mm) deep by 1‑1/2 inches (37 mm) center to
> center configuration.  The grooves shall be continuous for the entire
> runway length.  They shall be saw-cut transversely in the runway
> pavement to within 10 feet (3 m) of the runway pavement edge to allow
> adequate space for equipment operation.  The maximum transverse
> saw‑cut grooves shall not exceed 130 feet (40 m).  The tolerances for
> the saw‑cut grooves shall meet the following:**
>
> **Alignment tolerance.**
>
> **Plus or minus 1-1/2 inches (38 mm) in alignment for 75 feet (23
> m).**
>
> **Groove tolerance.**
>
> **Minimum depth 3/16 inch (5 mm), except that not more than 60 percent
> of the grooves shall be less than 1/4 inch (6 mm).**
>
> **Maximum depth 5/16 inch (8 mm).**
>
> **Minimum width 1/4 inch (6 mm).**
>
> **Maximum width 5/16 inch (8 mm).**
>
> **Center‑to‑center spacing**
>
> **Minimum spacing 1-3/8 inches (35 mm)**
>
> **Maximum spacing 1-1/2 inches (38 mm).**
>
> **Saw-cut grooves shall not be closer than 3 inches (76 mm) or more
> than 9 inches (229 mm) to transverse paving joints.  Grooves shall not
> be closer than 6 inches (152 mm) and no more than 18 inches (457 mm)
> from in-pavement light fixtures. Grooves may be continued through
> longitudinal joints. Where neoprene compression seals have been
> installed grooves, shall not be closer than 3 inches (76 mm) or more
> than 5 inches (127 mm) from the longitudinal joints. Cleanup of waste
> material shall be continuous during the grooving operation.  Waste
> material shall be disposed of in an approved manner.  Waste material
> shall not be allowed to enter the airport storm or sanitary sewer
> system.**
>
> **PLASTIC GROOVES.  The grooves formed in the plastic concrete shall
> be 1/4 inch (6 mm) by 1/4 inch (6 mm) by 1‑1/2 inches (38 mm).  The
> grooves shall be continuous for the entire runway length and width. 
> The tolerances for the grooves formed in plastic concrete shall meet
> the following:**
>
> **Alignment tolerance.**
>
> **Plus or minus 3 inches (76 mm) in alignment for 75 feet (23 m).**
>
> **Groove tolerance.**
>
> **Minimum depth 1/8 inch (3 mm)**
>
> **Maximum depth 3/8 inch (10 mm).**
>
> **Minimum width 1/8 inch ( 3 mm).**
>
> **Maximum width 3/8 inch (10 mm).**
>
> **Center‑to‑center spacing.**
>
> **Minimum spacing 1-1/4 inches (32 mm).**
>
> **Maximum spacing 2 inches (51 mm).**
>
> **WIRE COMBING. The wire combing technique shall use steel combs or
> tines of various dimensions to form groove‑like texture in the plastic
> concrete pavement and shall provide grooves that are approximately 1/8
> inch (3 mm) by 1/8 inch (3 mm) spaced 1/2 inch (13 mm) center‑to
> center. The wire combing shall be constructed over the full pavement
> width. The equipment shall operate transversely across the pavement
> surface, perpendicular to the pavement centerline.**

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**501-4.14  CURING.**  Immediately after finishing operations are
completed and marring of the concrete will not occur, the entire surface
of the newly placed concrete shall be cured for a 7-day cure period in
accordance with one of the methods below.  Failure to provide sufficient
cover material of whatever kind the Contractor may elect to use, or lack
of water to adequately take care of both curing and other requirements,
shall be cause for immediate suspension of concreting operations.  The
concrete shall not be left exposed for more than 1/2 hour during the
curing period. 

When a two-sawcut method is used to construct the contraction joint, the
curing compound shall be applied to the sawcut immediately after the
initial cut has been made. The sealant reservoir shall not be sawed
until after the curing period has been completed. When the one cut
method is used to construct the contraction joint, the joint shall be
cured with wet rope, wet rags, or wet blankets. The rags, ropes, or
blankets shall be kept moist for the duration of the curing period.

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> **The Engineer shall delete cure types that may not be feasible around
> aircraft jet blast in operating areas.**
>
> **The use of supplementary cementitious materials (e.g. flyash, slag
> cement) or set-retarding admixtures may delay the occurrence of bleed
> water. Curing should be applied after bleed water is gone from the
> surface.**

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**a. Impervious Membrane Method.**  The entire surface of the pavement
shall be sprayed uniformly with white pigmented curing compound
immediately after the finishing of the surface and before the set of the
concrete has taken place. The curing compound shall not be applied
during rainfall.  Curing compound shall be applied by mechanical
sprayers under pressure at the rate of 1 gallon (4 liters) to not more
than 150 square feet (14 square meters).  The spraying equipment shall
be of the fully atomizing type equipped with a tank agitator. At the
time of use, the compound shall be in a thoroughly mixed condition with
the pigment uniformly dispersed throughout the vehicle.  During
application the compound shall be stirred continuously by mechanical
means.  Hand spraying of odd widths or shapes and concrete surfaces
exposed by the removal of forms will be permitted.  When hand spraying
is approved by the Engineer, a double application rate shall be used to
insure coverage. The curing compound shall be of such character that the
film will harden within 30 minutes after application.  Should the film
become damaged from any cause, including sawing operations, within the
required curing period, the damaged portions shall be repaired
immediately with additional compound or other approved means.  Upon
removal of side forms, the sides of the exposed slabs shall be protected
immediately to provide a curing treatment equal to that provided for the
surface.

**b. Polyethylene Films.**  The top surface and sides of the pavement
shall be entirely covered with polyethylene sheeting.  The units shall
be lapped at least 18 inches (457 mm).  The sheeting shall be placed and
weighted to cause it to remain in contact with the surface and sides. 
The sheeting shall have dimensions that will extend at least twice the
thickness of the pavement beyond the edges of the pavement.  Unless
otherwise specified, the sheeting shall be maintained in place for 7
days after the concrete has been placed.

**c. Waterproof Paper.**  The top surface and sides of the pavement
shall be entirely covered with waterproofed paper.  The units shall be
lapped at least 18 inches (457 mm).  The paper shall be placed and
weighted to cause it to remain in contact with the surface covered. The
paper shall have dimensions that will extend at least twice the
thickness of the pavement beyond the edges of the slab.  The surface of
the pavement shall be thoroughly saturated prior to placing of the
paper.  Unless otherwise specified, the paper shall be maintained in
place for 7 days after the concrete has been placed.

**d. White Burlap‑Polyethylene Sheets.**  The surface of the pavement
shall be entirely covered with the sheeting.  The sheeting used shall be
such length (or width) that it will extend at least twice the thickness
of the pavement beyond the edges of the slab.  The sheeting shall be
placed so that the entire surface and both edges of the slab are
completely covered.  The sheeting shall be placed and weighted to remain
in contact with the surface covered, and the covering shall be
maintained fully saturated and in position for 7 days after the concrete
has been placed.

**(1)  Curing in Cold Weather.**  The concrete shall be maintained at a
temperature of at least 50 degrees F (10 degrees C) for a period of 72
hours after placing and at a temperature above freezing for the
remainder of the curing time. The Contractor shall be responsible for
the quality and strength of the concrete placed during cold weather, and
any concrete injured by frost action shall be removed and replaced at
the Contractor\'s expense.

