MnDOT Pavement Design Manual Chapter 2

MnDOT Pavement Design Manual, Jul 15, 2015
MNDOT PAVEMENT DESIGN MANUAL

Chapter 1 Introduction
MnDOT Pavement Engineer
Date
Contents
Introduction ........................................................................................................................................................ 1
100 - Scope.......................................................................................................................................................... 2
110 - Process for Review and Acceptance ..................................................................................................... 3
Introduction
This manual contains standards and guidelines used for pavement design and related subjects. A list
of topics that are within the scope of this manual is shown in Section 100 - Scope.
This manual will be maintained by the MnDOT Pavement Design Unit (Office of Materials and
Road Research) and will be available on the MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/manual.html. The manual will be updated
annually with additional updates as required.
Updates, revisions and additions to this manual will be made available for review prior to being
signed and approved. The procedure for review and approval is contained in Section 110 Process
for Review and Acceptance.
Note: All references to specifications refer to the most current version of the MnDOT
Standard Specifications for Construction and Materials Lab Supplemental
Specifications for Construction.
100 - Scope
The scope of this manual includes the following subjects:

1. Collection and evaluation of data that is required for the design of pavements.
2. Designing pavements and specifying materials, which includes the determination of thickness and
types of materials for pavement surfacing, base, subbase, and any prepared soil.
3. Construction and materials requirements that are typically specified in the projects Materials
Design Recommendation (MDR). This includes such things as use of subsurface drains, use of
geotextiles, PCC pavement joint design, and pavement specifications.
4. The pavement-type selection process, including the identification of alternate designs, the
development of a life-cycle cost analysis (LCCA), and alternate bidding.
5. The process for developing a Materials Design Recommendation (MDR) and Pavement Design
Memorandum (PDM).
110 - Process for Review and Acceptance
1. Draft updates, revisions and additions will be distributed to the following entities for review and
comment:
All MnDOT Materials Engineer Organization (MEO) and Soils Engineer
Organization (SEO) members.
Any MnDOT Unit with expertise in the subject.
Pavement industry representatives, including: the Concrete Paving Association
of Minnesota (CPAM) and the Minnesota Asphalt Pavement Association
(MAPA).
The Minnesota Division office of the Federal Highway Administration
(FHWA).
Anyone who has stated a desire to be included in the reviewing process.
2. Comments will be addressed and changes will be considered.
3. The final draft must be approved by the FHWA before continuing to the final step.
4. The revised manual will be considered to be in effect when it has been signed by the MnDOT
Pavement Engineer and placed on the MnDOT Pavement Design website.

Chapter 2 Investigation
Date
Contents
Introduction ........................................................................................................................................................ 1
200 Falling-Weight Deflectometer (FWD) ................................................................................................. 2
210 - Friction Testing ......................................................................................................................................10
220 - Borings ....................................................................................................................................................11
230 - Cores ........................................................................................................................................................27
240 - Ground Penetrating Radar (GPR).......................................................................................................29
250 - Traffic Data ............................................................................................................................................31
260 - Roadway Construction History ...........................................................................................................33
270 - Visual Condition Assessment ..............................................................................................................35
280 Pavement Management System ..........................................................................................................36
299 - Chapter 2 Appendix ..............................................................................................................................42
Introduction
This chapter contains standards and recommendations for performing an investigation to assess the
condition of an existing roadway to determine the project design parameters.
200 Falling-Weight Deflectometer (FWD)
The falling-weight deflectometer (FWD) is a device used to evaluate pavement and pavement layer
stiffness. It is a trailer-mounted (or truck-mounted) device that operates by dropping a weight on to
the pavement and measuring the resulting pavement deflection at various points away from the load.
Various computations may be performed on the deflection data to evaluate the pavements integrity,
its overall stiffness, and the stiffness of its constituent layers. FWD may also be used to evaluate
PCC joint load transfer.
Photo 200.1 FWD in the process of testing.
MnDOT FWD sensor spacing and drop sequences are shown in the chapter appendix (Section
299.5 FWD testing).
FWD testing, that is intended to be analyzed with the TONN or ELMOD programs, is normally
performed in the summer and early autumn months when the pavement is unaffected by frost or
thaw-weakening. In the northern districts (D1, D2, D3, D4) testing is normally performed from
June 1st to October 15th. In the southern districts (Metro, D6, D7, D8) testing is normally
performed June 1st to November 1st.
FWD testing of PCC joint load transfer is preferred to be performed in the fall with temperatures
<70 F. Testing should not be performed when there evidence of joint locked-up. Joint lock-up
is when heat expansion of the pavement slabs cause the pavement joints to narrow to a degree that
there is a high amount of aggregate interlock that isnt always present.
Typically, MnDOT districts will be asked to file requests for FWD testing the winter before the
testing season so that the operators can be most efficiently scheduled. However, testing may be
requested at any time.
MnDOT districts may request FWD testing by sending a completed non-destructive testing request
form to the Non-Destructive Testing Supervisor. The form and the Non-Destructive Testing
Supervisors contact information are available on the FWD page of the MnDOT Pavement Design
website at http://www.dot.state.mn.us/materials/pvmtdesign/fwd.html.
Several options are available to analyze FWD data depending on purpose. These options include:
TONN method (evaluation of HMA pavements)
ELMOD back-calculation(evaluation of HMA and PCC pavement layer moduli)
Load Transfer Efficiency (evaluation of PCC pavement joints)
Explanations of these analysis options and their use are contained in the following sections.
1. TONN method (evaluation of HMA pavements)
The TONN method calculates the recommended seasonal load restriction based on pavement
deflections collected with a FWD. This method applies only to HMA pavements constructed on
aggregate base or full-depth HMA pavements constructed directly on soil.
MnDOT Pavement Design Unit (Office of Materials and Road Research) personnel will perform
the FWD testing required for the TONN method. Typically, a test is performed every 1/10 of a
mile in the outer wheel path. This location is chosen because its a critically loaded portion of the
pavement and it keeps the FWD away from traffic in the adjacent lane for safety. The MnDOT
Pavement Design Unit will e-mail the data requester an Excel file containing the FWD deflection
data. District personnel will then use the TONN method, automated with the TONN program,
to calculate:
The recommended seasonal load restriction (SLR) rating (known as the TONN Rating).
The estimated overlay thickness (if any) required for the road to meet a 10-ton TONN Rating.
The estimated remaining pavement life in 18-kip equivalent single-axle loads (ESALs).
The R-value of the subgrade.
The estimated GE value of the pavement section.
The TONN program can be downloaded from the software page of the Pavement Design
website http://www.dot.state.mn.us/materials/pvmtdesign/software.html.
A. Operating the TONN program
The TONN program is designed to be compatible with FWD data from MnDOT (Dynatest)
FWDs and can accept input from Access files created by the FWD or Excel files derived from
the Access files. The MnDOT Pavement Design Unit (Office of Materials and Road Research)
distributes FWD data in the Excel file format to the districts.
The TONN program is an Excel spreadsheet that contains several macros that are initiated by
clicking on various buttons on the spreadsheet. The spreadsheet contains several tabs, but all
the results of all operations are presented on the SUMMARY tab. The Chart tab shows a
chart of the calculated R-value, TONN rating, and GE. The other tabs are required for
operating the program but are not intended to be viewed.
STEP 1.
Find and open the TONN program. The standard name of the TONN program
is TONN-, the version number, and then the .xlsm file extension.
STEP 2.
If an orange security warning appears upon opening the TONN program (see
Figure 200.1), click on the enable content spreadsheet button.
STEP 3.
Load FWD data.

- Click on the Get FWD Data button (see Figure 200.1).
- The Get FWD Data Form will appear.
- Click on Load TONN Excel (.xls*) data file button to find and load FWD
data in an Excel file format (see Figure 200.2). This is the standard format for
FWD data distribution. Click on Load Access (.mdb) FWD Data to load an
Access data base file created by the FWD operating program. This is the raw
data format from the FWD which isnt typically distributed.
- A macro will run and a drop-down button will appear on the Get FWD Data
Form. The form now requires that a FWD drop to be selected. In the dropdown button, choose the highest numbered drop with a value that rounds to
9,000 pounds. Usually this is drop #2.
- After choosing a drop, the Accept and Close This Form button will appear.
Click on this button, a macro will run, and the form will close.
Figure 200.1 Screen capture of the SUMMARY sheet of the TONN program
Click this box. The program cannot

run with the macros disabled.
Click this box to load FWD

data into the program.
Figure 200.2 Screen capture of the Get FWD Data Form.
Click here to browse and

select FWD data in Excel
format.
Select the last drop that

rounds to 9,000. In this case
drop # 2.
STEP 4.
Fill in pavement information. If there is any red on the SUMMARY sheet,

necessary information is missing.
- Previous Days: Max Temp. and Min Temp. These are usually already filled
in by the MnDOT Pavement Design Unit (Office of Materials and Road
Research) before the data file was distributed. If cells B6 and B7 are empty
then enter in the maximum and minimum temperature of the day previous to
testing. The date of testing is located in cell D5.
- Bit. Thickness: The thickness of the HMA pavement (and any other
bituminous material) is contained in column E. The Bit. Thickness at each
test location may be manually entered into the E column, or one thickness may
be entered into cell A11 then left-click on the button marked FILL in cell
B11 to copy this value to Column E.
- Soil Type: Choose a soil type from the drop down button in cell A14 and
then click on the FILL button in Cell B14 to copy the chosen soil type to
column F. The soil type can also be entered into column F using P for
plastic soils, S for semi-plastic soils, and N for non-plastic soils.
Table 200.3 Examples of Soil-Types

(from investigation 603 - Flexible Pavement Evaluation
with the Benkelman Beam Final Report 1967)
Plastic Soils
Semi-Plastic Soils
Non-Plastic Soils
Clay (C)
Loam (L)
Sandy Loam (SL)
Clay Loam (CL)
Silt Loam (SiL)
Sand (S)
Sandy Clay Loam (SCL)
Fine Sandy Loam (FSL)
Loamy Sand (LS)
Silty Clay (SiC)
Plastic Sandy Loam (SL, pl)
Fine Sand (FS)
Silty Clay Loam (SiCL)
Loamy Fine Sand (LFS)
- Traffic Category: Choose a two-way traffic category from the drop-down

button in cell A17 the click on the FILL button in cell B18 that will copy the
traffic category to column G. Column G may be edited if the traffic category
differs for any test locations.
- Conv/Full Depth: In the drop-down button in cell B21 choose either
Conventional or Full Depth. Select Conventional for pavements that
include HMA on an aggregate base and Full Depth is selected for HMA
placed directly on soil.
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STEP 5.
When there is no longer any red on the SUMMARY sheet, the sheet is
complete and the numbers are final. The given results are:
- Calculated Capacity, Tons: This is the TONN Rating for each test location.
- Reported Capacity, Tons: This is the official TONN testing result and is the
same as the Calculated TONN Rating except that the maximum value is 10
tons. The 85% percentile reading (85% of the readings are greater) of this
column is the recommended TONN rating of the road.
- Overlay, inches: This is the recommended overlay so that the road will not
require a seasonal road restriction. The 85% percentile overlay thickness (85%
of the calculated thicknesses are thinner) is recommended for a project overlay
design thickness.
- Life, ESALs: This is the estimated number of remaining flexible ESALs based
on the pavement deflection.
- R-value: This is the seasonally adjusted R-value of the upper subgrade based
on forward-calculation.
- G.E., inches: This is the estimated G.E. (granular equivalency used in R-value
design) of the existing roadway.
STEP 6.
The Calculated TONN Rating, the R-value, and the G.E. are also charted on the
Chart tab.
B. TONN program background
Background of the TONN programs development and calculations is provided in the

appendix of this chapter in Section 299.6 - TONN program background.
2. ELMOD back-calculation (analysis of HMA and PCC pavement)

ELMOD is a commercially available FWD back-calculation program designed to calculate the
elastic moduli of pavement layers from FWD pavement deflection data. The MnDOT Pavement
Design Unit (Office of Materials and Road Research) has licensed copies of this program and can
perform the analysis if requested. It may be used to analyze deflection data collected from HMA
or PCC pavements. But it isnt recommended to design pavements using soil moduli derived
from testing PCC pavements because the back-calculated moduli are often much greater than
likely to be.
MnDOT Pavement Design Unit personnel will perform FWD testing required for ELMOD
back-calculation. Tests are usually taken every 1/10 of a mile in the outside wheel path (the same
as used for the TONN method). Additionally, any data that has been previously collected for the
TONN method can usually be analyzed with ELMOD.
ELMOD requires accurate information on the number and thickness of the layers in the
pavement section which must be provided by the analysis requester. The ELMOD analysis will
be performed by MnDOT Pavement Design Unit personnel and the results will be e-mailed to
the requester as an Excel spreadsheet.
3. Load Transfer Efficiency (evaluation of PCC pavement joints)
Load transfer efficiency (LTE) is the measure of how well a load is distributed across a PCC joint
or crack. It is provided by a combination of the pavements base, aggregate interlock, and any
dowel bars. It is an important property of PCC pavements because poor load transfer creates
high slab stresses, which contributes to faulting, pumping, and corner breaks.
LTE is measured by dropping the FWD weight on one side of a joint (or crack), then recording
the subsequent pavement deflections at the location of the weights impact and on the un-loaded
side of the joint (see Figure 200.3). The ratio of the unloaded slabs deflection to the loaded
slabs deflection multiplied by 100 is reported as the load transfer efficiency (LTE). Table 200.3,
based on AASHTO guidance, is used to categorize LTE results. Care should be taken when
applying this table to pavements with relatively small deflections; it may classify pavements as
having Poor LTE, but the joints may have low differential deflections and may perform well.
The data collected for LTE analysis may also be analyzed to detect potential voids under the
PCC.
Table 200.3 LTE Categories

LTE
Condition
70% or greater
50% to 70%
Less than 50%
Good
Marginal
Poor
MnDOT Pavement Design Unit (Office of Materials and Road Research) personnel will perform
the FWD testing required to calculate LTE. The standard testing frequency is to test a minimum
of 10 joints per mile and a minimum of 30 joints per project (unless a different frequency or the
testing of cracks is requested). The standard test location is to load the leave-slab at the outside
wheel path. MnDOT Pavement Design Unit personnel will perform the LTE analysis, and the
pavement deflections and the calculated LTE will be e-mailed to the requester as an Excel
spreadsheet.
Figure 200.3 Diagram of LTE testing.
FWD Load
Deflection
Sensor
Deflection
Sensor
Slab position prior to

loading
Slab position prior to

loading
# 10
#1
Unloaded Slab
Deflection
Loaded Slab Deflection
Approach Slab
Leave Slab
Slab position with

load applied
Slab position with

load applied
Direction of Traffic
210 - Friction Testing
The MnDOT Office of Materials and Road Research operates one Dynatest pavement friction
tester. This device indicates pavement friction by measuring the force that prevents a non-turning
(i.e. locked-up) tire from sliding on the pavements surface. This is an important parameter because
inadequate friction may lead to more occurrences of skid-related accidents. It may also be an
important parameter when evaluating materials and construction practices.
The Pavement Friction Tester is a two-wheeled trailer towed by a pick-up truck. It conforms to
ASTM E-274 Standard Test Method for Skid Resistance of Paved Surfaces Using a FullScale Tire specifications. MnDOTs pavement friction tester has one smooth tire and one ribbed
tire and can perform testing with either one. Ribbed tires are considered to be less sensitive to
pavement macrotexture and water film depth than smooth tires and to be more sensitive to
pavement microtexture.
During testing, the device is driven at a constant speed of 40 mph. When a test is taken, pumps are
activated that spray water in front of the test wheel. The brakes on the test wheel are then activated
and the horizontal and vertical forces acting on the wheel are measured. This data is used to
calculate the Friction Number (FN).
Friction testing may be performed whenever pavement temperatures are warm enough that the
water sprayed during testing wont freeze and become a hazard. MnDOT districts may request
friction testing by sending a completed non-destructive testing request form to the MnDOT
Non-Destructive Testing Supervisor. The form and the Non-Destructive Testing Supervisors
contact information are available on the friction page of the MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/friction.html.
The test results will be e-mailed to the requester. Contact the MnDOT Pavement Design Unit
(Office of Materials and Road Research) to discuss the results.
10
220 - Borings
Borings are taken for foundation surveys, to evaluate aggregate and borrow sources, and to survey
the soils of the road alignment. Borings required for a foundation survey are usually performed by
the MnDOT Foundation Unit (Office of Materials and Road Research) or consultant. Other borings
are taken by district personnel or district-contracted consultants. District personnel typically limit
their boring depths to less than 25 feet to avoid creating an environmental borehole which requires
special licensing to fill.
1. Types of borings
A. Undisturbed samples, defined as intact specimens of material that are minimally altered from
their in situ condition, are required to test for those properties that are controlled by the
overall material mass, such as strength and permeability. Undisturbed soil samples and rock
cores required for foundation design are usually obtained by the MnDOT Foundations Unit
(Office of Materials and Road Research).
B. Disturbed samples, defined as samples that are broken up and/or remolded, that can be used
for determining properties that are controlled by the individual components of the material
such as the grain-size distribution and Atterberg limits. District or district-contracted
consultants typically collect disturbed samples.
Disturbed samples are obtained using augers having a minimum diameter of 3.75 inches and in
accordance with AASHTO T 203 Standard Specification for Soil Investigation and
Sampling by Auger Borings. The augers are rotated and advanced into the soil the desired
distance. They are then withdrawn without rotating (i.e., pulled dead) from the hole and the
soil is removed for examination and testing or samples may also simply be obtained from the
auger cuttings.
2. Types of boring surveys
A. Foundation survey
Data for the design of bridges, large culverts (i.e., culverts having a cross-section of more than
80 square feet), retaining walls, special roadway embankment designs on soft, compressible
soils, and buildings are obtained from a Foundation Survey. Notify the MnDOT Foundations
Unit (Office of Materials and Road Research) of the need to perform a Foundation Survey.
The MnDOT Foundations Unit is responsible for scheduling these surveys and will provide all
drilling and sampling, laboratory testing, and foundation recommendations. In addition, the
11
MnDOT Foundations Unit will provide piezometer and/or slope inclinometer installations
where detailed stability analyses need to be performed. The District Materials/Soils Engineer
may be involved in reading the piezometers and slope inclinometers and performing other data
gathering to assist the MnDOT Foundations Unit.
Small culverts, defined as those with a cross-section of less than 80 square feet in size, may be
investigated by the district. A minimum of three borings should be planned on a section along
the culvert alignment in these situations or as specified by the District Materials/Soils
Engineer. The borings should be extended to provide field identification and groundwater
information to at least 5 feet below the proposed culvert bottom.
B. Borrow source survey
Potential borrow sources should be explored by sufficient borings to determine the quantity
and quality of borrow materials and the level of the ground water table. Borings should be
extended 3 feet past the depth of planned excavation and spaced on a 100-foot grid pattern, or
closer in the case of non-uniform deposits. Typically, disturbed samples are collected but the
MnDOT Foundations Unit (Office of Materials and Road Research) may be contacted to
obtain undisturbed samples if accurate shrink/swell factors are desired.
Field-identify the materials in each boring (see Section 220.5 field-identification) on at
least one sample from each major material in the survey area, perform a soils classification (see
Section 220.3.A soils classification), and if the material is granular, also perform a
mechanical analysis (see Section 220.3.B mechanical analysis).
C. Aggregate source survey
Proposed aggregate sources should be explored with a number of borings sufficient to
determine the quantity and quality of aggregate available. Use an 8 to 12-inch diameter auger in
order to have a sufficient diameter to retrieve a representative sample of the potential
aggregate source material. These borings are usually spaced on a 100-foot grid pattern;
although the grid should have closer spacing in erratic deposits and may be less frequent in
uniform areas.
A representative sample of the granular material should be taken from each hole for each
substantial change in the appearance of the material, along with at least one sample for each 10
feet of penetration. Field-identify all materials (see Section 220.5 field-identification) and
perform a mechanical analysis on each sample (see Section 220.3.B mechanical analysis).
Samples from auger-bored holes deeper than 40 feet are not considered reliable because of the
disturbance and displacement of materials as they rise on the auger.
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D. Soils survey
A soils survey is the sampling and testing of subsurface soils to identify and characterize the
existing soil, rock, groundwater, aggregate base/subbase, and pavement conditions. The soil
sampling typically consists of disturbed borings (augers) and occasionally test-pits or hand
augers.
The primary purpose of a soil survey is to discover subsurface materials and conditions that
may affect construction or may negatively affect roadway performance and should be
addressed in design. This includes discovering the limits of poor foundation soils (soils that
contain peat, marl, >5% organic material by weight) or areas of wet conditions (any area where
the soils are described as wet in the boring logs). These materials often require removal and
replacement with a suitable material or constructing a drainage system. A soils survey will also
help to identify any frost susceptible soils (silt) that may be addressed with the design thickness
of the aggregate base, subbase, and engineered soil. Additionally, a soil survey will help
establish the suitability of material for re-use as embankment and establish the stability of any
slopes.
Borings should be deep enough to develop the engineering data required for analysis and
should penetrate major soil horizons, frost depth, and frost-susceptible materials. Borings
should be taken to a depth of at least 5 feet below the proposed bottom of subcut and at least
5 feet below existing ground in fill sections. At least one boring in each fill section should
extend to a depth equal to the height of the proposed fill.
The extent of the soils survey and testing performed on the recovered material is dependent
on the scope of the project. The following section describes the minimum boring intervals on
a road alignment and the tests to be performed. However, additional borings may be required
for slopes or to establish the limits of swamps or other areas of wet or poor foundation soils.
Wet areas or poor foundation soils may be indicated by localized poor pavement performance,
nearby standing water or vegetation associated with wet conditions (e.g. tamarack, cattails or
rushes).
(1) New construction/reconstruction
Take auger borings approximately every 100 feet along the proposed alignment (the
District Materials/Soils Engineer may extend the interval to 200 feet if the subsurface
materials are uniform). On divided highways the borings on the two roadways may be
staggered.
Field-identify the materials in each boring (see Section 220.5 field-identification).
Perform a soils classification (see Section 220.3.A soil classification) on at least one
sample from each major material encountered in the survey area and perform a mechanical
analysis (see Section 220.3.B mechanical analysis) on at least one sample of each
major granular material per mile.
13
The boring interval must be adjusted if the following conditions are encountered:
Bedrock. Boring intervals must be decreased and additional borings taken on a
cross-section when there is evidence of bedrock. The number of borings required depends
on the anticipated rock variability and length of cut. When there is evidence of bedrock
above the proposed bottom of subcut, rock coring will be required. Requests for
geological work, geophysical work, and/or rock coring should be made through the
MnDOT Geology Unit (Office of Materials and Road Research), with copy to the
MnDOT Foundations Unit (Office of Materials & Road Research). District-contracted
consultants are required to perform this work as per contract.
Swamp areas. These are areas of poor foundation soils and/or wet conditions that are
often associated with a swamp or swampy areas. Boring intervals must be decreased and
additional borings taken on a cross-section to determine the extent and composition of
swamp areas. Poor foundation soils contain peat, marl, >5% organic material by weight, or
other soils as directed by the District Materials/Soils Engineer. Wet conditions are any area
where the soils are described as wet in the boring logs. A minimum of three borings are
required for each cross-section when relatively uniform swamp bottoms are encountered.
These borings are taken at the centerline and on each side of the roadway, typically,
halfway between the shoulder P.I. and the toe of the slope. At least one boring should
extend 15 feet below the apparent swamp bottom to provide adequate evidence against a
false bottom. In swamp areas with variable non-uniform bottoms the boring strategy
should be modified to include additional borings. In cases of widening existing
embankments constructed on previously consolidated soft ground, attention to borings in
proposed toe areas is advised to ensure that the widened embankment is not unstable.
Resistance soundings, which consist of advancing the augers without sampling and
recording the level where resistance is felt (assumed bottom of swamp), may be used to
supplement boring information. District-contracted consultants are required to perform
this work as per contract.
Scheduling of work in swampy areas is important. It may be easier to access the site during
winter months when the swampy area is frozen. If it is determined that soil boring of the
swamp will result in injury to persons or damage to adjacent facilities, or if a floated
embankment is desired, the MnDOT Foundations Unit (Office of Materials and Road
Research) should be contacted to obtain undisturbed samples, install piezometers, and/or
perform stability studies.
Deep or side-hill cuts. Care should be taken in determining the soil and water conditions
present whenever deep or side-hill cuts of 30 feet deep are proposed. In such areas,
boring intervals must be reduced, and borings must be taken along the centerline as well as
the edge of the roadway. Where general instability could create a problem, borings should
14
be placed on sections perpendicular to the centerline on the uphill side of the cut. Where
buildings or structures are located adjacent to the crest of slope, the MnDOT Foundations
Unit (Office of Materials and Road Research) should be notified so that undisturbed
sampling, piezometer installation, and/or stability studies can be performed.
(2) Full-depth reclamation (FDR), stabilized full-depth reclamation (SFDR), rubblization, and
crack and seat
Take an auger boring approximately every mile. Field-identify (see Section 220.5 field
identification) the materials in each boring. Perform a soils classification (see Section
220.3.A soils identification) on at least one sample from each major material in the
survey area and perform a mechanical analysis (see Section 220.3.B mechanical
analysis) on at least one sample of each major granular material per mile. A larger auger
diameter or removal of pavement sections may be necessary to recover samples of granular
material that contain over-size material.
Subgrade corrections. Additional borings may be required to establish the limits of any
identified subgrade corrections. Subgrade corrections are areas that are identified to correct
specific unstable conditions in the subgrade of an existing road (e.g., frost heaves, subgrade
failures, and settlements). A sufficient number of borings should be taken to determine the
depth and limits of the area required for repair. At a minimum, one boring must be taken
within the repair area to establish the depth and one boring from beyond each side of the
repair to establish limits.
(3) HMA or PCC Overlays
Borings are only needed to establish the limits of any subgrade corrections (see the
previous section, Section 220.2.D (2)).
3. Soil tests
The following section discusses many of the tests that can be performed by the district or the
Office of Materials & Road Research on soil samples obtained for input into the design process.
Reference is made to the Grading and Base Manual
(http://www.dot.state.mn.us/materials/gbmanual.html) and/or MnDOT Lab Manual
(,http://www.dot.state.mn.us/materials/labmanual.html) for detailed descriptions of the tests. All
testing of undisturbed samples to determine engineering properties (including R-value) is
performed by the MnDOT Office of Materials & Road Research.
A. Soil classification
Classify soil samples using the triaxial chart according to the MnDOT Grading and Base
Manual Section 5-692.603.d and the MnDOT Lab Manual Section 1302 Particle Size
Analysis of Soil.
15
The AASHTO Soils Classification System (see Section 299.1 - AASHTO Soils
Classification) and the Unified Soils Classification System (see Section 299.2 - Unified Soils
Classification) are two other common classification systems. A correlation between these two
classification systems with soil classification according to the triaxial chart is shown in Table
299.3.
B. Mechanical analysis
A mechanical analysis consists of a sieve analysis of a samples coarser portion and a
hydrometer analysis of its fine-grained portion. This analysis is used to classify the soil and
may determine the suitability of the soil for an engineering application. The method for
performing sieve analysis is in the MnDOT Grading and Base Manual Section 5-692.215
and the MnDOT Lab Manual Section 1200. This test is based on AASHTO T 27. The
procedure for performing the hydrometer test is in MnDOT Lab Manual Section 1302. This
test is based on AASHTO T 88.
16
C. R-value
The R-value (resistance value) test is a materials stiffness test. The R-value is calculated from
the ratio of an applied vertical pressure to the developed lateral pressure and is a measure of
the materials resistance to plastic flow. Values could range from 0 to 100, where 0 is the
resistance of water and 100 is the resistance of steel. It is performed in the laboratory on
material recovered from borings. Specific instruction on the method normally used by the
MnDOT can be found in the MnDOT Lab Manual Section 1307.
The R-value test is performed to define a soils stiffness for pavement design. R-values tests
are often not performed because projects frequently have historical R-values or because Rvalues may be estimated with the FWD (see Section 200 Falling-Weight Deflectometer
(FWD)). However, if there are no historical R-value data and the FWD cannot be used (the
FWD must perform tests on HMA for R-value testing) then the soils stiffness must be
determined by R-value tests.
The sampling rate for R-value testing varies according to soil type and is shown in Table
220.1.
Table 220.1 - R-value Sampling Frequency Guidelines

Major Soil
Recommended Minimum
Minimum Number
Texture*
Sampling Rate
of Total Samples
0 (assume a value of 70) **
0**
Sands
1 every 2 miles
3
Clays, Clay Loams
Sandy Loams
3 per mile
5
(non-plastic to slightly
plastic)
3 per mile
5
Silt Loams
3 per mile
5
Silty Clay Loams
3 per mile
5
Sandy Loams (Plastic)
3 per mile
5
Sandy Clay Loams
*
Major soil texture refers to a soil texture significant enough in areal extent to economically
justify a change in pavement design.
**
If the percentage passing the No. 200 (75 m) sieve exceeds 15%, then sample and select a
Design R-value in the same manner as for clay, clay loams. This means that a sufficient
number of gradation checks of the sand areas will have to be made to determine if
Stabilometer tests are required.
Note: Samples should be representative of the upper 5 feet of the proposed road
grade as much as possible.
17
D. Soil fertility
Soil fertility tests are run by the MnDOT Office of Materials & Road Research on soils to
determine acceptability for topsoil and planting soil and which fertilizer to use. The types of
tests run are gradation, pH and organic content, phosphorus, potassium and soluble salts.
Use the following sampling rates
Where the topsoil is to be removed and replaced to provide a growing medium, samples
should be taken at the rate of one per mile from the full depth of the topsoil to be
removed. Additional samples are required if there is a major change in soil type.
If the topsoil is not being replaced, samples should be taken from all horizons that will be
exposed and provide a growing medium. In this case, the sampling rate must be one per
mile.
E. Organic content
The organic content of a soil sample is determined by using AASHTO T 267. AASHTO T
194 must be used if the suitability of the soil for growth is desired.
F. Moisture
The moisture content of a soil sample is most commonly determined by either the oven or the
calcium carbide gas pressure (speedy moisture) method. These methods are presented in the
MnDOT Grading and Base Manual Section 5-692.250. They are based on AASHTO T
217 (speedy moisture) and T 265 (drying oven).
G. In situ strength
The in situ strength of aggregate or granular layers may be tested using a Dynamic Cone
Penetrometer (DCP). This test is performed by dropping a standard weight to drive a pointed
tip into the material being tested and counting the number of blows per inch of penetration.
This test is frequently performed in a core hole. Specific instruction on the method used by
MnDOT can be found in the MnDOT Grading and Base Manual Section 5-692.255.
H. Atterberg Limits
Atterberg Limits are used to determine the plasticity index (PI) of soil which is necessary to
classify the soil. The plasticity index is determined according to the MnDOT Lab Manual
Chapters 1303 and 1304.
18
4. Sample sizes
Minimum sample size required for various tests are given in Table 220.2.
Table 220.2 - Required Sample Sizes.