**e. Water Method.** The entire area shall be covered with burlap or
other water absorbing material. The material shall be of sufficient
thickness to retain water for adequate curing without excessive runoff.
The material shall be kept wet at all times and maintained for 7 days.
When the forms are stripped, the vertical walls shall also be kept
moist. It shall be the responsibility of the Contractor to prevent
ponding of the curing water on the subbase.\"

**501-4.15 REMOVING FORMS.**  Unless otherwise specified, forms shall
not be removed from freshly placed concrete until it has hardened
sufficiently to permit removal without chipping, spalling, or tearing.
After the forms have been removed, the sides of the slab shall be cured
as outlined in one of the methods indicated in paragraph 501‑4.14. 
Major honeycombed areas shall be considered as defective work and shall
be removed and replaced in accordance with paragraph 501-5.2(f).

**501-4.16 SEALING JOINTS.**  The joints in the pavement shall be sealed
in accordance with Item \[P‑605\].

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> **The Engineer should only include the applicable specifications.**

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**501-4.17 PROTECTION OF PAVEMENT.**  The Contractor shall protect the
pavement and its appurtenances against both public traffic and traffic
caused by the Contractor\'s employees and agents. This shall include
watchmen to direct traffic and the erection and maintenance of warning
signs, lights, pavement bridges, crossovers, and protection of unsealed
joints from intrusion of foreign material, etc.  Any damage to the
pavement occurring prior to final acceptance shall be repaired or the
pavement replaced at the Contractor\'s expense. The Contractor shall
have available at all times, materials for the protection of the edges
and surface of the unhardened concrete.  Such protective materials shall
consist of rolled polyethylene sheeting at least 4 mils (0.1 mm) thick
of sufficient length and width to cover the plastic concrete slab and
any edges. The sheeting may be mounted on either the paver or a separate
movable bridge from which it can be unrolled without dragging over the
plastic concrete surface.  When rain appears imminent, all paving
operations shall stop and all available personnel shall begin covering
the surface of the unhardened concrete with the protective covering.

**501-4.18 OPENING TO TRAFFIC.**  The pavement shall not be opened to
traffic until test specimens molded and cured in accordance with ASTM C
31 have attained a flexural strength of 550 pounds per square inch
(3,792 kPa) when tested in accordance with ASTM C 78. If such tests are
not conducted, the pavement shall not be opened to traffic until 14 days
after the concrete was placed.  Prior to opening the pavement to
construction traffic, all joints shall either be sealed or protected
from damage to the joint edge and intrusion of foreign materials into
the joint. As a minimum, backer rod or tape may be used to protect the
joints from foreign matter intrusion. The pavement shall be cleaned
before opening for normal operations.

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> **When the design strength in paragraph 501-3.1 is based on
> compressive strength, a strength of 3500 psi (24 130 kPa) shall be
> specified. Testing shall be in accordance with ASTM C 39.**

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**501-4.19 REPAIR, REMOVAL, REPLACEMENT OF SLABS.**

**a. General.** New pavement slabs that are broken or contain cracks
shall be removed and replaced or repaired, as specified hereinafter at
no cost to the owner. Spalls along joints shall be repaired as
specified. Removal of partial slabs is not permitted. Removal and
replacement shall be full depth, shall be full width of the slab, and
the limit of removal shall be normal to the paving lane and to each
original transverse joint. The engineer will determine whether cracks
extend full depth of the pavement and may require cores to be drilled on
the crack to determine depth of cracking. Such cores shall be 4-inch
(100 mm) diameter, shall be drilled by the Contractor and shall be
filled by the Contractor with a well consolidated concrete mixture
bonded to the walls of the hole with epoxy resin, using approved
procedures. Drilling of cores and refilling holes shall be at no expense
to the owner. All epoxy resin used in this work shall conform to ASTM C
881, Type V.

**b. Shrinkage Cracks.** Shrinkage cracks, which do not exceed 4 inches
in depth, shall be cleaned and then pressure injected with epoxy resin,
Type IV, Grade 1, using procedures as approved. Care shall be taken to
assure that the crack is not widened during epoxy resin injection. All
epoxy resin injection shall take place in the presence of the Engineer.
Shrinkage cracks, which exceed 4 inches in depth, shall be treated as
full depth cracks in accordance with paragraphs 4.19b and 4.19c.

**c. Slabs With Cracks through Interior Areas.** Interior area is
defined as that area more than 6 inches (600 mm) from either adjacent
original transverse joint. The full slab shall be removed and replaced
at no cost to the owner, when there are any full depth cracks, or cracks
greater than 4" in depth, that extend into the interior area.

**d. Cracks Close To and Parallel To Joints.** All cracks essentially
parallel to original joints, extending full depth of the slab, and lying
wholly within 6 inches either side of the joint shall be treated as
specified hereinafter. Any crack extending more than 6 inches (600 mm)
from the joint shall be treated as specified above in subparagraph
\"Slabs With Cracks Through Interior Area.\"

**(1) Full Depth Cracks Present, Original Joint Not Opened.** When the
original uncracked joint has not opened, the crack shall be sawed and
sealed, and the original joint filled with epoxy resin as specified
below. The crack shall be sawed with equipment specially designed to
follow random cracks. The reservoir for joint sealant in the crack shall
be formed by sawing to a depth of 3/4 inch (19 mm), plus or minus 1/16
inch (1.6 mm), and to a width of 5/8 inch (16 mm), plus or minus 1/8
inch (3.2 mm). Any equipment or procedure which causes raveling or
spalling along the crack shall be modified or replaced to prevent such
raveling or spalling. The joint sealant shall be a liquid sealant as
specified. Installation of joint seal shall be as specified for sealing
joints or as directed. If the joint sealant reservoir has been sawed
out, the reservoir and as much of the lower saw cut as possible shall be
filled with epoxy resin, Type IV, Grade 2, thoroughly tooled into the
void using approved procedures. If only the original narrow saw cut has
been made, it shall be cleaned and pressure injected with epoxy resin,
Type IV, Grade 1, using approved procedures. If filler type material has
been used to form a weakened plane in the transverse joint, it shall be
completely sawed out and the saw cut pressure injected with epoxy resin,
Type IV, Grade 1, using approved procedures. Where a parallel crack goes
part way across paving lane and then intersects and follows the original
joint which is cracked only for the remained of the width, it shall be
treated as specified above for a parallel crack, and the cracked
original joint shall be prepared and sealed as originally designed.

**(2) Full Depth Cracks Present, Original Joint Also Cracked.** At a
joint, if there is any place in the lane width where a parallel crack
and a cracked portion of the original joint overlap, the entire slab
containing the crack shall be removed and replaced for the full lane
width and length.

**e. Removal and Replacement of Full Slabs.** Where it is necessary to
remove full slabs, unless there are keys or dowels present, all edges of
the slab shall be cut full depth with a concrete saw. All saw cuts shall
be perpendicular to the slab surface. If keys, dowels, or tie bars are
present along any edges, these edges shall be sawed full depth 24 inches
(150 mm) from the edge if only keys are present, or just beyond the end
of the dowels or tie bars if they are present. These joints shall then
be carefully sawed on the joint line to within 1 inch (25 mm) of the
depth of the dowel or key.