Test
Size
Mechanical analysis of granular material
20-30 lb.
Mechanical analysis for cohesive material
10 lb.
Mechanical analysis and moisture-density for

cohesive material
25-30 lb.
Fertility
10 lb.
R-value determination
60 lb.
pH for soil
1 lb. in clean plastic or glass

container
5. Field identification
Identification of soil types in the field, which is typically limited to an estimate of texture,
plasticity, and color, is normally done without the benefit of major equipment, supplies, or time.
It is necessary for a general assessment of sites during field reconnaissance activities and during
the initial phases of more detailed work, such as the investigation of an emergency remediation or
a planned geotechnical or pavement survey. It may, in some instances, be the only effort ever
expended towards identifying the encountered soils, but in most cases it will serve as an aid in
assigning more detailed laboratory tests.
With increased experience, field personnel should become more competent and skilled in
accurately classifying the encountered soils based solely on field techniques. Regardless of
experience level, however, laboratory testing must be performed to validate and sharpen the field
technician's ability.
Perform soil field identification according to the following sections of the MnDOT Grading
and Base Manual
Section 5-692.603.e Field Determination of Texture

Section 5-692.603.f Feel and Appearance of Soil Mass
Section 5-692.604 Secondary Classifiers
Section 5-692.605 Organic Soils
19
6. Format for boring survey notes

Visual observations, the sequence of materials encountered in the borings, and the results of field
tests must be carefully and accurately recorded. Most organizations use a paper or electronic
"boring log," "record of subsurface exploration," or some similarly titled form for this purpose.
MnDOT strongly recommends that each District Soils Engineer keep such data in a uniform,
organized, and retrievable manner.
The record of each boring in the boring log should be capable of standing alone, complete with
all of the following information, entered in the order given:
Project identification and number

Boring location, typically by roadway station and offset left or right of centerline
Method of drilling and sampling (e.g., flight augers with grab samples)
Date of start and completion
Names of drill crew members
Surface elevation
Depth of materials encountered and description (see the MnDOT Geotechnical
Manual Section 5.4.2) at http://www.dot.state.mn.us/materials/geotmanual.html
Sample locations
Ground water information when encountered and at recorded times after drilling
Other pertinent information and/or general observations
The accuracy of the recorded information is important because it becomes the basis for
subsequent design recommendations. For example, the level of silt seams may impact frost
design, wet or saturated layers may impact dewatering or drainage requirements, and shear planes
or other discontinuities may impact slope stability.
An example of a field log can be found in Figure 3-2 of the MnDOT Geotechnical Manual.
7. Abbreviations
Standard terms and abbreviations are desirable, both for saving time when describing soil samples
and for ease of interpretation of field notes, profiles, etc., by others. The following terms and
abbreviations (see Table 220.3) are approved by MnDOT for use in describing samples and
preparing field notes.
20
Table 220.3 Approved terms and abbreviations

Heading/Location Terms Abbv.
Trunk Highway ................................ TH
Station ............................................ Sta
Reference Point .............................. RP
Offset .............................................. OS
Left .................................................. LT
Right................................................ RT
Centerline ....................................... C/L
Plus ................................................. +
Northbound .................................... NB
Southbound .................................... SB
Eastbound ....................................... EB
Westbound ..................................... WB
Feet ................................................. FT
Tenths ............................................. Tenths
kilometers ....................................... km
meters............................................. m
millimeters ...................................... mm
Months ........................................... Mo
Matls Engr's Name .......................... MEngr
Crew's Name ................................... Crew
Individual Letters A thru Z. . (Upper Case)
Numbers 0 thru 9............................ 0,1,2,3,4,5,6,7,8,9
Ramp............................................... Ramp
Loop ................................................ Loop
Frontage Road ................................ FR
Service Drive ................................... SrDr
Source Name/Number.................... Srce
Mainline .......................................... ML
Shoulder.......................................... SHLD
State Project No .............................. SP
Control Section ............................... CS
County Road ................................... CR
County State Aid Highway .............. CSAH
Soils Engr's Name............................ SEngr
Section ............................................ Sec
Township ........................................ Twp
Range .............................................. Rng
Decimal Point.................................. .
One-quarter .................................... 1/4
One-half .......................................... 1/2
Three-quarters ................................ 3/4
Plus/Minus ...................................... +/Approximate ................................... Approx
Question Mark ................................ ?

Inplace ............................................ Inp
Surfacing Terms
Concrete ......................................... CONC
Bituminous...................................... BIT
Aggregate ....................................... AGG
Bit Treated Base.............................. BTB
21
Material Terms
Gravel ............................................. G
Sand ................................................ S
Sand and Gravel .............................. S&G
Loamy Sand..................................... LS
Loamy Sand and Gravel .................. LS&G
Sandy Loam..................................... SL
Loam ............................................... L
Silt ................................................... Si
Silt Loam ......................................... SiL
Silty Clay Loam ................................ SiCL
Clay Loam ....................................... CL
Sandy Clay Loam ............................. SCL
Clay ................................................. C
Silty Clay.......................................... SiC
Sandy Clay....................................... SC
Boulder Terms
Limestone ....................................... Lmst
Sandstone ....................................... Sst
Dolostone ....................................... Dolo
Shale ............................................... Shale
Boulder (over 3") ............................ Bldr
Moisture Terms
dry ................................................... dry
damp ............................................... damp
moist ............................................... moist
wet .................................................. wet
saturated ........................................ sat
Color & Shade Terms
black................................................ blk
brown ............................................. brn
grey ................................................. gry
yellow ............................................. yel
tan................................................... tan
blue ................................................. blu
white ............................................... wht
green ............................................... grn
red .................................................. red
orange............................................. orng
dark ................................................. dk
light ................................................. lt
Textural Terms
Very Fine ......................................... VF
Fine ................................................. F
Coarse ............................................. Cr
Plasticity Terms
slightly plastic ................................. slpl
nonplastic ....................................... nonpl
plastic.............................................. pl
highly plastic. ................................. hpl
Consistency Terms
Very soft ......................................... Vsoft
soft .................................................. soft
firm ................................................. firm
stiff .................................................. stiff
Very stiff ......................................... Vstiff
hard ................................................ hard
Very hard. ...................................... Vhard
Compactness Terms
Very loose ...................................... Vloose
loose ............................................... loose
medium dense ................................ meddense
dense .............................................. dense
Very dense ..................................... Vdense
Water Condition Terms
water level ...................................... H2O
Flowing Artesian ............................ FlArt
perched water ................................ perch
Peat Classification Terms
Peat ................................................. peat
spongy ............................................ spongy
fiberous peat .................................. fpeat
semi fiberous peat .......................... sfpeat
well decomposed peat ................... wdpeat
partially decomposed peat ............. pdpeat
22
Organic Content Terms
Miscellaneous
non organic ..................................... nonorg

slightly organic ................................ slorg
organic ............................................ org
highly organic ................................. horg
with ................................................. w/
without ........................................... w/o
variable ........................................... var
natural ............................................ nat
Not Applicable ................................ N/A
and .................................................. &
or .................................................... or
to..................................................... to
included .......................................... inc
Gas Smell ........................................ GasSm
Road Tar.......................................... RdTar
sample ............................................ smpl
Soil ID .............................................. SID
R-value ............................................ RVal
Gradation ........................................ Grad
Fertility............................................ Fert
Extraction........................................ Xtract
at ..................................................... @
Time Of Drilling .............................. TOD
hour ............................................... hr
no return......................................... noret
poor return ..................................... prret
fluid ................................................ fluid
REFUSAL ......................................... REFUSAL
Descriptors
Deteriorated ................................... Det
Stripped .......................................... Strpd
Sound .............................................. Snd
Unsound ......................................... UnSnd
weathered ...................................... wx
Bedrock ........................................... bedrock
debris .............................................. debris
chips................................................ chips
seams .............................................. seams
layers .............................................. layers
marbled .......................................... mrbl
mottled .......................................... mtld
fill .................................................... fill
cut .................................................. cut
fat ................................................... fat
frozen.............................................. frzn
ice lenses ........................................ icelns
ice .................................................. ice
topsoil ............................................. ts
slope dressing ................................. sd
wood ............................................... wood
woody ............................................ woody
roots ............................................... roots
shells ............................................... shells
Iron Oxide Stained .......................... IOS
till .................................................... till
Equipment
Auger Truck..................................... AT
Hand Auger ..................................... HA
50# Sounding Hammer ................... 50SH
20# Sounding Hammer ................... 20SH
Portable Auger ................................ PA
Dynamic Cone Penetrometer ......... DCP
Other comments:
- no periods
- keep UPPER & lower case letters
23
8. Soils profile or cross-section

A soils profile or cross-section will help to visualize the physical relationship between the existing
soil or pavement conditions and the new roadway. This diagram is a profile or cross-section of
the information obtained during the performed surveys. It should be drawn to scale, such as 1
inch equals 5 to 10 feet vertically and 1 inch equals 20 to 100 feet horizontally, depending on the
detail and complexity of the project. The following information should be included:
Project identification
Existing and proposed grades, and/or existing ground lines
Boring locations, including station and offset
Existing pavement and subgrade conditions, including interpreted stratigraphy
Ground water
Pertinent test results
A soils profile or cross-section must be submitted as part of the MDR on projects where there is
significant soils work. For projects that do not typically require extensive soils information, such
as overlays, a soils profile is not necessary.
Figure 220.1 is an example of a properly prepared soils profile.
24
Figure 220.1 - Example soils profile
25
9. Sealing or backfilling borings

A. Environmental boreholes
All borings meeting the legal definition of an environmental borehole will be drilled and sealed
in accordance with Minnesota Department of Health regulations. Environmental boreholes
will be bored and sealed only by personnel licensed and equipped to do so legally. A boring is
considered an environmental borehole when all three of the following criteria are met:
The boring encounters a water-bearing layer.
The boring is greater than 25 feet in depth or goes through a confining layer.
The boring is used for measuring or testing physical parameters e.g., field
identification of soils, checking water levels, rock depths, etc.
The MnDOT Foundations Unit (Office of Materials and Road Research) may be contacted
regarding any questions concerning Environmental Boreholes.
Note: If the conditions which define an environmental borehole are unexpectedly
encountered during drilling, unless licensed and equipped to seal environmental
bore holes legally, work must be stopped and the MnDOT Foundations Unit
contacted immediately for further instructions.
B. Non-environmental borehole
All borings not meeting the definition of an environmental borehole shall be backfilled with
the drill cuttings, on-site soils, or imported material, with a texture and permeability similar to
materials encountered in the boreholes. Imported backfill materials shall have a lower
permeability than material encountered. The borehole shall be completely filled from the
bottom or cave-in depth to the original ground surface. Tamping or compacting the backfill
material shall be performed as necessary to minimize voids or backfill subsidence. Backfilling
must be performed after completion of the borehole.
Note: Borings must not be permitted in known or suspected contaminated areas
regardless of boring depth or groundwater elevation. If contamination of any
type is noted while drilling, work must be stopped and the next level supervisor
contacted immediately for further instructions.
26
230 - Cores
This section discusses pavement cores collected to evaluate existing pavement. Cores collected for
construction inspection/acceptance are not within the scope of this manual.
1. PCC
Coring existing PCC pavement is most often performed when there are special concerns, such as
poor pavement materials, to determine the nature and extent of cracking, or to determine the
suitability of the existing PCC pavement for recycling as PCC aggregate. Generally, coring is not
required for new/reconstruction or unbonded overlay projects.
PCC pavement cores may be taken on or off a crack or joint. A core taken off a crack or joint will
provide the pavement thickness and may be used for materials analysis. A core taken on a joint or
a crack may show joint or crack deterioration that is not visible from the surface and may be
useful in determining a cause of PCC deterioration.
Contact the MnDOT Concrete Engineering Unit (Office of Materials and Road Research) to
discuss the use and location of any PCC coring.
2. HMA
HMA pavement coring may be performed to establish the thickness of the pavement and its
condition. The cores may be collected from locations off-cracks, to establish HMA pavement
thickness and pavement condition, or on-cracks in the HMA pavement, to establish the depth
and condition of the crack. In addition to coring, GPR testing (see Section 240 - GPR) may be
performed to establish a continuous record of HMA pavement thickness.
A. Off-crack cores
Cores taken off-cracks in intact HMA pavement are necessary to establish the pavement
thickness. This is important for pavement thickness design, FWD data analysis, GPR data
analysis, and for calculating removal quantities. In addition to indicating pavement thickness,
these cores can also show the general condition of the HMA, including the presence of
stripped or debonded layers
Collect these cores from the middle of the lane and try to be at least 6 feet away from any
crack.
27
B. On-crack cores
Cores taken on-cracks are used to establish the depth and condition of the crack. This may be
useful to assess the overall pavement condition, establish the depth of milling, and the degree
of pre-overlay repair.
Core possible top-down cracks (typically occurring in the wheel-path) to determine their
depth. Milling depth may be adjusted to completely remove this distress. Other types of cracks
may be cored to determine if milling will reveal hidden deterioration. Often HMA pavement
cracks exhibit stripping and are wider near the bottom of the pavement. These cracks may
need to be repaired after milling or they may possibly make the roadway a poor candidate for
certain types of rehabilitation techniques.
Collect on-crack cores in the vicinity of off-crack cores so that they may be compared.
C. The minimum recommended coring interval and the recommended use of GPR for different
project types is shown the following table.
Table 230.1 Minimum HMA Pavement Coring Intervals & for Use
of GPR
Off-crack Cores
On-crack Cores
1 per mile**
0
New/Reconstruction
1 per mile*
0
FDR/SFDR
1 per mile*
1 per mile
CIR
1 per mile*
1 per mile
PCC Overlay
1 per mile
1 per mile
HMA Overlay
* Increase coring to two per mile if no GPR data will be collected.
GPR
No
Yes
Yes
Yes
No
** Not necessary if there is sufficient data from boring logs to develop a HMA pavement
removal quantity.
28
240 - Ground Penetrating Radar (GPR)
GPR is a non-destructive testing tool used to map the subsurface conditions. GPR works by
emitting radar waves from an antenna of a type and frequency that are able to penetrate the ground
and into subsurface layers. They are reflected back and give indications when the waves encounter
an interface of materials with differing electrical properties. GPR antennas may be either airlaunched or ground-coupled depending on the application.
1. Types of antennas
A. Air-launched antennas are mounted so that they do not come into contact with the ground.
They are typically on a vehicle and can collect data at highway speeds depending on the
application. Typically, GPR can image to a depth of three to five feet depending on the
frequency of the antenna being used and the properties of the materials but ambient electrical
interference, the presence of water, or dense/highly conductive material will tend to obscure
the image.
Although sampling density may be limited in high-speed data collection, these antennas work
well for determining the thickness of pavement and (in most cases) aggregate base layers. The
GPR data may also indicate stripping in the HMA pavement. They are less effective for
imaging PCC pavements when PCC is installed over electrically similar base materials.
B. Ground-coupled antennas are operated on or very near the surface and are often dragged
across the ground manually. Higher sampling density can be obtained due to the slower speed
of the antenna over the surface. Ground-coupled antennas are normally used for locating
subsurface objects. The depth and clarity of the image depends on the frequency of the
antenna used and materials encountered. There are various antennas available with different
frequencies that can image different depths and resolutions. Subsurface water and
dense/highly conductive materials tend to obscure the imaging; however, ground-coupled
antennas are much less susceptible to ambient noise. These antennae work well to determine
layer thicknesses and interfaces, locate steel in PCC pavements and bridges, and locate buried
structures or subsurface voids.
2. Use of GPR
It is recommended to use GPR to determine the HMA pavement thickness for full-depth
reclamation (FDR), stabilized full-depth reclamation (SFDR), cold in-place recycling (CIR) and
whitetopping projects (see Table 230.1). For these types of projects, the thickness of the existing
pavement is critical and unlike coring, GPR images the pavement thickness continuously and can
29
produce thickness data of the pavement (and potentially the base layer) as needed - up to the
GPRs maximum sampling density.
HMA cores are necessary to refine and improve the accuracy/precision (calibrate) of the
interpreted GPR data. Provide the core locations to the GPR operators so that they can run the
radar directly over those core locations. The GPR data will then be calibrated using those cores.
If no cores were collected prior to GPR data collection, or more information is needed, collect
cores from locations based on the GPR data, such as thin/thick sections or areas with unusual
readings. The GPR operator and analyst should be provided with any pavement section data.
3. Collecting GPR Data
Contract a consultant to collect and analyze GPR data to determine pavement and/or base depth.
Use the Consultant GPR Scope of Work document, located on the MnDOT Pavement Design
website, to develop the scope of work when using a consultant.
The preparation of the scope is crucial and is dictated by the type of survey desired depth(s) of
target(s), size(s) of target(s). Shallow, highly-detailed surveys are required for smaller defects
(cracks, voids) and these typically are best handled by a high-frequency, ground-coupled antenna.
When setting up the scope of services it is important to consider the type and level of detail
required in the interpreted results. Data interpretation time is the main cost-driver in a consultant
GPR contract. Carefully consider the needs for your specific project
If a consultant cannot be contracted because of time or some other constraint, the MnDOT
Office of Materials and Road Research has the necessary equipment and is capable of performing
the testing and analysis on a case-by-case basis.
The MnDOT Research Unit (Office of Materials and Road Research) has a variety of GPR
antennas that may be useful to determine layer thicknesses & interfaces, locate steel in PCC
pavement or indicate the location of buried structures. They may also be used to indicate the
existence of subsurface voids or other anomalies. Contact the MnDOT Research Unit to discuss
the feasibility of GPR testing for a particular application and to request testing.
30
250 - Traffic Data
1. A signed traffic forecast is required for all projects that will construct more than mile of
pavement in the DL20 pavement design categories (see Chapter 7 Pavement-type
Selection for pavement design categories). To obtain a signed traffic forecast, contact the
District Traffic Forecaster or the Office of Transportation System Management Traffic
Forecasting Section.
2. Projects that will construct less than a mile of pavement in the DL>20 pavement design
categories or that will construct pavement in the DL<20 pavement design categories (see
Chapter 7) do not need a signed traffic forecast, but should have a traffic forecast developed
using the most up-to-date copy of the ESAL FORECASTING TOOL, available on the
pavement design website http://www.dot.state.mn.us/materials/pvmtdesign/software.html.
3. The following table summarizes the traffic data requirements:
Table 250.1 Traffic Data Requirements