The main slab shall be further divided by sawing full depth, at
appropriate locations, and each piece lifted out and removed. Suitable
equipment shall be used to provide a truly vertical lift, and approved
safe lifting devices used for attachment to the slabs. The narrow strips
along keyed or doweled edges shall be carefully broken up and removed
using light, hand-held jackhammers, 30 LB (14 kg) or less, or other
approved similar equipment.

Care shall be taken to prevent damage to the dowels, tie bars, or keys
or to concrete to remain in place. The joint face below keys or dowels
shall be suitably trimmed so that there is not abrupt offset in any
direction greater than 1/2 inch (12 mm) and no gradual offset greater
than 1 inch (25 mm) when tested in a horizontal direction with a 12-foot
(3.6 m) straightedge.

No mechanical impact breakers, other than the above hand-held equipment
shall be used for any removal of slabs. If underbreak between 1-1/2 and
4 inches (37 and 100 mm) deep occurs at any point along any edge, the
area shall be repaired as directed before replacing the removed slab.
Procedures directed will be similar to those specified for surface
spalls, modified as necessary.

If underbreak over 4 inches (100 mm) deep occurs, the entire slab
containing the underbreak shall be removed and replaced. Where there are
no dowels, tie bars, or keys on an edge, or where they have been
damaged, dowels of the size and spacing as specified for other joints in
similar pavement shall be installed by epoxy grouting them into holes
drilled into the existing concrete using procedures as specified.
Original damaged dowels or tie bars shall be cut off flush with the
joint face. Protruding portions of dowels shall be painted and lightly
oiled. All 4 edges of the new slab shall thus contain dowels or original
keys or original tie bars.

Placement of concrete shall be as specified for original construction.
Prior to placement of new concrete, the underlying material (unless it
is stabilized) shall be re-compacted and shaped as specified in the
appropriate SECTION of these specifications. The surfaces of all four
joint faces shall be cleaned of all loose material and contaminants and
coated with a double application of membrane forming curing compound as
bond breaker. Care shall be taken to prevent any curing compound from
contacting dowels or tie bars. The resulting joints around the new slab
shall be prepared and sealed as specified for original construction.

**f. Repairing Spalls Along Joints.** Where directed, spalls along
joints of new slabs, and along parallel cracks used as replacement
joints, shall be repaired by first making a vertical saw cut at least 1
inch (25 mm) outside the spalled area and to a depth of at least 2
inches (50 mm). Saw cuts shall be straight lines forming rectangular
areas. The concrete between the saw cut and the joint, or crack, shall
be chipped out to remove all unsound concrete and at least 1/2 inch (12
mm) of visually sound concrete. The cavity thus formed shall be
thoroughly cleaned with high-pressure water jets supplemented with
compressed air to remove all loose material. Immediately before filling
the cavity, a prime coat of epoxy resin, Type III, Grade I, shall be
applied to the dry cleaned surface of all sides and bottom of the
cavity, except any joint face. The prime coat shall be applied in a thin
coating and scrubbed into the surface with a stiff-bristle brush.
Pooling of epoxy resin shall be avoided. The cavity shall be filled with
low slump Portland cement concrete or mortar or with epoxy resin
concrete or mortar. Concrete shall be used for larger spalls, generally
those more than 1/2 cu. ft. (0.014 m3) in size, and mortar SHALL BE USED
FOR THE SMALLER ONES. ANY SPALL LESS THAN 0.1 CU. FT. (O.OO3 m3) shall
be repaired only with epoxy resin mortar or a Grade III epoxy resin.
Portland cement concrete and mortar mixtures shall be proportioned as
directed and shall be mixed, placed, consolidated, and cured as
directed. Epoxy resin mortars shall be made with Type III, Grade 1,
epoxy resin, using proportions and mixing and placing procedures as
recommended by the manufacturer and approved by the Engineer. The epoxy
resin materials shall be placed in the cavity in layers not over 2
inches (50 mm) thick. The time interval between placement of additional
layers shall be such that the temperature of the epoxy resin material
does not exceed 140oF (60oC) at any time during hardening. Mechanical
vibrators and hand tampers shall be used to consolidate the concrete or
mortar. Any repair material on the surrounding surfaces of the existing
concrete shall be removed before it hardens. Where the spalled area
abuts a joint, an insert or other bond-breaking medium shall be used to
prevent bond at the joint face. A reservoir for the joint sealant shall
be sawed to the dimensions required for other joints, or as required to
be routed for cracks. The reservoir shall be thoroughly cleaned and
sealed with the sealer specified for the joints. If any spall penetrates
half the depth of the slab or more, the entire slab shall be removed and
replaced as previously specified.

**501-4.20 EXISTING CONCRETE PAVEMENT REMOVAL AND REPAIR.**

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> **NOTE: It is imperative that sufficient exploration be made (not just
> reference to as-built drawings) so that the designer knows exactly
> what the existing (in place) pavement is at the jointing
> area---dowels, keys, tie bars, etc. and its condition. Normally the
> joint between the new pavement and existing pavement should be made at
> an existing joint in the old pavement.**

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All operations shall be carefully controlled to prevent damage to the
concrete pavement and to the underlying material to remain in place. All
saw cuts shall be made perpendicular to the slab surface.

**a. Removal of Existing Pavement Slab.**

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> **NOTE: Edit bracketed items concerning dowels and keys to conform to
> the design used. The best results will usually be with a design
> requiring that keys and dowels be sawed off and new dowels installed
> in drilled holes. The saw cut at a distance from the joint is always
> more effective if sawed with a wheel saw---which produces a 1-inch (25
> mm ) kerf and better prevents stress from propagating across the saw
> cut.**

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When it is necessary to remove existing concrete pavement and leave
adjacent concrete in place, \[unless there are dowels or keys present,\]
the joint between the removal area and adjoining pavement to stay in
place, \[including dowels, tie bars or keys,\] shall first be cut full
depth with a standard diamond-type concrete saw. \[If keys or dowels are
present at this joint, the saw cut shall be made full depth 6 inches
(150 mm) from the joint if only keys are present, or just beyond the end
of dowels if dowels are present. The edge shall then be carefully sawed
on the joint line to within 1 inch (25 mm) of the top of the dowel or
key.\] Next, a full depth saw cut shall be made parallel to the joint at
least 24 inches (600 mm) from the joint and at least 12 inches (300 mm)
from the end of any dowels. All pavement between this last saw cut and
the joint line shall be carefully broken up and removed using hand-held
jackhammers, 30 lb. (14 kg) or less, or the approved light-duty
equipment which will not cause stress to propagate across the joint saw
cut and cause distress in the pavement which is to remain in place.
\[Where dowels or keys are present, care shall be taken to produce an
even, vertical joint face below the dowels or keys. If the Contractor is
unable to produce such a joint face, or if underbreak or other distress
occurs, the Contractor shall saw the dowels or keys flush with the
joint. The Contractor shall then install new dowels, of the size and
spacing used for other similar joints, by epoxy resin bonding them in
holes drilled in the joint face as specified in paragraph \"Placing
dowels and Tie-bars. All this shall be at no additional cost to the
Owner.\] \[Dowels of the size and spacing indicated shall be installed
as shown on the drawings by epoxy resin bonding them in holes drilled in
the joint face as specified in paragraph \"Placing Dowels and Tie
Bars\".\] The joint face shall be sawed or otherwise trimmed so that
there is no abrupt offset in any direction greater than 1/2-inch (12 mm)
and no gradual offset greater than 1 inch (25 mm) when tested in a
horizontal direction with a 12 ft. (3.6 m) straightedge.

**b. Edge Repair.**

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> **NOTE: Edit bracketed items on payment as appropriate.**

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The edge of existing concrete pavement against which new pavement abuts
shall be protected from damage at all times. Areas that are damaged
during construction shall be repaired at not cost to the Owner; repair
of previously existing damage areas **\[will be paid for as listed in
the bid schedule\] \[will be considered a subsidiary part of concrete
pavement construction\]**.

**(1) Spall Repair.** Spalls shall be repaired where indicated and where
directed. Repair materials and procedures shall be as previously
specified in subparagraph \"Repairing Spalls Along Joints.\"

**(2) Underbreak Repair.** All underbreak shall be repaired. First, all
delaminated and loose material shall be carefully removed. Next, the
underlying material shall be recompacted, without addition of any new
material. Finally, the void shall be completely filled with paving
concrete, thoroughly consolidated. Care shall be taken to produce an
even joint face from top to bottom. Prior to placing concrete, the
underlying material shall be thoroughly moistened. After placement, the
exposed surface shall be heavily coated with curing compound.

**(3) Underlying Material.** The underlying material adjacent to the
edge of an under the existing pavement which is to remain in place shall
be protected from damage or disturbance during removal operations and
until placement of new concrete, and shall be shaped as shown on the
drawings or as directed. Sufficient material shall be kept in place
outside the joint line to prevent disturbance (or sloughing) of material
under the pavement that is to remain in place. Any material under the
portion of the concrete pavement to remain in place, which is disturbed
or loses its compaction shall be carefully removed and replaced with
concrete as specified in paragraph \"Underbreak Repair.\" The underlying
material outside the joint line shall be thoroughly compacted and moist
when new concrete is placed.

MATERIAL ACCEPTANCE

**501-5.1 ACCEPTANCE SAMPLING AND TESTING.** All acceptance sampling and
testing, with the exception of coring for thickness determination,
necessary to determine conformance with the requirements specified in
this section will be performed by the Engineer. Concrete shall be
accepted for strength and thickness on a lot basis.

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> **The Sponsor (Engineer) shall do the acceptance testing per the
> standard specifications.**

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A lot shall consist of:

**\[ \] cubic yards (\[ \] cubic meters). \]**

**\[ \] square yards (\[ \] square meters). \]**

**\[ a day\'s production not to exceed 2,000 cubic yards (1 530 cubic
meters). \]**

**\[ a day\'s production not to exceed \[ \] square yards (\[ \] square
meters). \]**

Testing organizations performing these tests shall meet the requirements
of ASTM C 1077, including accreditation. The accreditation will include
ASTM C 78. The Contractor shall bear the cost of providing curing
facilities for the strength specimens, per paragraph 501-5.1a(3), and
coring and filling operations, per paragraph 501-5.1b(1).

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> **The Engineer shall specify the lot size for a project based on the
> total quantity and the expected production rate. The lot size should
> not exceed 2,000 cubic yards (1 530 cubic meters). For projects where
> basis of payment is square yards (square meters), the Engineer shall
> convert the lot size to an equivalent area that contains 2,000 cubic
> yards (1 530 cubic meters) or less.**
>
> **Note: It is recommended that all projects have a testing meeting
> between the contractor, testing laboratory, and owner\'s
> representative to discuss the sampling and testing of the strength
> specimens. The meeting should include procedures for sampling
> fabrication, handling and initial and final curing, and testing of the
> strength specimens.**

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**a. Flexural Strength.**

**(1) Sampling.** Each lot shall be divided into four equal sublots. 
One sample shall be taken for each sublot from the plastic concrete
delivered to the job site. Sampling locations shall be determined by the
Engineer in accordance with random sampling procedures contained in ASTM
D 3665. The concrete shall be sampled in accordance with ASTM C 172.

**(2) Testing.** Two (2) specimens shall be made from each sample.
Specimens shall be made in accordance with ASTM C 31 and the flexural
strength of each specimen shall be determined in accordance with
ASTM C 78. The flexural strength for each sublot shall be computed by
averaging the results of the two test specimens representing that
sublot.

Immediately prior to testing for flexural strength, the beam shall be
weighed and measured for determination of a sample unit weight.
Measurements shall be made for each dimension; height, depth, and
length, at the mid-point of the specimen and reported to the nearest
tenth of an inch. The weight of the specimen shall be reported to the
nearest 0.1 pound. The sample unit weight shall be calculated by
dividing the sample weight by the calculated volume of the sample. This
information shall be reported as companion information to the measured
flexural strength for each specimen.

The samples will be transported while in the molds. The curing, except
for the initial cure period, will be accomplished using the immersion in
saturated lime water method.

Slump, air content, and temperature tests will also be conducted by the
quality assurance laboratory for each set of strength test samples, per
ASTM C 31.

**(3) Curing.** The Contractor shall provide adequate facilities for the
initial curing of beams. During the 24 hours after molding, the
temperature immediately adjacent to the specimens must be maintained in
the range of 60 to 80 degrees F (16 to 27 degrees C), and loss of
moisture from the specimens must be prevented. The specimens may be
stored in tightly constructed wooden boxes, damp sand pits, temporary
buildings at construction sites, under wet burlap in favorable weather,
or in heavyweight closed plastic bags, or using other suitable methods,
provided the temperature and moisture loss requirements are met.

**(4) Acceptance.** Acceptance of pavement for flexural strength will be
determined by the Engineer in accordance with paragraph 501-5.2b.

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> **Preventing loss of moisture is extremely important since relatively
> small amounts of surface drying of flexural specimens can induce
> tensile stresses in the extreme fibers that will markedly reduce the
> indicated flexural strength.**
>
> **When the design strength in paragraph 501-3.1 is based on
> compressive strength, this paragraph should be revised as follows:**
>
> **a. Compressive Strength.**
>
> **(1) Sampling. Each lot shall be divided into four equal sublots. 
> One sample shall be taken for each sublot from the plastic concrete
> delivered to the job site. Sampling locations shall be determined by
> the Engineer in accordance with random sampling procedures contained
> in ASTM D 3665. The concrete shall be sampled in accordance with ASTM
> C 172.**
>
> **(2) Testing. Two (2) specimens shall be made from each sample.
> Specimens shall be made in accordance with ASTM C 31 and the
> compressive strength of each specimen shall be determined in
> accordance with ASTM C 39. The compressive strength for each sublot
> shall be computed by averaging the results of the two test specimens
> representing that sublot.**
>
> **(3) Curing. The Contractor shall provide adequate facilities for the
> initial curing of cylinders. During the 24 hours after molding, the
> temperature immediately adjacent to the specimens must be maintained
> in the range of 60 to 80 degrees F (16 to 27 degrees C), and loss of
> moisture from the specimens must be prevented. The specimens may be
> stored in tightly constructed wooden boxes, damp sand pits, temporary
> buildings at construction sites, under wet burlap in favorable weather
> or in heavyweight closed plastic bags, or use other suitable methods,
> provided the temperature and moisture loss requirements are met.**

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**b. Pavement Thickness.**

**(1) Sampling.** Each lot shall be divided into four equal sublots and
one core shall be taken by the Contractor for each sublot. Sampling
locations shall be determined by the Engineer in accordance with random
sampling procedures contained in ASTM D 3665. Areas, such as thickened
edges, with planned variable thickness, shall be excluded from sample
locations.