Pavement Design Category
Length
Traffic Data
DL20
> mile
DL20
< mile
DL<20
All
Signed Forecast
Estimate with ESAL
Forecasting Tool
Estimate with ESAL
Forecasting Tool
4. The ESAL FORECASTING TOOL is an Excel spreadsheet that contains data collected from
Vehicle Classification (VC) sites on state roads in Minnesota. This historic data is used to estimate
current traffic and future accumulated ESALs. To use the ESAL FORECASTING TOOL
A. Click on the enable box on the orange bar if it appears near the top of the spreadsheet.
B. Enter the Base Year in cell B4.
C. Left-click on the orange FIND SITES button at the upper-right of the spreadsheet.
Clicking this button opens a form to select the appropriate VC site.
31
D. Fill in the ROUTE # text button; do not include the route designation (e.g., MN, US, I).
E. Left-click on the down-arrow of the drop-down list. This will open a drop-down list of the
available VC sites for the previously entered route #, and the reference points (RPs) of the
limits that the data directly applies. Choose the VC site that most closely applies to the
segment that the forecast is being performed for. A map of the VC sites is located on the
MAP tab of the spreadsheet to aid in selecting VC sites.
F. Left-click on the CLOSE FORM button.
G. Use the average (design lane) ESALs or the (two-way) HCADT that appear in row 17 of the
spreadsheet. The AADT Growth Rate may be used to approximate the HCADT growth
rate.
32
260 - Roadway Construction History
Roadway Construction History includes the year, project number, limits, width, and depth of all
pavement construction activities in a roads history. This information is useful in evaluating the type
and thickness of the pavement layers and their suitability for use with the proposed project. It is
required data in all Pavement Design Memoranda (PDM) and Materials Design Recommendations
(MDR) for pavement projects. The format for reporting is contained in the PDM and MDR
templates. The following are suggested sources to get Roadway Construction History information.
1. The construction project log contains an index of current and historic construction and
maintenance of mainline state roads and is a good starting point for gathering past project
information (oftentimes the information contained in the project logs is incomplete). The
construction history of each control section is indexed by district then county. It is available at
http://www.dot.state.mn.us/roadway/data/const-projlog-bydistrict.html
Clicking on a control section number will open up a webpage that contains construction and
maintenance history for the entire control section. Note the year, project number, type, thickness,
and remarks of activities that occurred within the project limits. Maintenance activities are not
required to be included in the roadway construction history of the MDR/PDM.
Figure 250.1 Example of a Construction Project Log
33
2. Another available source of information is the roadway history file. It is distributed as an excel
file by the MnDOT Pavement Management Unit (Office of Materials and Road Research). This
file contains the road number, year, SP number, type, thickness, and width of construction
activities on state mainline roads, but it should be compared to other sources. This file may be
obtained by contacting the MnDOT Pavement Management Unit.
3. View the historical project plans to confirm and supplement the data in the construction project
log or the roadway history file. Historical project plans are available for viewing on the MnDOT
electronic document management system (EDMS) at the following links*:
-
internal
http://edms/cyberdocs/Libraries/Default_Library/Groups/M
NDOT_USERS/frameset.asp
external
http://dotapp7.dot.state.mn.us/cyberdocs_guest/Libraries/Def
ault_Library/Groups/GUESTS/frameset.asp
* Contact the district if the plans are not available on EDMS.
Select Road and Bridge Plans and Construction Contracts from the left side of the page (see
Figure 250.2). When the search form opens, enter a State Project No. and click on Perform
Search near the top of the form. The search will show a list of files available for viewing. Any
pop-up blocker may need to be disabled.
Figure 250.2 The Internal EDMS Search Screen
Click here to
perform the search.
34
270 - Visual Condition Assessment
A visual condition assessment is an evaluation of the condition and distresses apparent at the
pavement surface. It is an effective method of choosing which types of rehabilitation options are
reasonable for a roadway and determining repair strategies. A visual condition assessment is required
as part of the projects MDR and PDM.
Standards for evaluating and reporting pavement distresses are located in the MnDOT Distress
Identification Manual available at the following link.
http://www.dot.state.mn.us/materials/manuals/pvmtmgmt/distressmanual.pdf
A visual condition assessment should note the overall condition/distress of the mainline pavement
and shoulders and any areas that may require special repair. The following is a list of common
distresses that may affect a project and should be included in the MDR/PDM.
1. HMA
Transverse cracking (typical spacing and degree of distress)

Longitudinal cracking typical location in the lane and degree of distress)
Alligator or block cracking (amount)
Rutting (depth)
2. PCC
Faulting (typical slab height difference across joint)
Spalled joints (typical amount and degree of distress)
Cracked panels (amount and type of crack (e.g., random, transverse, longitudinal))
3. Special areas
Identify any areas that experience differential frost heaves. These areas are usually only
apparent during the winter and will need to be reported by personnel familiar with the roads
condition in the winter, such as maintenance personnel.
Subgrade failures can often be identified as isolated areas of alligator cracking (HMA) or
panels with crescent-shaped cracks (PCC) with a depression or deformation of the pavements
surface.
Any areas of patching.
Aggregate shoulder drop-off.
35
280 Pavement Management System
The highway pavement management application (HPMA) is MnDOTs pavement management

system software, which contains a database of roadway properties, performance, and history. It also
is used to analyze pavement performance and develop various funding scenarios based on pavement
decision trees and performance prediction models. For more information and the availability of the
program, contact the MnDOT Pavement Management Unit (Office of Materials and Road
Research) or visit their website at http://www.dot.state.mn.us/materials/pvmtmgmt.html.
Helpful information about pavement distresses and how they are reported in the HPMA is
contained in the MnDOT Distress Identification Manual. It is available at the following link
http://www.dot.state.mn.us/materials/manuals/pvmtmgmt/distressmanual.pdf
1. The HPMA is often useful for designing pavements because it contains a description of the
present pavement, past construction activities, and pavement performance indicators. The
descriptions of the present pavement and past construction activities are helpful, but the data
should be checked against other sources. HPMA is the repository of present and historic
pavement performance indicators, which are required to be included in MDRs and PDMs.
This data can be found in HPMA by following these steps:
STEP 1.
Open HPMA.
STEP 2. Left-click on Section (see Figure 280.1).

STEP 3. Left-click on View Section Data (see Figure 280.1).
STEP 4. Left-click on View Data (see Figure 280.1).
36
Figure 280.1 View of HPMA for steps 2, 3 & 4
Step 2 Left-click here.

Note: View Type

is Table View
STEP 5. Left-click on the appropriate road segment (see Figure 280.2).

STEP 6. View the roadway section by left-clicking on Section Details (see Figure 280.2),
this brings up the Section Data screen .
Figure 280.2 View of HPMA for steps 5 & 6
Step 6 Left-click here

to open Section Data
Step 5 Left-click on
appropriate road
segment
37
STEP 7. In the Section Data screen, left-clicking on Performance (see Figure 280.3) will
display the most current performance data and the year collected.
STEP 7A. Predicted future performance indicators of the current pavement and any
selected rehabilitation may be viewed by left-clicking Plot in the index models
area (see Figure 280.4).
STEP 7B. Predicted performance indicators of a future activity may be viewed by using the
following steps (see Figure 280.5):
1.
2.
3.
4.
Checking the Include future activity check box

Choosing an activity
Selecting a year for the activity
Refreshing the graph display
STEP 8. In the Section Data screen, left-clicking on History (see Figure 280.3) will show
past construction activities and condition indexes.
STEP 9. In the Section Data screen, left-clicking on View Data (see Figure 280.3) will
show past construction activities, pavement thickness, and project identification
number (S.P.).
Figure 280.3 View of Section Data screen for step 7, 8 & 9

38
Figure 280.4 View of Section Performance Data screen
Step7A Left-click here.
Figure 280.5 View of the Index Performance screen
The predicted performance of

the selected activity.
Step7B-4 Left-click to
refresh the graph display
Step7B-3 Select a year for the

activity to occur.
Step7B-1 Check this box.

Step7B-2 Select an
activity here.
39
2. HPMA reports the performance of the roadway using several indices. The following is a brief
explanation of the indices that are required to be reported in MDRs and PDMs.
A. IRI: International Roughness Index
IRI is a ride or roughness index that is calculated from the pavement profile using a quartercar mathematical model whose response is accumulated to yield an index that is reported in
inches/mile. IRI is the index that is used in MnDOT ride specifications (specification 2399) to
measure the ride of newly constructed pavements.
B. RQI: Ride Quality Index
The RQI is MnDOTs ride or roughness index. It uses a 0.0 5.0 rating scale, the higher the
value, the smoother the road. It is a conversion of IRI based on the perception of ride of a
panel of volunteers.
Most new construction projects have an initial RQI slightly over 4.0. The minimum RQI value
used in the HPMA decision model to trigger rehabilitation is 2.5. This does not mean the road
is un-drivable at this level but rather that it has deteriorated to a point where most people feel
it is uncomfortable to drive and it is in need of major rehabilitation.
The following table contains the descriptive names for RQI categories.
Table 280.1 - Ride Quality Index (RQI)

Performance Categories
Descriptive Category
Very Good
Good
Fair
Poor
Very Poor
RQI Range
5.0 4.1
4.0 3.1
3.0 2.1
2.0 1.1
1.0 0.0
C. SR: Surface Rating

The SR is MnDOTs crack and surface distress index. It uses a 0.0 4.0 rating scale with a SR
of 4.0 representing a brand new road with no distresses. As the type, amount and severity of
the various distresses increase, the SR decreases. The pavement distresses that make up the SR
are determined by trained raters from the MnDOT Pavement Management Unit (Office of
Materials and Road Research) using the criteria contained in the MnDOT Distress
Identification Manual.
The minimum SR values used in the HPMA decision model to trigger rehabilitation are shown
in Table 280.2.
40
D. PQI: The Pavement Quality Index

The PQI is MnDOTs overall pavement condition index. It combines the RQI and SR to give
an overall performance indicator and ranges from 0.0 to about 4.5.
=
The minimum PQI values that are used in the HPMA decision model to trigger rehabilitation
are shown in Table 280.2.
Table 280.2 Minimum HPMA Rehabilitation Trigger

Values
Functional Class
RQI
SR
PQI
RURAL INTERSTATE
2.5
2.7
3.0
RURAL PRINCIPAL ARTERIAL

RURAL MINOR ARTERIAL
RURAL MAJOR COLLECTOR
RURAL MINOR COLLECTOR
RURAL LOCAL
URBAN INTERSTATE
URBAN PRINCIPAL ARTERIAL FREEWAY
URBAN PRINCIPAL ARTERIAL
URBAN MINOR ARTERIAL
URBAN COLLECTOR
URBAN LOCAL
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.7
2.5
2.5
2.5
2.4
2.7
2.7
2.5
2.4
2.4
2.4
2.9
2.8
2.6
2.6
2.6
3.0
2.9
2.9
2.8
2.6
2.6
41
299 - Chapter 2 Appendix
1. AASHTO Soils Classification

In 1928, the Bureau of Public Roads introduced a classification system with eight soil groups,
designated A-1 through A-8, to be used for assessing the suitability of road subgrade materials.
Major revisions to the system, most recently in 1987, have resulted in the chart shown in Table
299.1. This system is based on the proportion of grain diameters falling between sieve Nos. 10,
40, and 200 (2.0mm, 0.425mm, and 75 m) as well as the soils plasticity. It is a quick, rational
method for categorizing both undisturbed natural soil and fill in terms of its performance as a
subgrade material. The system has been found to be applicable in areas with vastly different soil
types and origins. In addition to the seven classifications shown in Table 299.1, an eighth
classification, Group A-8, has been added to include highly organic soils (peat or muck). Soils in
this classification are identified visually rather than by gradation and Atterberg limits.
42
Table 299.1 - AASHTO Classification of soils and soil-aggregate mixtures (from AASHTO M 145-91)
CLASSIFICATION OF SOILS AND SOIL-AGGREGATE MIXTURES

General
Classification
Group
Classification
Granular Materials (35% or less passing No. 200 (75m) sieve)

A-1
A-1-a
A-3*
A-1-b
A-2
A-2-4
A-2-5
A-2-6
A-2-7
Silt-Clay Materials (More than 35% No.