Cores shall be neatly cut with a core drill. The Contractor shall
furnish all tools, labor, and materials for cutting samples and filling
the cored hole. Core holes shall be filled by the Contractor with a
non-shrink grout approved by the Engineer within one day after sampling.

**(2) Testing.** The thickness of the cores shall be determined by the
Engineer by the average caliper measurement in accordance with ASTM C
174.

**(3) Acceptance.** Acceptance of pavement for thickness shall be
determined by the Engineer in accordance with paragraph 501-5.2c.

**c. Partial Lots.** When operational conditions cause a lot to be
terminated before the specified number of tests have been made for the
lot, or when the Contractor and Engineer agree in writing to allow
overages or minor placements to be considered as partial lots, the
following procedure will be used to adjust the lot size and the number
of tests for the lot.

Where three sublots have been produced, they shall constitute a lot.
Where one or two sublots have been produced, they shall be incorporated
into the next lot or the previous lot and the total number of sublots
shall be used in the acceptance criteria calculation, i.e., n=5 or n=6.

**d. Outliers.** All individual flexural strength tests within a lot
shall be checked for an outlier (test criterion) in accordance with ASTM
E 178, at a significance level of 5 percent. Outliers shall be
discarded, and the PWL shall be determined using the remaining test
values.

**501-5.2 ACCEPTANCE CRITERIA.**

**a. General.** Acceptance will be based on the following
characteristics of the completed pavement:

+-----------------------------------+-----------------------------------+
| **(1)** Flexural strength         | **(4)** Grade                     |
|                                   |                                   |
| **(2)** Thickness                 | **(5)** Edge slump                |
|                                   |                                   |
| **(3)** Smoothness                | **(6)** Dowel bar alignment       |
+-----------------------------------+-----------------------------------+

Flexural strength and thickness shall be evaluated for acceptance on a
lot basis using the method of estimating percentage of material within
specification limits (PWL). Acceptance using PWL considers the
variability (standard deviation) of the material and the testing
procedures, as well as the average (mean) value of the test results to
calculate the percentage of material that is above the lower
specification tolerance limit (L).

Acceptance for flexural strength will be based on the criteria contained
in accordance with paragraph 501-5.2e(1). Acceptance for thickness will
be based on the criteria contained in paragraph 501-5.2e(2). Acceptance
for smoothness will be based on the criteria contained in paragraph
501-5.2e(3). Acceptance for grade will be based on the criteria
contained in paragraph 501-5.2e(4).

The Engineer may at any time, not withstanding previous plant
acceptance, reject and require the Contractor to dispose of any batch of
concrete mixture which is rendered unfit for use due to contamination,
segregation, or improper slump. Such rejection may be based on only
visual inspection. In the event of such rejection, the Contractor may
take a representative sample of the rejected material in the presence of
the Engineer, and if it can be demonstrated in the laboratory, in the
presence of the Engineer, that such material was erroneously rejected,
payment will be made for the material at the contract unit price.

**b. Flexural Strength.** Acceptance of each lot of in-place pavement
for flexural strength shall be based on PWL. The Contractor shall target
production quality to achieve 90 PWL or higher.

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> **When the design strength in paragraph 501-3.1 is based on
> compressive strength, substitute compressive strength for flexural
> strength.**

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**c. Pavement Thickness. A**cceptance of each lot of in-place pavement
shall be based on PWL. The Contractor shall target production quality to
achieve 90 PWL or higher.

**d. Percentage of Material Within Limits (PWL).** The percentage of
material within limits (PWL) shall be determined in accordance with
procedures specified in Section 110 of the General Provisions.

The lower specification tolerance limit (L) for flexural strength and
thickness shall be:

  ---------------------- -------------------------------------------------
  **Lower Specification  
  Tolerance Limit        
  (L)              **    

  Flexural Strength      0.93 × strength specified in paragraph 501-3.1

  Thickness              Lot Plan Thickness in inches − 0.50 inches
  ---------------------- -------------------------------------------------

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> **The lower specification tolerance limits above are based on applying
> statistical analysis to FAA design assumptions, and there is no need
> to compensate for the above factor in the design process. When the
> design strength in paragraph 501-3.1 is based on compressive strength,
> substitute compressive strength for flexural strength and insert 4,140
> psi as L for strength.**

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**e. Acceptance Criteria.**

**(1) Flexural Strength.** If the PWL of the lot equals or exceeds 90
percent, the lot shall be acceptable. Acceptance and payment for the lot
shall be determined in accordance with paragraph 501‑8.1.

**(2) Thickness.** If the PWL of the lot equals or exceeds 90 percent,
the lot shall be acceptable. Acceptance and payment for the lot shall be
determined in accordance with paragraph 501‑8.1.

**(3) Smoothness.** As soon as the concrete has hardened sufficiently,
the pavement surface shall be tested with a 16‑foot (5 m) straightedge
or other specified device. Surface smoothness deviations shall not
exceed 1/4 inch (6 mm) from a 16‑foot (5 m) straightedge placed in any
direction, including placement along and spanning any pavement joint
edge.

Areas in a slab showing high spots of more than 1/4 inch (6 mm) but not
exceeding 1/2 inch (13 mm) in 16 feet (5 m) shall be marked and
immediately ground down with an approved grinding machine to an
elevation that will fall within the tolerance of 1/4 inch (6 mm) or
less.  Where the departure from correct cross section exceeds 1/2 inch
(13 mm), the pavement shall be removed and replaced at the expense of
the Contractor when so directed by the Engineer.

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> **Use of the profilograph to measure pavement smoothness is optional
> and will be approved on a case-by-case basis. Use of a profilometer
> may not be practical for all construction. However, the profilograph
> is useful for new construction or overlays designed to correct grade
> and smoothness deficiencies. If the profilograph is to be included,
> straightedge requirements need only apply in the transverse direction.
> To include profilograph requirements delete paragraph (5.2e3) and
> replace with the following:**
>
> **(3) SMOOTHNESS. As soon as the concrete has hardened sufficiently,
> the pavement surface shall be tested in the transverse direction with
> a 16-foot straightedge or other specified device. Surface smoothness
> deviations shall not exceed 1/4 inch from a 16-foot straightedge at
> any location, including placement along and spanning any pavement
> joint or edge.**
>
> **Areas in the slab showing high spots of more than 1/4 inch but not
> exceeding 1/2 inch in 16 feet shall be marked and immediately ground
> down with an approved grinding machine to an elevation that falls
> within the tolerance of 1/4 inch or less. Where the departure from the
> correct cross section exceeds 1/2 inch, the pavement shall be removed
> and replaced at the expense of the Contractor when so directed by the
> Engineer.**
>
> **In addition to the 16-foot straight edge, the Contractor shall
> furnish a 25\' wheel base California type profilograph and competent
> operator to be used to measure longitudinal pavement surface
> deviations. The profilograph shall be operated under the supervision
> of the Engineer and in accordance with the manufacturer's
> instructions. The profilograph shall be operated at a speed no greater
> than a normal walk. Original profilograms for the appropriate
> locations interpreted in accordance with ASTM E 1274 shall be
> furnished to the Engineer. The profilograms shall be recorded on a
> scale of one inch equal to 25 feet longitudinally and one inch equal
> to one inch or full scale vertically. Records shall be maintained
> showing all smoothness measurements.**
>
> **(a) The surface of Runway and Taxiway pavements of continuous
> placement of 50 feet or more shall be tested and evaluated as
> described herein. Two passes shall be made in each paving lane greater
> than 20 feet in width; each pass shall be six feet from and parallel
> with the centerline of the paving lane. The average of the two passes
> shall be considered as the profilograph result for the paving lane.
> For paving lanes less than 20 feet in width, one pass along the
> centerline shall be required. Tests shall be run the next working day
> following concrete placement. Each trace shall be completely labeled
> to show paving lane, wheel pass, and stationing.**
>
> **(b) The Contractor shall furnish paving equipment and employ methods
> that produce a riding surface for each section of pavement having an
> average profile index meeting the requirements of paragraph 8.1c. A
> typical subsection will be considered to be the width of the paving
> lane and 1/10 mile long. The profile index will be determined in
> accordance with ASTM E 1274 using a 0.2-inch blanking band. Within
> each 1/10th mile subsection, all areas represented by high points
> having a deviation in excess of 0.4 inch in 25 feet or less shall be
> removed by the contractor using an approved grinding device or a
> device consisting of multiple diamond blades. The use of a bush hammer
> or other impact devices will not be permitted. After removing all
> individual deviations in excess of 0.4 inch, additional corrective
> work shall be performed if necessary to achieve the required ride
> quality. All corrective work shall be completed prior to determination
> of pavement thickness.**
>
> **(c) On those pavement subsections where corrections were necessary,
> second profilograph runs will be performed to verify that the
> corrections have produced an average profile index of 15 inches per
> mile or less. If the initial average profile index was less than 15,
> only those areas representing greater than 0.4-inch deviation will be
> re-profiled for correction verification.**
>
> **(d) When the average profile index does not exceed \_\_\_\_\_\_
> inches per mile, payment will be made for that section at the contract
> unit price for the completed pavement. When the average profile index
> exceeds \_\_\_\_\_\_ inches per mile, but does not exceed fifteen
> inches per mile, the Contractor may elect to accept a contract unit
> price adjustment in lieu of reducing the profile index.**
>
> **\* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \*
> \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \* \*
> \* \* \* \* \* \* \* \* \* \***
>
> **Specify the maximum inches per mile allowed for 100% payment
> corresponding to the pavement loading conditions as indicate in
> Paragraph 8.1d.**
>
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>
> **(e) Individual sections shorter than 50 feet and the last 15 feet of
> any section where the contractor is not responsible for the adjoining
> section, shall be straightedged in accordance with Section
> 501.5.2e(3).**
>
> **(f) If there is a section of 250 feet or less, the profilogram for
> that section shall be included in the evaluation of the previous
> section. If there is an independently placed section of 50 to 250 feet
> in length, a profilogram shall be made for that section and the pay
> adjustment factors for short sections of paragraph 8.1c shall apply.**
>
> **(g) Any corrective work required shall be performed prior to joint
> sealing and grooving operations.**
>
> **(h) All cost necessary to provide the profilograph and related to
> furnishing the appropriate profilograms as required in this provision
> are incidental to concrete pavement construction and no direct
> compensation will be made therefore.**

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**(4) Grade.**  An evaluation of the surface grade shall be made by the
Engineer for compliance to the tolerances contained below. Records shall
be maintained showing all grade measurements.

**Lateral Deviation.** Lateral deviation from established alignment of
the pavement edge shall not exceed plus or minus 0.10 foot (30 mm) in
any lane.

**Vertical Deviation.** Vertical deviation from established grade shall
not exceed plus or minus 0.04 foot (12 mm) at any point.

**(5)** **Edge Slump.** When slip‑form paving is used, not more than 15
percent of the total free edge of each 500 foot (150 m) segment of
pavement, or fraction thereof, shall have an edge slump exceeding
1/4‑inch (6 mm), and none of the free edge of the pavement shall have an
edge slump exceeding 3/8‑inch (10 mm). (The total free edge of 500 feet
(150 m) of pavement will be considered the cumulative total linear
measurement of pavement edge originally constructed as nonadjacent to
any existing pavement; i.e., 500 feet (150 m) of paving lane originally
constructed as a separate lane will have 1,000 feet (300 m) of free
edge, 500 feet (150 m) of fill‑in lane will have no free edge, etc.).
The area affected by the downward movement of the concrete along the
pavement edge shall be limited to not more than 18 inches (457 mm) from
the edge. When excessive edge slump cannot be corrected before the
concrete has hardened, the area with excessive edge slump shall be
removed and replaced at the expense of the Contractor when so directed
by the Engineer.

**(6)** **Dowel Bar Alignment.** Dowel bars and assemblies shall be
checked for position and alignment.  The maximum permissible tolerance
on dowel bar alignment in each plane, horizontal and vertical, shall not
exceed 2 percent or 1/4 inch per foot (20 mm per meter) of a dowel bar.
Vertical alignment of dowels shall be measured parallel to the designed
top surface of the pavement, except for those across the crown or other
grade change joints. Dowels across crowns and other joints at grade
changes, shall be measured to a level surface. Horizontal alignment
shall be checked perpendicular to the joint edge.

**f. Removal and Replacement of Concrete.** Any area or section of
concrete that is removed and replaced shall be removed and replaced back
to planned joints. The Contractor shall replace damaged dowels and the
requirements for doweled longitudinal construction joints in paragraph
501-4.10 shall apply to all contraction joints exposed by concrete
removal. Removal and replacement shall be in accordance with paragraph
501-4.19 of this specification.

CONTRACTOR QUALITY CONTROL

**501-6.1** **QUALITY CONTROL PROGRAM.** The Contractor shall develop a
Quality Control Program in accordance with Section 100 of the General
Provisions. The program shall address all elements that effect the
quality of the pavement including but not limited to:

  -------------------- ----------------------- --------------------------
  **a.** Mix Design    **e.** Proportioning    **i.** Dowel Placement and
                                               Alignment

  **b.** Aggregate     **f.** Mixing and       **j.** Flexural or
  Gradation            Transportation          Compressive Strength

  **c.** Quality of    **g.** Placing and      **k.** Finishing and
  Materials            Consolidation           Curing

  **d.** Stockpile     **h.** Joints           **l.** Surface Smoothness
  Management                                   
  -------------------- ----------------------- --------------------------

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> **When the design requires paving an area less than 600 square yards
> (500 square meters), the Engineer may request modification to this
> requirement.**

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**501-6.2 QUALITY CONTROL TESTING.** The Contractor shall perform all
quality control tests necessary to control the production and
construction processes applicable to this specification and as set forth
in the Quality Control Program. The testing program shall include, but
not necessarily be limited to, tests for aggregate gradation, aggregate
moisture content, slump, and air content.

A Quality Control Testing Plan shall be developed as part of the Quality
Control Program.

**a. Fine Aggregate.**

**(1) Gradation.** A sieve analysis shall be made at least twice daily
in accordance with ASTM C 136 from randomly sampled material taken from
the discharge gate of storage bins or from the conveyor belt.

**(2) Moisture Content.** If an electric moisture meter is used, at
least two direct measurements of moisture content shall be made per week
to check the calibration. If direct measurements are made in lieu of
using an electric meter, two tests shall be made per day. Tests shall be
made in accordance with ASTM C 70 or ASTM C 566.