200 (75m) sieve)
A-4
A-5
A-6
A-7
A-7-5
A-7-6
Sieve Analysis:
Percent passing:
No. 10 (2mm)
No. 40 (425m)
No. 200 (75m)
50
max.
30
max.
15
max.
---
---
---
---
---
---
---
---
---
50 max.
51 min.
---
---
---
---
---
---
---
---
25 max.
10 max.
35
max.
35 max.
35 max.
35 max.
36 min.
36 min.
36
min.
36 min.
41 min.
40 max.
41 min.
10 max.
11 min.
11 min.
Characteristics of fraction passing No. (40No. 425m) sieve:

Liquid Limit
---
---
Plasticity Index
6 max.
N.P.
Usual Types
of Significant
Constituent
Materials
Stone Fragments
Gravel and Sand
Fine
Sand
General Rating as
Subgrade
40
max.
10
max.
Silty or Clayey Gravel and Sand
Excellent to Good
40
max.
10
max.
41 min.
10
max.
Silty Soils
40
max.
11
min.
41 min.
11 min**
Clayey Soils
Fair to Poor
*The placing of A-3 before A-2 is necessary in the left to right elimination process and
does not indicate the superiority of A-3 over A-2.
**The plasticity index of A-7-5 is equal to or less than the liquid limit minus 30. The
plasticity index of the A-7-6 subgroup is greater than the liquid limit minus 30.
There are three broad types under which the AASHTO groups and subgroups are divided. These
are "granular" (A-1, A-3, and A-2), "silt-clay" (A-4 through A-7), and highly organic (A-8)
materials. The transitional group, A-2, includes soils which exhibit the characteristics of both
granular and silt-clay soils, making subdivision of the group necessary for adequate identification
of material properties. A more detailed discussion of the AASHTO groups is included in Section
5-692.606 of the MnDOT Grading and Base Manual.
The engineering considerations for granular and silt-clay soils are significantly different. The
following discussion highlights major differences between these two types.
A. Granular. Granular materials include mixtures of rock fragments ranging from fine to coarse
grained. Granular materials may include a non-plastic to slightly plastic soil binder, but are
limited to 35 percent or less of the soil passing the No. 200 (75 m) sieve. MnDOT's
43
Specification 3149 limits granular backfill to no more than 20 percent passing the No. 200 (75
m) sieve. Granular materials generally provide the most desirable subgrade.
It is possible, however, that some granular materials near the silt-clay boundary may have
characteristics unsuitable for roadways in the presence of water. This is because capillarity (or a
chemical affinity for water) may induce a volume change or softening of the material. In
addition, frost heave becomes a concern in materials with high silt contents. Therefore, the
elevation of the ground water table should be carefully considered when the subgrade is
composed of these transitional soils
B. Silt-clay. Silt-clay materials are soils having more than 35 percent passing the No. 200 (75 m)
sieve. The behavior of these soils is dominated by the fines in the soil mass. Silt-clay materials
(A-4 through A-7) can provide suitable road subgrades when their shortcomings are accounted
for by proper design or construction practices. Subgrades classified as A-6 or A-7 usually
dictate a thickened pavement section and strictly maintained grading tolerances. A-7 materials
are generally considered the poorest performers with regard to roadway construction.
Determining the AASHTO classification of a soil is a two-step process. First, the soil is
categorized into one of the eight major A groups using the gradation limits set in Table
299.1. Generally, the lower-numbered soils to the left of the chart are more preferable
subgrade materials than those on the right. However, this is not always true: A-3 materials
usually out-perform A-2 materials. A subdivision of some of the major groups is necessary to
account for varying characteristics, e.g., A-2-6 and A-2-7. These classifications can be checked
graphically using Figure 299.1.
44
Figure 299.1 - Relationship between liquid limit and plasticity index for silt-clay groups (from AASHTO M
145-91)
Two examples of obtaining the proper classification of a soil using the AASHTO system
(Table 299.1) are given below:
Example 1. What is the classification of a soil sample with 75% passing the No. 10 (2.0 mm)
sieve, 55% passing the No. 40 (0.425 mm) sieve, and 12% passing the No. 200 (75 m) sieve, a
liquid limit of 20, and a plasticity index of 4?
Start at the left of Table 299.1 and move to the right. The soil is granular because 35% or less
passes the No. 200 (75 m) sieve. The soil is not an A-1-a because 50% or more passes the
No. 10 (2.0mm) sieve, not an A-1-b because 50% or more passes the No. 40 (0.425 mm) sieve
and not an A-3 because 10% or more passes the No. 200 (75 m) sieve. However, it meets all
of the requirements of an A-2-4 because 35% or less passes the No. 200 (75 m) sieve, its
liquid limit is 40 or less, and its plasticity index is 10 or less. The soil should be classified as an
A-2-4.
Example 2. What is the classification of a soil sample with 100% passing the Nos. 10 and 40
(2.0 mm and 0.425 mm) sieves, 72% passing the No. 200 (75 m) sieve, a liquid limit of 45,
and a plasticity index of 25?
Start at the left of Table 299.1 and move to the right. The soil is a silt-clay because 36% or
more passes the No. 200 (75 m) sieve. The soil is not an A-4 because its liquid limit is 40 or
more, not an A-5 because its plasticity index is 10 or more, and not an A-6 because its liquid
limit is 40 or more. However, it meets all of the requirements of an A-7 because 36% or more
passes the No. 200 (75 m) sieve, its liquid limit is 41 or more, and its plasticity index is 11 or
45
more. Furthermore, the soil should be classified as an A-7-6 because its plasticity index (25) is
larger than its liquid limit minus 30 (15).
The subgrade quality of silt-clay soils can vary from poor to good within each major group.
Therefore, a group index (G.I.) is added to the group symbol found in Table 299.1 to indicate
the plastic properties of the fines passing the No. 200 (75 m) sieve. Calculation of this group
index is the second and final part of the AASHTO classification. Generally, the higher the
value of the group index for a given group classification the poorer the performance as a
subgrade material. Therefore, a group index of zero (0) indicates a good subgrade material
and a group index of 20 or more indicates a poor subgrade material.
The formula used to compute the group index is
G.I. = (F - 35) [0.2 + 0.005 (LL - 40)] + 0.01 (F - 15) (PI - 10)
Eq. 299.1
where
G.I.
group index, reported as a positive whole number or zero
percentage passing the No. 200 (75 m) sieve, expressed as a

whole number (This percentage is based only on the material
passing the 3.0 inch (75 mm) sieve)
LL
liquid limit
PI
plasticity index
Note that only the second term, which accounts for the effect of the plasticity index, is used
for the group classifications of A-2-6 and A-2-7.
The group index is added in parenthesis after the group symbol, i.e., A-4(5) or A-7-5(17), etc.
Two examples are given below:
Example 1. What is the complete classification of an A-7-5 with 80% passing the No. 200 (75
m) sieve, a liquid limit of 90, and a plasticity index of 50?
The G.I. = (80 - 35) [0.2 + 0.005 (90 - 40)]

+ 0.01 (80 -15) (50 - 10) = 46.
Therefore, the complete classification is A-7-5(46).
46
Example 2. What is the complete classification of an A-2-7 with 30% passing the No. 200 (75
m) sieve, a liquid limit of 50, and a plasticity index of 30?
Using only the second term in Equation 299.1, the G.I. = 0.01 (30 - 15)
(30 - 10) = 3.
Therefore, the complete classification is A-2-7(3).
The influence of fine content, plasticity, and liquid limit on group index is shown graphically in
AASHTO M145-91.
The following descriptions provide profiles of each of the groups within the AASHTO
classification system shown in Table 299.1:
Group A-1 includes well-graded gravel through fine sand with little or no non-plastic binder.
Subgroup A-1-a includes stone fragments and gravel, with or without fines. Subgroup A-1-b
includes predominantly coarse sand with or without fines. When properly placed and
compacted, these materials perform well as road subgrades, as they are free draining and
possess ample strength when properly placed.
Group A-2 consists of transitional granular materials, all of which have less than 35 percent
fines. Subgroups A-2-4 and A-2-5 have fines that are silty (non-plastic). Subgroups A-2-6 and
A-2-7 have fines that are similar to A-6 or A-7 soils; that is, the fines are more plastic. A-2
soils, usually having group indices up to four, may range from good to fair as road subgrade.
Frost susceptibility begins to be a problem in the A-2 soils, especially where the water table is
in proximity to the zone of yearly frost depth.
Group A-3 is mostly poorly graded fine sand with few fines. Typical examples include blow
sand, some beach sands, or poorly graded stream or river sand with minimal gravel content. A3 soils are relatively free draining and possess desirable strength characteristics, but they may
be somewhat difficult to compact due to their uniformity.
Group A-4 soils are non-plastic to moderately plastic silts. Sand and gravel contents can range
up to 64 percent. Group indices usually range up to eight, with lower values indicative of
higher gravel and/or sand contents. Again, where drainage is poor and free water is available
to the silty subgrade, frost heave should be considered as a significant factor affecting the
desirability of this material.
Group A-5 soils are similar in grain-size distribution to A-4 soils, but have higher liquid limits,
indicative of diatomaceous or micaceous soils. The elastic nature of these soils, especially in
the absence of sand, causes group indices to be higher than the A-4 soils, perhaps as high as
12. Frost considerations are, again, a significant factor affecting usage of these soils as road
subgrade.
Group A-6 soils are clays, usually plastic with 75 percent or more passing the No. 200 (75 m)
sieve. With increasing sand content, up to 64 percent, the group index may be held low; but
47
the group index can range up to 16 if the soil is devoid of sand. Usually, significant changes of
volume will occur between dry and wet states. These materials may compact sufficiently at
proper moisture content, but they will generally require a thicker pavement section to provide
a non-yielding road surface. Frost considerations are usually outweighed by their affinity for
water and the resulting volume changes and strength reductions that can result.
Group A-7 soils may be very elastic and plastic, subject to very high volume change with
variations in moisture content. Strength can be low to high, but all A-7 soils are quite
impermeable. A-7 soils are only utilized as road subgrade where nothing else is available.
Group A-8 soils are highly organic peats or mucks. These soils are highly undesirable for road
subgrades and generally require removal.
2. Unified Soils Classification
Another classification system used widely is the Unified Soil Classification System (USCS). The
present system, modified by the U.S. Army Corps of Engineers and the Bureau of Reclamation,
was introduced during World War II by Casagrande of Harvard University to assist engineers in
the design and construction of airfields. As with the AASHTO system, the USCS utilizes grainsize distribution and plasticity characteristics to classify soils. The USCS, however, categorizes
soils into one of 15 major soil groups that additionally account for the shape of the grain-size
distribution curve.
Table 299.2 shows the USCS classification system along with the criteria for associating the
group symbol, such as "CL," with the soil. In this chart, D60 refers to the diameter of the soil
particles where 60 percent of the sample would be finer. Similarly, D10 relates to the maximum
diameter of the finest 10 percent of soil, by weight.
48
Table 299.2 - Unified Soil Classification System chart (after U.S. Army Corps of Engineers, Waterways
Experiment Station, TM 3-357, 1953)
49
The plasticity chart shown in the lower right-hand portion of Table 299.2 is a graphical
representation of the USCS based solely on the plastic and liquid limits (MnDOTs
Geotechnical Manual Section 4.8.1) of the material passing the No. 40 (0.425mm) sieve. Clays
will plot above the "A-line" and silts below. The chart further divides the clays and silts into low
(less than 50) and high liquid limits.
Two examples of using Table 299.2 to obtain the soil's proper Unified Classification are:
Example 1. What is the classification of a soil sample with 88% passing the No. 4 (4.76mm) sieve,
38% passing the No. 200 (75 m) sieve, a liquid limit of 15, and a plastic limit of 4?
Initially, it is determined that the soil is coarse grained because more than half (62%) is retained
on the No. 200 (75 m) sieve. It is then determined to be a sand because more than half of the
62% that is retained on the No. 200 (75 m) sieve passes the No. 4 (4.76mm) sieve. Since there is
more than 12% passing the No. 200 (75 m) sieve, the soil is a sand with fines. The intersection
of the liquid limit (15) and plasticity index (15 - 4 = 11) is above the "A line" on the plasticity
chart. Therefore, the soil is an SC.
Example 2. What is the classification of a soil sample with 77% passing the No. 200 (75 m)
sieve, a liquid limit of 44, and a plastic limit of 18?
Initially, it is determined that the soil is fine grained because more than half (77%) passes the No.
200 (75 m) sieve. The intersection of the liquid limit (44) and plasticity index (44 - 18 = 26)
indicates a classification of CL.
3. Correlation of classification systems
The triangular textural, AASHTO and USCS classification systems all associate pertinent
engineering properties with identifiable soil groupings. However, each system defines soil groups
in a slightly different manner. For example, the triangular textural and AASHTO classification
systems distinguish gravel from sand at the No. 10 (2.0 mm) sieve, whereas the USCS uses a
break at the No. 4 (4.76 mm) sieve. The same coarse-grained soil could, therefore, have different
percentages of gravel and sand in the triangular textural and USCS classification systems.
Because of such differences, a direct correlation of these soil classifications cannot be made.
However, it is possible to make a general comparison as shown in Table 299.3
50
Table 299.3 - Approximate Equivalent Classifications.