**b. Coarse Aggregate.**

**(1) Gradation.** A sieve analysis shall be made at least twice daily
for each size of aggregate. Tests shall be made in accordance with
ASTM C 136 from randomly sampled material taken from the discharge gate
of storage bins or from the conveyor belt.

**(2) Moisture Content.** If an electric moisture meter is used, at
least two direct measurements of moisture content shall be made per week
to check the calibration. If direct measurements are made in lieu of
using an electric meter, two tests shall be made per day. Tests shall be
made in accordance with ASTM C 566.

**c. Slump.** Four slump tests shall be performed for each lot of
material produced in accordance with the lot size defined in Section
501-5.1. One test shall be made for each sublot. Slump tests shall be
performed in accordance with ASTM C 143 from material randomly sampled
from material discharged from trucks at the paving site. Material
samples shall be taken in accordance with ASTM C 172.

**d. Air Content.** Four air content tests, shall be performed for each
lot of material produced in accordance with the lot size defined in
Section 501-5.1. One test shall be made for each sublot. Air content
tests shall be performed in accordance with ASTM C 231 for gravel and
stone coarse aggregate and ASTM C 173 for slag or other porous coarse
aggregate, from material randomly sampled from trucks at the paving
site. Material samples shall be taken in accordance with ASTM C 172.

**e.** Four unit weight and yield tests shall be made in accordance with
ASTM C 138. The samples shall be taken in accordance with ASTM C 172 and
at the same time as the air content tests.

**501-6.3 CONTROL CHARTS.** The Contractor shall maintain linear control
charts for fine and coarse aggregate gradation, slump, and air content.

Control charts shall be posted in a location satisfactory to the
Engineer and shall be kept up to date at all times. As a minimum, the
control charts shall identify the project number, the contract item
number, the test number, each test parameter, the Action and suspension
Limits, or Specification limits, applicable to each test parameter, and
the Contractor\'s test results. The Contractor shall use the control
charts as part of a process control system for identifying potential
problems and assignable causes before they occur. If the Contractor\'s
projected data during production indicates a potential problem and the
Contractor is not taking satisfactory corrective action, the Engineer
may halt production or acceptance of the material.

**a. Fine and Coarse Aggregate Gradation.** The Contractor shall record
the running average of the last five gradation tests for each control
sieve on linear control charts. Specification limits contained in Tables
1 and 2 shall be superimposed on the Control Chart for job control.

**b. Slump and Air Content.** The Contractor shall maintain linear
control charts both for individual measurements and range (i.e.
difference between highest and lowest measurements) for slump and air
content in accordance with the following Action and Suspension Limits.

  -------------- ------------------ ------------------- ------------------
  **CONTROL                                             
  CHART LIMITS**                                        

  Control        Individual                             Range Suspension
  Parameter      Measurements                           Limit

                 Action Limit       Suspension Limit    

  **Slip Form:**                                        

  Slump          +0 to -1 inch      +0.5 to -1.5 inch   +/- 1.5 inch (38
                 (0-25mm)           (13-38mm)           mm)

  Air Content    +/- 1.2%           +/- 1.8%            +/- 2.5%

  **Fixed Form**                                        

  Slump          \+ 0.5 to -1 inch  +1 to -1.5 inch     +/- 1.5 inch
                 (13-25mm)          (25-38mm)           (38mm)

  Air Content    +/- 1.2%           +/- 1.8%            +/- 2.5%
  -------------- ------------------ ------------------- ------------------

The individual measurement control charts shall use the mix design
target values as indicators of central tendency.

**501-6.4 CORRECTIVE ACTION.** The Contractor Quality Control Program
shall indicate that appropriate action shall be taken when the process
is believed to be out of control. The Contractor Quality Control Program
shall detail what action will be taken to bring the process into control
and shall contain sets of rules to gauge when a process is out of
control. As a minimum, a process shall be deemed out of control and
corrective action taken if any one of the following conditions exists.

**a. Fine and Coarse Aggregate Gradation.** When two consecutive
averages of five tests are outside of the Tables 1 or 2 specification
limits, immediate steps, including a halt to production, shall be taken
to correct the grading.

**b. Fine and Coarse Aggregate Moisture Content.** Whenever the moisture
content of the fine or coarse aggregate changes by more than 0.5
percent, the scale settings for the aggregate batcher(s) and water
batcher shall be adjusted.

**c. Slump.** The Contractor shall halt production and make appropriate
adjustments whenever:

**(1)** one point falls outside the Suspension Limit line for individual
measurements or range; or

**(2)** two points in a row fall outside the Action Limit line for
individual measurements.

**d. Air Content.** The Contractor shall halt production and adjust the
amount of air-entraining admixture whenever:

**(1)** one point falls outside the Suspension Limit line for individual
measurements or range; or

**(2)** two points in a row fall outside the Action Limit line for
individual measurements.

Whenever a point falls outside the Action Limits line, the
air-entraining admixture dispenser shall be calibrated to ensure that it
is operating correctly and with good reproducibility.

METHOD OF MEASUREMENT

**501-7.1**  Portland cement concrete pavement shall be measured by the
number of **\[ cubic yards (cubic meters) \] \[ square yards (square
meters) \]** of either plain or reinforced pavement as specified
in-place, completed and accepted. Saw-cut grooving shall be measured by
the number of square yards (square meters) of saw-cut grooving as
specified in-place, completed and accepted.

BASIS OF PAYMENT

**501‑8.1 PAYMENT.** Payment for accepted concrete pavement shall be
made at the contract unit price **\[ per cubic yard (cubic meter) \] \[
per square yard (square meter) \]** adjusted in accordance with
paragraph 501‑8.1a, subject to the limitation that:

The total project payment for concrete pavement shall not exceed **\[
\]** percent of the product of the contract unit price and the total
number of **\[ cubic yards (cubic meters) \] \[ square yards (square
meters**)\] of concrete pavement used in the accepted work (See Note 2
under Table 3).

Payment shall be full compensation for all labor, materials, tools,
equipment, and incidentals required to complete the work as specified
herein and on the drawings, except for saw-cut grooving.

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> **The Engineer shall specify a value ranging from 100 percent to 106
> percent. When the total project payment for Item P‑501 pavement
> exceeds the contract unit price, any AIP or PFC funds used to pay the
> excess may require an amendment to the AIP grant or PFC application
> for the project.**

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**a. Basis of Adjusted Payment.** The pay factor for each individual lot
shall be calculated in accordance with Table 3. A pay factor shall be
calculated for both flexural strength and thickness. The lot pay factor
shall be the higher of the two values when calculations for both
flexural strength and thickness are 100 percent or higher. The lot pay
factor shall be the product of the two values when only one of the
calculations for either flexural strength or thickness is 100 percent or
higher. The lot pay factor shall be the lower of the two values when
calculations for both flexural strength and thickness are less than 100
percent .

**TABLE 3. PRICE ADJUSTMENT SCHEDULE ^1^**

  ------------------------------------ ----------------------------------
  Percentage of Material Within        Lot Pay Factor (Percent of
  Specification Limits (PWL)           Contract Unit Price)

  96 -- 100                            106

  90 -- 95                             PWL + 10

  75 -- 90                             0.5PWL + 55

  55 -- 74                             1.4PWL -- 12

  Below 55                             Reject **^2^**
  ------------------------------------ ----------------------------------

**^1^** ALTHOUGH IT IS THEORETICALLY POSSIBLE TO ACHIEVE A PAY FACTOR OF
106 PERCENT FOR EACH LOT, ACTUAL PAYMENT IN EXCESS OF 100 PERCENT SHALL
BE SUBJECT TO THE TOTAL PROJECT PAYMENT LIMITATION SPECIFIED IN
PARAGRAPH 501‑8.1.