MnDOT Triangular Textural
AASHTO (Group Index)
Unified (USCS)
Gravel
A-1-a(0)
GW, GP
Sand
A-1-b(0)
SW, SP
Coarse Sand
A-1-a, A-1-b(0)
SW, SP
Fine Sand
A-1-b, A-3(0)
SW, SP
Loamy Sand
A-2-4, A-2-5(0)
SM, SC
Slightly Plastic
A-2-4, A-2-6, A-2-7(0)
SM, SC
Plastic
A-4(0-4)
SM, SC
Loam
A-4(0-4)
ML, OL, MH, OH
Silt Loam
A-4(0-4)
ML, OL, MH, OH
Silt
A-4
ML, OL, MH, OH
Sandy Clay Loam
A-6, A-5(0-16)
SC, SM
Clay Loam
A-6(0-16)
ML, OL, CL, MH, OH, CH
Silty Clay Loam
A-6, A-5(0-16)
ML, OL, CL, MH, OH, CH
Sandy Clay
A-7, A-7-6(0-20+)
SC, SM
Sandy
Loam
Silty Clay
Clay
A-7, A-7-5(0-20 )
+
A-7(0-20 )
OL, CL, OH, CH

CL, CH, OH, OL
4. Volume and weight relationships

Soil is comprised of a mixture of soil solids, water, and air. The relative proportion of each of
these constituents determines many of the properties of the soil. A soil block diagram, with
symbols for each of its volume and mass components, is shown in Figure 299.3.
51
Figure 299.3 - Volume and weight relationships for soil
The moisture content is the ratio of the weight of water to that of the dry soil solids, expressed as a
percent. It is determined as follows:
w=
Ww
Ws
* 100
Eq. 299.2
where:
w = moisture content (%)
Ws = dry weight of solids (gm)
Ww = weight of water (gm)
52
Table 299.4 - Typical Moisture Contents*

Material
Moisture Content, w (%)
Gravel
Sand
Silts
Clays
Organic (Peat)
2-10
5-15
5-40
10-50 (or more)
> 50
* Terzaghi, K. and Peck, R. B., Soil Mechanics in Engineering

Practice
The porosity is the ratio of the volume of voids to the total volume and may be expressed as
either a percent or decimal. It is determined as follows:
n=
Vv
Eq. 299.3
where:
n
porosity
Vv
volume of voids (cm3)
total volume, (cm3)
The degree of saturation is the ratio of the volume of water to the total volume of voids,
expressed as a percent. It is determined as follows:
S=
Vw
x 100
Eq. 299.4
where:
S
= saturation (%)
Vw = volume of water (cm3)

Vv = volume of voids (cm3)
The void ratio is the ratio of volume of voids to volume of solids and may be expressed as a
percent or decimal. It is determined as follows:
e=
Vv
Vs
x 100
Eq. 299.5
where:
e
void ratio
53
Vv
volume of voids (cm3)
Vs
volume of solids (cm3)
The density, or unit weight, of the soil mass is further divided into moist density and dry density.
Moist density is the weight of water and soil solids divided by the volume of the soil mass. Dry
density is the weight of only the soil solids divided by the volume of the soil mass. These values are
determined using the following formulas:
V
W w + Ws
Eq. 299.6
or
Y =
d
Ym
w
1+
100
Eq. 299.7
where:
Ym
moist density (pcf or (kg/m3))
Yd
dry density (pcf or (kg/m3))
Ws
weight of solids (lb. or (kg))
Ww
weight of water (lb. or (kg))
moisture content (%)
total volume (ft3 or (m3))
54
Table 299.5
Typical Dry Densities*
Soil
lb/ft3
Gravel and Sand

Silts and Clay
Peat
120 140 (1,900 2,250)

90 110 (1,450 1,750)
~ 20 (300)
* Terzaghi, K. and Peck, R. B., Soil Mechanics in Engineering Practice
The density of the soil mass affects the strength of the soil. Generally, the strength of a soil
increases as its dry density increases. Also the potential for the soil to take on water at later times
is decreased by higher densities. This is due to the decreased presence of air space in the soil
mass.
The in situ moisture content of a soil is often used, along with the soil classification, to determine
the suitability of the material as a subgrade. Generally, as the moisture content of a soil increases
its strength decreases and the potential for deformation and instability increases. For example, if
the natural moisture content is near the liquid limit then the soil will quickly be disturbed by earth
moving equipment and is unlikely to be suitable subgrade material. On the other hand, a natural
moisture content below the plastic limit indicates a relatively firm material that could provide a
suitable subgrade, provided that additional moisture is not added. The moisture content of a soil
should be expected to vary seasonally.
5. FWD testing
A. MnDOT uses Dynatest FWDs that are each equipped with 10 pavement deflection sensors.
One of the 10 sensors is located on a bracket behind the load plate and is used for PCC joint
transfer testing. The following sensor positions (in distance to the center of the load plate are
used):
Table 299.6 FWD Sensor Positions

Sensor #
10*
Distance
0
mm
203.2
mm
304.8
mm
457.2
mm
609.6
mm
914.4
mm
1219
mm
1524
mm
1829
mm
-305
mm
* This sensor is placed in a bracket behind the load plate.
55
B. For FWD testing that will be analyzed with the TONN program or the ELMOD program, the
following drop sequence is recorded:
2 drops at 9,000 pounds.
C. For FWD testing of PCC joint load transfer, the following drop sequence is recorded:
6. TONN program background
The TONN method reports, the TONN rating, TONN overlay thickness, estimated life, R-value,
and GE for each FWD test. The following section discusses the procedure used to calculate these
values.
A. TONN rating
Allowable spring pavement deflections were developed from MnDOT Investigation 603.
Table 299.7 shows the allowable spring pavement deflections for pavements of different
thickness, at different traffic levels. However, Investigation 603 collected deflection data with a
Benkelman Beam, a pavement deflection measuring device which has now been replaced with
the FWD. In addition, FWD data is normally collected in the summer and not during the
spring thaw. To use this table with summer FWD data, the deflection measured by the FWD
(by the sensor located at the center of its load plate) is adjusted for load, temperature, season
(Tables 299.8A, 299.8B & 299.8C), and a Benkelman Beam correction factor. The TONN
Rating is reported by the program as the ratio of 90% of the allowable spring deflection to the
measured deflections (after adjustment) multiplied by 10.
The following calculations are used by the TONN program (all English units used).
STEP 1.
Use the BELLS3 equation to calculate the internal temperature of the HMA
pavement ( 3 ) using; the previous days minimum and maximum
temperatures, the HMA pavement surface temperature collected by the FWD,
and the HMA pavement thickness. Computer code is required to perform the
BELLS3 equation calculations; this code is available as part of publication
FHWA-RD-98-085, Temperature Predictions and Adjustment Factors for
Asphalt Pavement.
56
STEP 2.
STEP 3.
Adjust the deflection measured by the FWDs #1 sensor (D1, mils) to a

deflection corresponding to standard 9,000 lb. load (19, , ).
19 = 1()
9000 ()
( ())
Transform the adjusted FWD deflection (19 , ) into equivalent

Benkelman Beam deflections (9000 , ) using one of the following
equations:
For HMA on aggregate base:
9000 = 5.15 + 1.05 19
For full-depth pavements:
STEP 4.
9000 = 3.8 19
Adjust the equivalent Benkelman Beam deflections (9000 , ) for test

temperature effects to a standard 80F test temperature.
= (9000 0.1 + 800.69 3 0.69 (0.00824082
1
STEP 5.
STEP 6.
0.23 + 0.00782122))(0.1)
Adjust the temperature-corrected Benkelman Beam deflection ( , )

for the seasonal effects (to obtain an estimate of springtime deflections) using the
appropriate seasonal adjustment factor from Table 299.8A, 299.8B or 299.8C,
as appropriate.
80 =
The TONN capacity is the ratio of 90% of the allowable spring deflection
(Table 299.7) to the adjusted deflections (80 , ) multiplied by 10.
= 10
B. TONN overlay thickness
(.9 )
80
The following procedure is used to calculate the required HMA overlay thickness to avoid
seasonal load restrictions (all English units used).
57
STEP 1.
``
STEP 2.
Use the TONN rating procedure to determine the allowable spring deflection
and the equivalent Benkelman Beam deflection, adjusted for temperature and
seasonal effects (80 )
Use the equation below to calculate the thickness of the HMA overlay required
to reduce the measured deflections to less than 90% of the allowable spring
deflections. This method assumes that the deflection is reduced by 11% for each
inch of HMA overlay.
() =
C. Estimated life
8.5812
80
(0.9 )
The following procedure is used to calculate the estimated remaining pavement life until
terminal serviceability in flexible ESALs.
STEP 1.
STEP 2.
Use the TONN rating procedure to determine the allowable spring deflection
and the adjusted deflections (80 ).
Analysis of AASHO Road Test data by the Asphalt Institute resulted in the
following equation (solved for ESALs) that relates pavement deflections to
ESAL capacity. Use this equation with the adjusted deflections (80 ) to
calculate the ESAL capacity.
114815362149.67
=
(80 )
58
Table 299.7 Allowable Spring Deflections

Traffic
Two-Way HCADT
<50
Two-Way ADT
<500
50-100
5001000
100-150
10003000
>150
>3000
Allowable Deflections (mils)

[1 mil = 0.001 inches]
HMA Surface Thickness

< 3 in.
3 to 6 in.
> 6 in.
75
65
55
70
60
50
60
50
40
45
40
35
Table 299.8A - Seasonal Adjustment Factors

for Plastic Embankments
Date of Test
Asphalt
Surface
Thickness
2 in.
> 2 3
> 3 5
> 5 8 in.
> 8 in
> 8 in. Full-Depth Construction
5/1
5/16
6/1
6/16
7/1
7/16
8/1
8/16
Sept
5/15
1.12
1.17
1.14
1.17
1.13
1.12
5/31
1.29
1.34
1.24
1.25
1.18
1.16
6/15
1.44
1.50
1.37
1.25
1.16
1.16
6/30
1.53
1.59
1.43
1.25
1.13
1.10
7/15
1.60
1.63
1.50
1.26
1.15
1.09
7/31
1.65
1.67
1.58
1.30
1.18
1.15
8/15
1.69
1.71
1.64
1.41
1.29
1.33
8/31
1.73
1.73
1.70
1.50
1.37
1.46
1.79
1.75
1.71
1.55
1.45
1.55
Table 299.8B - Seasonal Adjustment Factors

for Semi-Plastic Embankments
Asphalt
Surface
Thickness
5 in.
>5
Date of Test
5/1
5/16
6/1
6/16
7/1
7/16
8/1
8/16
Sept
5/15
1.16
1.29
5/31
1.35
1.40
6/15
1.40
1.46
6/30
1.50
1.50
7/15
1.52
1.54
7/31
1.51
1.58
8/15
1.48
1.64
8/31
1.46
1.69
1.45
1.71
Table 299.8C - Seasonal Adjustment Factors

for Non-Plastic Embankments
Asphalt
Surface
Thickness
2 in.
> 2 5
> 5 8 in.
Date of Test
5/1
5/16
6/1
6/16
7/1
7/16
8/1
8/16
Sept
5/15
1.30
1.21
1.00
5/31
1.41
1.36
1.02
6/15
1.72
1.47
0.98
6/30
1.79
1.53
1.00
7/15
1.83
1.58
1.05
7/31
1.83
1.56
1.05
8/15
1.88
1.52
1.07
8/31
1.88
1.49
1.11
1.88
1.44
1.11
59
D. R-value
FWD data can be used to estimate the R-value of in situ soil. In the laboratory (MnDOT Lab
Manual Section 1307), R-value is calculated from the ratio of an applied vertical pressure to
the developed lateral pressure and is a measure of the materials resistance to plastic flow.
Values range from 0 to 100, where 0 corresponds to the resistance of water to deformation
and 100 corresponds to the resistance of steel.
FWD data is used to calculate the R-value using a forward-calculation technique that was
developed by Erland Lukanen (retired MnDOT Engineer). This method uses the Hogg model,
a two-layer system consisting of a relatively thin plate on an elastic foundation. In this
approach the stiffness of the elastic foundation which is the upper region of the subgrade is
calculated.
The R-value calculation first requires determining the distance from the center of the FWD
load plate to the location where the deflection is the deflection at the center of the load
plate. This location is calculated using a regression analysis of the FWD basin. This distance is
the approximate depth at which the R-value is calculated and is presumed to be in the upper
subgrade (because the zone of influence of an applied load on the soil is assumed to spread at
an angle of approximately 45 with depth).
Computer code is used to perform the Hogg model analysis using; the FWD drop force, the
deflection at the center of the load plate, and the distance to where the deflection is the
deflection at the center. The result is multiplied by a factor of 1.3 (to match the results of other
calculation methods) and is adjusted using the TONN methods seasonal adjustment factor.
The final result is an estimate of the spring subgrade modulus in psi. This value is then
transformed into an R-value using the following equation:
E. GE
= (0.41 + 0.873
1.28
)
1000
GE, or granular equivalency, is the measure of structure in R-value design. One inch of GE
is equivalent to 1 inch of class 5 aggregate base. The TONN program GE value is calculated
using correlations between R-value, flexible ESALs and GE that were derived from
Investigation 603 and AASHO Road Test data. This same correlation was used to produce the
R-value chart that was used for R-value design. The correlation is given in the following
equation.
= 27.4 + 14.1 10 ( ()) 23.8