**^2^** The lot shall be removed and replaced. However, the Engineer may
decide to allow the rejected lot to remain. In that case, if the
Engineer and Contractor agree in writing that the lot shall not be
removed, it shall be paid for at 50 percent of the contract unit price
AND THE TOTAL PROJECT PAYMENT LIMITATION SHALL BE REDUCED BY THE AMOUNT
WITHHELD FOR THE REJECTED LOT.

For each lot accepted, the adjusted contract unit price shall be the
product of the lot pay factor for the lot and the contract unit price.
Payment shall be subject to the total project payment limitation
specified in paragraph 501‑8.1. Payment in excess of 100 percent for
accepted lots of concrete pavement shall be used to offset payment for
accepted lots of concrete pavement that achieve a lot pay factor less
than 100 percent.

**b. Payment.** Payment shall be made under:

Item P-501-8.1a Portland Cement Concrete Pavement---**\[per cubic yard
(cubic meter) \] \[ per square**

**yard (square meter)\]**

**c. Basis of adjusted payment for Smoothness.** Price adjustment for
pavement smoothness will apply to the total area of concrete within a
section of pavement and shall be applied in accordance the following
equation and schedule:

> (Sq yds in section) x (original unit price per sq yds) x PFm =

= reduction in payment for area within section

Average Profile Index (Inches per mile)

[pavement strength rating]{.underline} Contract Unit Price

over 30,000 lb Short Adjustment

> 30,000 lb or less Sections PFm

0 - 7 0 - 10 0 - 15 0.00

7.1 - 9 10.1 - 11 15.1 - 16 0.02

9.1 - 11 11.1 - 12 16.1 - 17 0.04

11.1 - 13 12.1 - 13 17.1 - 18 0.06

13.1 - 14 13.1 - 14 18.1 - 20 0.08

14.1 - 15 14.1 - 15 20.1 - 22 0.10

15.1 & up 15.1 & up 22.1 & up corrective work required

**501-8.2 PAYMENT FOR SAW-CUT GROOVING.** Payment for saw-cut grooving
shall be made at the contract unit price per square yard (square meter)
for saw-cut grooving.

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> **Delete paragraph 501-8.2 if saw-cut grooving is not included in the
> project.**

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TESTING REQUIREMENTS

ASTM C 31 Making and Curing Concrete Test Specimens in the Field

ASTM C 39 Compressive Strength of Cylindrical Concrete Specimens

ASTM C 70 Surface Moisture in Fine Aggregate

ASTM C 78 Test for Flexural Strength of Concrete (Using Simple Beam with
Third‑Point Loading)

ASTM C 88 Test for Soundness of Aggregates by Use of Sodium Sulfate or
Magnesium Sulfate

ASTM C 131 Test for Resistance to Abrasion of Small Size Coarse
Aggregate by Use of the Los Angeles

Machine

ASTM C 136 Sieve Analysis of Fine and Coarse Aggregates

ASTM C 138 Test for Density (Unit Weight), Yield, and Air Content
(Gravimetric) of Concrete

ASTM C 143 Test for Slump of Hydraulic Cement Concrete

ASTM C 172 Sampling Freshly Mixed Concrete

ASTM C 173 Test for Air Content of Freshly Mixed Concrete by the
Volumetric Method

ASTM C 174 Measuring Thickness of Concrete Elements Using Drilled
Concrete Cores

ASTM C 227 Potential Alkali Reactivity of Cement-Aggregate Combinations
(Mortar-Bar Method)

ASTM C 231 Test for Air Content of Freshly Mixed Concrete by the
Pressure Method

ASTM C 289 Potential Alkali-Silica Reactivity of Aggregates (Chemical
Method)

ASTM C 295 Petrographic Examination of Aggregates for Concrete

ASTM C 114 Chemical Analysis of Hydraulic Cement

ASTM C 535 Test for Resistance to Degradation of Large-Size Coarse
Aggregate by Abrasion and Impact in the Los Angeles Machine

ASTM C 566 Total Evaporable Moisture Content of Aggregates by Drying

ASTM C 642 Test for Density, Absorption, and Voids in Hardened Concrete

ASTM C 666 Resistance of Concrete to Rapid Freezing and Thawing

ASTM C 1077 Standard Practice for Laboratories Testing Concrete and
Concrete Aggregates for Use in

Construction And Criteria for Laboratory Evaluation

ASTM C 1260 Potential Alkali Reactivity of Aggregates (Mortar-Bar
Method)

ASTM D 3665 Random Sampling of Paving Materials

ASTM D 4791 Test Method for Flat or Elongated Particles in Coarse
Aggregate

ASTM E 178 Dealing With Outlying Observations

ASTM E 1274 Test for Measuring Pavement Roughness Using a Profilograph

AASHTO T 26 Quality of Water to be Used in Concrete

MATERIAL REQUIREMENTS

ASTM A 184 Specification for Fabricated Deformed Steel Bar Mats for
Concrete Reinforcement

ASTM A 185 Specification for Steel Welded Wire Fabric, Plain, for
Concrete Reinforcement

ASTM A 497 Specification for Steel Welded Wire Fabric, Deformed, for
Concrete Reinforcement

ASTM A 615 Specification for Deformed and Plain Billet‑Steel Bars for
Concrete Reinforcement

ASTM A 704 Specification for Welded Steel Plain Bar or Rod Mats for
Concrete Reinforcement

ASTM A 714 Specification for High-Strength Low-Alloy Welded and Seamless
Steel Pipe

ASTM A 996 Specification for Rail-Steel and Axle Steel Deformed Bars for
Concrete Reinforcement

ASTM C 33 Specification for Concrete Aggregates

ASTM C 94 Specification for Ready‑Mixed Concrete

ASTM C 150 Specification for Portland Cement

ASTM C 171 Specification for Sheet Materials for Curing Concrete

ASTM C 260 Specification for Air‑Entraining Admixtures for Concrete

ASTM C 309 Specification for Liquid Membrane‑Forming Compounds for
Curing Concrete

ASTM C 494 Specification for Chemical Admixtures for Concrete

ASTM C 595 Specification for Blended Hydraulic Cements

ASTM C 618 Specification for Coal Fly Ash and Raw or Calcined Natural
Pozzolan for Use as a Mineral Admixture in Concrete

ASTM C 881 Specification for Epoxy-Resin Base Bonding System for
Concrete

ASTM C 989 Specification for Ground Granulated Blast-Furnace Slag for
Use in Concrete and Mortars

ASTM D 1751 Specification for Preformed Expansion Joint Filler for
Concrete Paving and Structural

Construction (Nonextruding and Resilient Bituminous Types)

ASTM D 1752 Specification for Preformed Sponge Rubber and Cork Expansion
Joint Fillers for Concrete

Paving And Structural Construction

ACI 305R Hot Weather Concreting

ACI 306R Cold Weather Concreting

ACI 309 Guide for Consolidation of Concrete

MIL-DTL-24441/20a (1999)\_Paint, Epoxy-Polyamide, Green Primer, Formula
150, Type III

Department of Defense

**END ITEM P-501**

**Intentionally Left Blank**