10 ( )
60

Chapter 3 Pavement Subsurface
Date
Contents
Introduction ........................................................................................................................................................ 1
300 - Definitions ................................................................................................................................................ 1
310 - Aggregate Base and Subbase .................................................................................................................. 3
320 - Below the Subbase ................................................................................................................................... 5
330 - Compaction ............................................................................................................................................13
340 - Shrinkage Calculation ............................................................................................................................16
350 - Infiltration ...............................................................................................................................................19
360 - Culvert Backfill Treatments..................................................................................................................21
370 - Subsurface Drainage ..............................................................................................................................24
380 - Frost Effects ...........................................................................................................................................27
Introduction
Pavement subsurface includes the base, subbase, engineered soil and embankment. The pavement
structural design and minimum pavement sections are contained in Chapter 4 - HMA and Chapter
5 - PCC. This chapter contains requirements and guidance for the design of the pavement
subsurface to address concerns such as weak or unstable soils, differential frost heave, and
subsurface moisture.
300 - Definitions
This section contains several definitions of pavement subsurface components that are used in this
chapter. Examples of these terms are illustrated in Figure 300.1.
Figure 300. 1 Example of New Rural Pavement Sections
Excavation (Cut) Section
Embankment (Fill) Section
Grading Grade
Paved
Shoulder
Paved
Shoulder
Mainline Pavement
Agg. Surfacing
Topsoil
or Slope
Dressing
Granular Material
Aggregate Base
Subbase
Select Grading Material
Embankment
Subgrade
Excavation
Drain
Natural Ground Level
(After Removing Topsoil)
Top of
Subgrade
Existing Soil
Aggregate Base is the layer of aggregate placed below the HMA or PCC pavement. Typically, it
is made of a layer of class 5 or class 6 dense-graded aggregates (Specification 3138.2E), but it may
also contain a drainable layer. This layer provides; a construction platform for paving, a portion
of the pavement structure, a filter layer, and resistance to differential frost heave. This layer also is
resistant to the effects of moisture such as; maintaining strength when saturated, resistant to
moisture damage, and will not draw water up through capillary action (important for frost
resistance). Class 5 and class 6 aggregate base also provide some limited drainage capability. It
drains better than non-granular soils, but its drainage capability is much less than designated
drainable materials.
Grading Grade is defined by the MnDOT Standard Specifications for Construction as the
bottom of the aggregate base.
Subbase is the layer of granular material below the aggregate base. Typically, it is select granular
or granular (Specification 3149.2B), but it may also contain layers of class 3 or class 4 aggregates
(Specification 3138.2E). Subbase provides resistance to differential frost heave, improved
moisture properties as compared to non-granular soils and may provide part of the pavement
structure. Subbase must have drains below its outside edges unless it is daylighted to the in-slope.
Top of Subgrade is the surface of material immediately beneath the granular material. If there is
no granular material, then the top of subgrade is the grading grade.
Engineered Soil is often referred to as subcut, compaction subcut, or uniformity subcut.
It is the layer of select grading material (Specification 2105.1A6) immediately beneath the
subbase. This layer provides a uniform, compacted layer for the pavement structure and improves
resistance to differential frost heave as compared to the existing soil.
Select Grading Materials are all mineral soils found in the Triaxial Chart in the Grading and
Base Manual, excluding silt. Silt is defined as soils containing 80% or more silt-sized particles.
Marl and organic soils are also excluded (Specification 2105.1A.6).
310 - Aggregate Base and Subbase
This chapter only applies to the materials and specifications of aggregate base and subbase; for
thickness and structural requirements see Chapter 4 - HMA or Chapter 5 - PCC.
1. Aggregate base
Specify the following materials to be used as aggregate base.
A. Dense-graded aggregate base (Specification 3138)
Class 5 This material is the most commonly used and is applicable in most situations.
Class 5Q This material may be used whenever class 5 may be specified. It is a special
gradation that is intended to be more convenient to produce when the source aggregate is
quarried.
Class 6 This material is generally regarded as a somewhat higher quality material than class
5 because it has fewer fines (improves drainage), more crushed material (improves stability),
and a stricter requirement for aggregate properties.
B. Drainable bases (Specification 3136) - There are two types of drainable bases: open graded
aggregate base (OGAB) and drainable stable base (DSB).
OGAB may only be specified with PCC pavements and it must be accompanied by edgedrains. Its use is limited to PCC pavements because its excellent drainability comes at the
expense of its stability. The minimum layer thickness is 4.0 inches (see Figure 500.1) and
must be placed on dense-graded aggregate base to prevent intrusion of fine materials into
the OGAB. The typical installation of OGAB is shown in MnDOT Standard Plan Sheet
5-297.432.
DSB is a more stable material than OGAB. DSB has less drainability than OGAB but it is
still very drainable. It may be used where dense-graded aggregate base is used, but a
drainage path must be provided. The drainage path may be provided by either edge-drains
or by daylighting the layer to the in-slope.
2. Subbase
The following materials are suitable for use as pavement subbase:
(1) Select granular material (Specification 3149.2B.2): This is the most commonly specified
material.
(2) Select granular material (super sand) (Specification 3149.2B.3): This is select granular
material with stricter gradation requirements for material passing the No. 40 and No. 200
sieves, which are intended to improve this materials drainage and frost performance as
compare to select granular material. Specifying this material is dependent on its availability,
cost, and district preference or experience.
(3) Select granular material modified: Select granular material with the specifications
modified by Special Provision or plan note may be specified due to district preference or
experience.
(4) Class 3 or class 4 aggregate (Specification 3138): For the design of pavements, these
materials have a greater structural contribution than the same thickness of select granular.
These materials are specified at the discretion of the District Materials/Soils Engineer (see
Chapter 4 - HMA).
A. Drains
If the subbase is placed in an excavation of non-granular soil (percent passing ratio [No. 200
(75 m)/1 inch (25 mm)] sieve > 20)) that is not daylighted, then provide longitudinal subcut
drains on each side of the subbase (see Section 370 Subsurface Design).
320 - Below the Subbase
Any construction beneath the aggregate base and subbase is at the discretion of the District
Materials/Soils Engineer. This section contains subgrade treatments and corrections commonly used
on MnDOT projects.
1. Subgrade preparation/engineered soil
The existing soil is normally prepared with the following:
A. Subgrade preparation (Specification 2112) consists of shaping, mixing, and compacting the top
6.0 inches of existing soil before placing the next layer.
B. Engineered soil is often referred to as a subcut, compaction subcut, or uniformity
subcut. This is a layer of select grading material (Specification 2105.1A6) immediately beneath
the subbase. Typically, this layer is constructed by excavating the existing soil to the depth of
the engineered soil layer, removing any silt or unsuitable material from the excavated soil, then
blending, backfilling, and compacting the excavated soil (specified as select grading material)
into the excavation. The source of the select grading material for the backfill does not need to
be from the excavation but if it meets materials specifications it may be used. This provides a
uniform, compacted layer for the pavement structure and improves resistance to differential
frost heave as compared to the existing, undisturbed soil. Engineered soil is typically specified
from 1 to 4 feet deep, depending on district preference and experience.
2. Special treatments
A. Swamp areas
Swamps are areas where poor foundation soils and/or wet materials are excavated and
replaced with a suitable backfill or a floated embankment is used. Poor foundation soils
contain >5% organic material by weight, peat, marl, or other soils. Wet material is any material
where the soils are described as wet in the boring logs. Suitable backfill is typically either
granular material or plastic material (select grading material).
Determine the depth and limits of required excavation by using soil borings (see Section 220 Borings). The MnDOT Foundations Unit (Office of Materials and Road Research) may also
be contacted for recommendations.
5
(1) Excavation and backfill. In this method, swamp materials are excavated and replaced with
suitable backfill. For fills of intermediate height (5 to 20 feet), the typical section shown in
Figure 320.1 should be used as a guide.
a. In general, swamp materials should be excavated outward (from the road centerline)
and down from the point of intersection of the proposed side slopes and roadway
surface (P.I.) to a depth of about two thirds the swamp thickness. From that point, the
swamp materials should be excavated on a slope of 1(V) to (H) outward and up to the
existing grade and in and down to the bottom of the swamp.
b. For shallow fills of less than about 5 feet, a floated embankment may be used; or the
excavation may be made on a steeper slope of 1(V) to (H), but must extend outward
and all of the way down to the bottom of the swamp.
c. For high fills of more than about 20 feet in height, where more excavation is required to
maintain stability, the typical section (1(V) to 1(H) slope), or even flatter, should be
maintained and extend outward and all the way down to the swamp bottom. These fills
must be designed by a geotechnical engineer.
d. Poor foundation soils may be disposed of outside the completed toe of the roadway
embankment. In general, disposal areas for swamp materials should have 1(V) to 10(H)
or flatter slopes, unless otherwise specified by the MnDOT Foundations Unit (Office
of Materials and Road Research).
e. Backfill material should consist of either granular or select grading. If the excavation is
performed underwater, the excavation should be backfilled with granular material to a
level at least two feet higher than the local water level. If the excavation is performed in
the dry (due to natural causes or the water having been removed from the excavation by
sumps and pumping) it may be backfilled with either select grading or granular soils.
However, granular soils are generally the preferred swamp backfill material.
Figure 320.1 - Typical Swamp Sections
f. Caution should be exercised if sumps and surface pumping are used, as such methods
may decrease overall stability and result in flowing material or slides and damage to
adjacent structures. In some swamp excavations it may be necessary to maintain the
natural water level, even by pumping in water, to keep the sides of the excavation stable
or to minimize possible settlement of adjacent structures.
g. The proximity of adjacent structures to the excavation should be a carefully considered.
The damage that would result from flowing material or slides should be addressed.
Installation and monitoring of settlement plates, hub lines, or other instrumentation
may be necessary, and should be coordinated with the MnDOT Foundations Unit
(Office of Materials and Road Research).
(2) Floated embankment. In the placement of a floated embankment, existing trees, brush,
and other surface vegetation is clear cut with only minimal disturbance to the existing
vegetative mat. The embankment is placed directly over the existing swamp, proceeding
from the toes in toward the road centerline, with the slope width, including berms,
exceeding twice the depth of the swamp. Typically, this method requires less fill material
because the swamp material is not removed. Placement of geosynthetics (geotextiles or
geogrids) between the swamp and placed embankment materials is recommended in order
to minimize ruts, expedite work, increase allowable stresses on the swamp subgrade and to
allow the floated embankment to act as a cohesive whole. It should be noted that the use
of geosynthetics will not eliminate settlement, but will tend to make it more uniform.
It may also be desirable to use light weight fill (e.g., geofoam, wood chips, shredded tires,
etc.) for floating the embankment.
Note: The use of geosynthetics for earth reinforcement (MnDOT Specification
3733, type VI), or the use of light weight fill, should be coordinated with
and studied by the MnDOT Foundations Unit (Office of Materials and
Road Research).
(3) Embankment widening on weak soils. The placement of additional fill adjacent to an
existing roadway may be accomplished by either excavation and backfill or use of a floated
embankment. In either case, particularly if excavation and backfill is used, the stability of
the old road core should be considered. Figure 320.2 depicts embankment widening over
weak soils. This type of work should be studied and coordinated with the MnDOT
Foundations Unit and/or MnDOT Pavement Design Unit (Office of Materials and Road
Research).
Figure 320.2 Cross-Section of an embankment over an existing roadway in swamp area
B. Subgrade correction
Subgrade Corrections are used to eliminate specific unstable conditions in the subgrade of an
existing road (e.g., frost heaves and subgrade failures). These areas may be visually apparent
and may appear as weak areas in Falling-Weight Deflectometer (FWD) data (see Section 200 Falling-Weight Deflectometer (FWD)). Take borings to identify if poor/wet foundation
soils are present and to determine the depth and limits of the subgrade correction (see Section
220.2.D.(2) - Subgrade corrections).
Remove any poor/wet foundation soils and backfill with uniform soils. Poor foundation soils
contain peat, marl, >5% organic material by weight, or other soils as directed by the District
Materials/Soils Engineer. Wet materials are any soils that are described as wet in the boring
logs. Backfill is typically either granular material or select grading material (if the excavation is
dry). Wet areas may be drained with subsurface drains or by daylighting the granular material
to the ditch.
C. Shadow treatment
Differential heave may occur at the limits of the shadow cast by an overhead bridge. In
locations where this may occur, excavate 2 feet deeper than the subbase and backfill with
granular material. This treatment should extend for at least 150 feet, plus tapers, on either side
of the bridge.
D. Rock excavation
(1) Preliminary designs for rock excavation must be based on MnDOT's Road Design
Manual, Section 4-6.02.. Final designs should be established only after completion of a
detailed geological investigation.
(2) Roadway excavations require the determination of the rock excavation method
(mechanical or explosive) and transitions into and out of rock sections. Both transverse
and longitudinal transitions should be provided in the design to minimize differential
cracking. (Generally, rock designs provide for 6.0 inches of paid overbreak below the
bottom of the rock subcut).
10
3. Embankments
A. Any embankment in the road core must be either select grading or granular material. Nonstructural grading materials (Specification 2105.1A8) may be used as embankment outside the
road core (as described in the standard specifications).
The road core (2105.1A1) is defined as the area below the grading grade to the bottom of the
excavation and between the following:
For embankment heights 30 ft., from the grading grade point of intersections (P.I.s) with a
1(V) to 1(H) slope and
For embankment heights > 30 ft., from the grading grade point of intersections (P.I.s) with a
1(V) to 1(H) slope.
B. Slope preparation. Embankments which are to be widened and have in-slopes steeper than
1(V) to 4(H) require that the slopes be flattened to this slope, or flatter; or that steps
(benches) be cut into the slope (See MnDOT's Specification 2105.3C). The material used for
the embankment widening should substantially match the existing embankment material in
terms of textural classification, color, moisture and performance characteristics.
C. Controlled rate/surcharge. Compressible silts, clays, and organic deposits may be improved
by surcharging. A surcharge is applied in controlled lifts to the area to be treated and allowed
to remain while the foundation soils consolidate sufficiently to increase their strength or
reduce compressibility. After sufficient time for the required compression has occurred, either
the surcharge is removed or additional fill may be placed. Surcharging has proven to be a
relatively inexpensive method of treating deep compressible deposits.
D. Monitoring of embankment settlements and movements is done through the installation of
settlement plates, hub lines, control points or other instrumentation. Installation and location
of settlement plates on, and hub lines and control points outside of, the embankment should
be coordinated with the MnDOT Foundations Unit (Office of Materials and Road Research).
11
4. Transitions
Transitions between different materials and depths should be tapered to avoid differential
movement (e.g., frost heaving) of the pavement. The following transitions should be provided:
A. When connecting new surfacing, cut vertically to the bottom of the existing aggregate base (or
to the bottom of the new aggregate base, whichever is deeper) then diagonally at a 1(V) to
1(H) slope to the bottom of the recommended subgrade excavation.
B. When connecting to existing roadways at the termini of proposed new construction, cut
vertically to the bottom of the existing aggregate base (or to the bottom of the new aggregate
base, whichever is deeper); then at a 1(V) to 20(H) taper to the bottom of the recommended
subgrade excavation.
C. When matching into existing crossroads, cut vertically to the bottom of the existing surfacing
(or to the bottom of the new surfacing design, whichever is deeper) then at a 1(V) to 4(H)
slope to the bottom of the recommended subgrade excavation.
D. Provide 1(V) to 20(H) tapers when transitioning between subsurface layer depths. Tapers
between non-granular and granular must should be constructed so that the granular soil
overlays the plastic soil.
5. Topsoil removal
Provide a depth of existing topsoil to be removed and reused in areas that will be disturbed by
construction.
12
330 - Compaction
Compaction is the process of increasing the density of aggregate or soil by reducing its air voids
using mechanical means, such as rolling or tamping. It is carried out to improve the materials
engineering properties such as load-bearing capacity, stability, stiffness, volume change
characteristics, and resistance to settlement and frost damage. The inspection of compaction
activities and their results is necessary to ensure that the materials compaction is sufficient.
Specify, in the MDR, the appropriate method of compaction testing of aggregates and embankment.
In most instances more than one method is available and which method to specify will be based on
district experience/preference and available resources.
1. Aggregate
A. Specified density (Specification 2211.3.D.2.a)
Specified density is used only for virgin aggregate base material. The specified density method
compares the density of the compacted material to a reference value determined in the
laboratory from a proctor test.
B. Quality compaction (Specification 2211.3.D.2.b)
Quality compaction is the compaction of each lift until there is no further evidence of
consolidation. It is the default compaction requirement for aggregate surfacing.
C. Penetration index (Specification 2211.3.D.2.c)
Penetration index (PI) is the default method of compaction testing for aggregate base. The
penetration index method is based on testing the compacted material with a dynamic cone
penetrometer (DCP). A DCP consists of two 5/8 inch shafts coupled near mid-point. The
lower shaft contains an anvil and a pointed tip which is driven into the ground by dropping a
sliding hammer contained on the upper shaft onto the anvil. The amount that the shaft
penetrates into the soil (recorded in millimeters) per blow is known as the DCP penetration
index (DPI). The allowable DPI for different materials and moisture contents is given in Table
2211-3 of the MnDOT Standard Specifications for Construction.
13
2. Embankment (soils and granular materials)

A. Compaction testing not required
Mechanical compaction is not required on portions of the embankment that are constructed
with predominantly stone or rock fragments or placed in conjunction with topsoil covering or
roadside grading. Compaction testing should not be used on waste materials or non-rock
material (topsoil, etc.) utilized for incidental drainage or landscaping outside the roadbed
embankment. However, it is the responsibility of the project field inspector to approve that
the placed material is a compact mass that is acceptably consolidated.
B. Specified density (Specification 2105.3.F.1 )
Specified density is used for embankment material that doesnt meet the definition of granular.
The Specified density method compares the density of the compacted material to a reference
value determined from a proctor test. The requirement for the percentage of the reference
density for the existing material is found in specification 2105.3.F.1.
C. Quality compaction (Specification 2105.3.F.2)
Quality compaction is the compaction of each lift until there is no further evidence of
consolidation.
D. Penetration index (Specification 2105.3.F.3)
The Penetration index (PI) is used when the material that is being compacted meets the
definition of granular.
The penetration index method is based on testing the compacted material with a dynamic cone
penetrometer (DCP). A DCP consists of two 5/8 inch shafts coupled near mid-point. The
lower shaft contains an anvil and a pointed tip which is driven into the ground by dropping a
sliding hammer contained on the upper shaft onto the anvil. The amount that the shaft
penetrates into the soil (recorded in millimeters) per blow is known as the DCP Penetration
Index (DPI). The allowable DPI for different materials and different moisture contents is
given in Table 2105-6 of the MnDOT standard specifications for Construction.
E. Test rolling (Specification 2111)
Test rolling is an evaluation of a subgrade or subbase with a heavy roller to evaluate the
adequacy of the roadbed construction relative to uniformity and consistency of the subgrade
support in terms of strength, stiffness, stability, density and moisture content. The test roller
will detect weak/unstable subgrade areas due to inadequate compaction (both in terms of
moisture content and density), and/or unstable soils to a depth of about 5 feet. The failed
areas will require corrective measures. These measures may include removing the
14
unstable/unsuitable soils, reducing the moisture content by aeration, or the re-compaction of

the soil.
Test rolling in accordance with MnDOT 2111 is not, generally, recommended for the following
situations.
(1) Embankments or backfills thinner than 30.0 inches. Test rolling these shallow areas
probably will not pass the 2111 requirements.
(2) Roadbed construction where shallow underground utilities are present.
(3) Roadway segments with numerous, closely spaced, shallow, underground structure
(culvert, storm sewers, other utilities, etc.). In all situations where test rolling is used,
shallow structures must be protected against damage from the test roller. Structures should
have at least 30.0 inches of soil cover prior to testing the subgrade. This depth may require
the temporary increase in soil cover over the structure (construction of a blister).
(4) Roadway segments with relatively closely spaced bridge overpasses.
(5) Areas where geo-synthetics are placed within the upper 5 feet of the embankment.
F. Proof rolling (special provision)
Proof rolling is a method, similar to test rolling, to evaluate the adequacy of subgrade
compaction. The weight of the testing equipment (a loaded truck) is substantially lower with
proof rolling and therefor the depth that is being tested is less. Contact the MnDOT Grading
and Base Unit (Office of Materials and Road Research) for available Proof Rolling Special
Provisions.
15
340 - Shrinkage Calculation
Provide soil shrink/swell factors if the project uses Specification 2105 for excavation and
embankment. Shrinkage factors are not required when Specification 2106 is used for excavation and
embankment. In this instance, the contractor is responsible for their own shrinkage calculations.
Shrink/swell factors are determined by locating the material source and then estimating their volume
change from their undisturbed condition to their reworked and compacted condition (although,
MnDOT, typically, does not specify the borrow sources to use for a project). This change is referred
to as the shrink (if the compacted density is greater than the in situ density) or swell (if the
compacted density is less than the in situ density) of the material. The factor is particularly important
when haul distances are long.
A shrinkage factor of 100 percent means that a material will occupy the same volume when placed
and compacted in the roadway as it did in the ground prior to excavation. A factor greater than 100
means that the natural material will shrink and more borrow or excavation material will be needed to
build the planned embankment. A factor less than 100 percent indicates that the natural material will
swell (i.e., its density at the borrow source is greater than its expected density in the roadway
embankment).
One complication to be considered when determining shrinkage factors is the consolidation of the
underlying foundation soils during construction. This consolidation can induce roadbed settlement
in tilled fields, which would have a dramatic effect on the amount of fill needed on the project. The
shrinkage factor is therefore the sum of the compaction factor plus other factors. If varying
conditions are encountered, more than one shrinkage factor may be required.
The preferred method to determine the shrinkage/swell factor is to obtain undisturbed soil samples
from the borrow pit and measure their in situ density and moisture content. These undisturbed soil
samples may be taken either at the surface or in shallow excavations. In the case of non-granular
soils, MnDOT Foundation Unit (Office of Materials and Road Research) drill rigs can obtain
undisturbed thin-wall tube samples at depth. Densities of deep granular soils are most commonly
estimated from N60 values (the SPT N value corrected for field procedures).
The existing density values should be compared against the Proctor density/moisture curves to
arrive at a compaction factor. Although MnDOT's specifications may call for 95 or 100 percent of
AASHTO T99 (Method C) density, the as-built density may be greater than the specification density.
Investigation 183, Application of AASHO Road Test results to Design of Flexible Pavements in
Minnesota, concluded that non-granular fills are generally placed about 3 percent above
specification density, while granular fills are generally about 4 percent higher.
16
After the compaction factor is calculated, it should be adjusted for foundation consolidation to
arrive at an estimated shrinkage factor (Shrinkage Factor = Compaction Factor plus other factors).
Shrinkage factors have, in the past, included the disposal of unsuitable material: this practice is
misleading and should be discontinued. A separate calculation should be made to determine the
amount of unsuitable materials (primarily organic soils) that cannot be utilized on the job. Likewise,
estimates of swamp shrinkage should be made separately due to complicating factors such as vertical
subsidence and lateral compression. Guidance in this area may be obtained from the MnDOT
Foundations Unit (Office of Materials and Road Research).
The MnDOT Geology Unit (Office of Materials and Road Research) should be contacted for an
estimate of swell when rock cuts are being considered. Generally, rock shrinkage factors will be less
than 100 percent.
It may not be necessary to make an estimate of the shrinkage factor for particularly small projects
where exploratory resources are not available. In these situations, it is acceptable to use prior
experience and outside sources to estimate factors. One such source of existing engineering
properties of Minnesota soils is the Natural Resources Conservation Services Web Soil Survey
available at http://websoilsurvey.nrcs.usda.gov/app/HomePage.htm.
Another source of published shrinkage factors is an MHD study performed by W.W. Dreveskracht.
A regression analysis of some 70 compaction versus depth of excavation calculations resulted in the
values presented in Table 340.1.
Table 340.1 - Compaction vs Depth

Depth Feet
Compaction
(Shrinkage) Factor
1
2
5
10
15
20
25
30
122
116
108
102
98
96
94
92
The values given are compaction factors only and do not include other factors, such as equipment
shrinkage, which must be considered to arrive at an estimated shrinkage factor.
17
An additional adjustment may be made to account for accidental loss or waste during hauling. This
adjustment should change the final factor by no more than five percent.
Lastly, past MnDOT experience indicates that field conditions (e.g., depth, overburden and material
type) impact the shrinkage or swell as shown in Table 340.2.
.
Table 340.2 - Approximate Shrinkage

Factors
Material
Shrinkage Factor (%)

Rock
Sandstone
Limestone, granite,
basalt, etc.
Shale
90 - 100
70 - 90
90 - 110
Soil
Deep cuts and high fills

Normal cuts and fills
Ditch cuts and shallow
fills
Shoulder grading
Light shoulder grading
100 - 130
130 - 140
135 - 150
140 - 150
150 165
Swamp Backfill
Removing small
amount of topsoil
5 ft. below natural
ground
10 ft. below natural
ground
15 to 20 ft. below
natural ground,
irregular bottom
About 30 ft. below
natural ground, very
irregular bottom
130
135
140
145
150
18
350 - Infiltration
Infiltration of water into the ground is a practice used to reduce the amount of water that would
normally drain as a surface flow. However, water can be damaging to pavement structures and areas
used for infiltration should be limited to areas where the water will not degrade the pavement.
Follow these guidelines for the location of infiltration with regard to pavement sections.
On state highways, no water should be introduced into any area that may be a source of water for
the base, subbase, or existing soil above the groundwater table.
In rural cross-sections, this area extends from shoulder PI to PI and downward and outward at
1(V) to 2 (H) slopes (see Figure 350.1) to the top of the groundwater table.
For urban cross-sections, the width of this area is 12 feet beyond the back-side of the curb to the
depth of the base and subbase, and from the back of the curb down to the top of the
groundwater table (see Figure 350.2). Infiltration may be allowed within 1 foot of the back of the
curb if an impermeable barrier is used to protect the base, subbase, and existing soil (see Figure
350.2).
Non-highway pavements, such as sidewalks, driveways, parking lots, utility roads, and some lowspeed low-volume city streets may be designed to allow infiltration under their structure. A
minimum of 6.0 inches of aggregate material should be placed under the pavement and above the
depth of any infiltration. This will act to drain the pavement material and keep moisture from being
introduced to the pavement from below. Although, the minimum aggregate depth is not sufficient
to reduce frost heaving and will have a minimal effect on loss of pavement section strength from
saturation.
Note: These guidelines only address concerns related to the pavement section. There may be
additional considerations related to slope stability, maintenance, and other factors that must
be addressed.
19
Figure 350.1 - Rural roadway section
CL
Base & Subbase
1 to 2 (V:H) Slope
No Infiltration Area
(Between Dotted Lines)
Existing Soil
Groundwater Table
Figure 350.2 - Urban roadway section
No Barrier
With Impermeable Barrier
12 ft
12 in
Impermeable
Barrier
Base & Subbase (hatched)
Existing Soil
1 to 2 (V:H) Slope
No Infiltration Area
(Between Dotted Lines)
Groundwater Table
20
360 - Culvert Backfill Treatments
For any culverts that are being installed on a project specify in the projects MDR which backfill
treatment and frost depth to use, any modifications to the standard backfill treatment, and whether
to use a plastic soils cap.
1. There are three different backfill treatments for culverts and one for box culverts.
Treatment # 1 - Applies to all culverts with granular existing soil (Figure 360.1).
Treatment # 2 - Applies to culverts with existing plastic soils where the frost depth* is above the
center of the pipe (Figure 360.2).
Treatment #3 - Applies to culverts with existing plastic soils where the frost depth* is below the
center of the pipe (Figure 360.3).
Box Culvert - Modifies Treatments #1, #2, and #3 for use with a box culvert (Figure 360.4).
*Districts have developed standard frost depth for the specification of culvert
treatments.
2. Geotextile
A geotextile (Specification 3733, type V) is often specified for use below the aggregate bedding
for separation and stabilization if the existing soils are soft and/or unstable.
3. Plastic soil cap at the end of large drainage structures
Erosion and piping may occur in the granular bedding and/or the backfill of large drainage
structures on either the inlet or outlet ends, although, the problem is generally more prevalent at
the inlet. Scour is generally less of a problem when flare-type aprons are provided for the
structure.
Large metal pipe and precast box culverts normally have concrete aprons and drop walls to
protect the bedding from erosion. However, this may not be sufficient to prevent erosion around
the structure, especially with flooding conditions and granular embankments.
To alleviate this potential problem, a plastic soil cap (as shown on Figure 8-6.02H of the Road
Design Manual) should be recommended in the MDR when erosion of a large drainage
21
structures (60-inch diameter and greater) is a concern. The treatment normally will only be
required at the inlet end of the structure; however, when deemed necessary it may also be used at
the outlet end. The treatment may be recommended for use with either granular embankments or
plastic soil embankments when granular treatments are provided.
Figure 360.1 Treatment # 1: Culverts with granular existing soil
Figure 360.2 Treatment # 2: Culverts with existing plastic soils where the frost depth is above the
center of the pipe
22
Figure 360.3 Treatment #3: Culverts with existing plastic soils where the frost depth is below the center
of the pipe
Figure 360.4 Box culvert
23
370 - Subsurface Drainage
Excess subsurface water has a detrimental effect on both HMA and PCC pavements and the lower
pavement layers. It reduces the strength of the aggregate base, subbase, and soil which may cause
pavement cracking or rutting, deterioration of existing pavement cracks and joints, and promotes
frost heave. To address the problem of subsurface water, base and subbase layers may be daylighted
to the ditch or subsurface drains may be installed.
The following discuss alternatives for removing subsurface water.
1. Subsurface drain types and design guidelines
MnDOT uses several types of drains to remove water from pavement structures. The following is
a list of these types, including recommendations for their use.
A. Subcut drains (specification 2502.3.f)
Subcut sections are at high risk for collecting potentially damaging subsurface water because
these sections may create a bathtub by extending relatively permeable material below the
natural, less permeable grade. Subcut drains are designed to remove the water from this
bathtub. They are typically a longitudinal perforated pipe located in the bottom of each of
the outer-most corners of granular backfilled subcuts (see MnDOT Standard Plan 5-297.430
and 5-297.433). The use of subcut drains is recommended for most situations.
B. Edge-drains
Edge-drains are installed along each side of the mainline pavement and are intended to drain a
portion of the pavement structure. There are two types of edge-drains, pavement edge-drain
type (specification 2502.3.g) and permeable aggregate base type (Specification 2502.3.e).
(1) Pavement edge-drain type drains (Specification 2502.3.g)
Pavement edge-drains type drains may be installed during the construction of a new
pavement structure or (more typically) retrofitted into an existing pavement structure.
These drains consist of a perforated pipe, wrapped in a geotextile fabric, which is placed in
the bottom of a trench filled with fine filter aggregate (Specification 3149.2.J.2) (see
MnDOT Standard Plan 5-297.432). They are used to collect and discharge water
infiltrating into the pavement system from rain, snow melt, and spring-thaw seepage.
24
While these drains are effective in mitigating water that infiltrates through the pavement
surface, they are located too high in the structure to be able to correct groundwater
problems. The MnDOT Geology Unit (Office of Materials and Road Research) should be
contacted to address any groundwater concerns.
Pavement edge-drain type (Specification 2502.3.g) is recommended to be used in these
situations:
With rubblized or crack and seat projects.
With unbonded PCC overlay (UBOL) projects that use a geotextile fabric as an
interlayer (if the fabric cannot be drained by a daylighted aggregate base layer).
When PCC or HMA full-depth pavements on plastic soils receive rehabilitation work of
any magnitude.
In any areas where the pavement has a history of pumping.
(2) Permeable aggregate base (PAB) type drains (specification 2502.3.e)
Permeable aggregate base (PAB) type drains consist of a perforated pipe, not-wrapped in a
geotextile fabric, which is placed in the bottom of a trench filled with permeable aggregate
(see MnDOT Standard Plan 5-297.431 & 5-297.432). This type of drain provides a
relative high-rate of flow and is required when a pavement is constructed with a highly
permeable drainage layers such as:
Open-graded aggregate base (OGAB)

Drainable stable base (DSB)
Permeable asphalt stabilized stress relief course (PASSRC)
Permeable asphalt stabilized base (PASB)
2. Discharge pipe and headwall

Subsurface drains are drained by 4.0 inch non-perforated, rigid thermoplastic (TP) discharge
pipes and connections at specified intervals. Precast concrete headwalls with rodent screens are
provided at each discharge pipe to protect its ends.
Discharge pipes should be daylighted to the ditch through headwalls or tied into the
storm sewer system at distances no greater than 500 feet, although this distance should
be no greater than 300 feet where pavement grades are less than 0.2 percent. MnDOT
Standard Plan 5-297.433 illustrates the typical drain design.
3. Pavement widening drainage system
25
Permeable aggregate base (PAB) is a recommended option for designs that involve the widening
of narrow pavements to facilitate the drainage of any water trapped in the existing pavement by
the widening. The drainage system is shown in MnDOT Standard Plan 5-297.432. The type of
PAB material (OGAB, PASB) used for this widened section is optional.
Where PAB is used under a widened section on the high side of a superelevated roadway, two
drain options are available:
Move the drain from the outside edge of PAB to the inside edge (next to existing pavement).
Eliminate the PAB in these areas and substitute either class 5 base or, as appropriate, deepstrength bituminous or concrete.
The standard pavement edge-drain (3-inch diameter) is used with the PAB widening design and
not the PAB drain (4-inch diameter) because they are less expensive and will provide adequate
drainage for the widened section.
4. Interceptor drains (mini weeps)
Interceptor drains are incorporated into unbonded concrete pavement overlay designs to collect
water from the existing PCC joints and major cracks. These drains typically connect into a
standard permeable base drain for discharge.
The design concept is shown in MnDOT Standard Plan 5-297.432.
5. Subsurface drain maintenance
Proper maintenance of subsurface drain systems is critical to the performance of pavement
systems, with the lateral outlet pipes being the primary area of concern. Vegetation growth,
roadside slope debris, and topsoil are notorious for obstructing and plugging these outlet pipes. If
the drain system becomes blocked it can severely harm the pavement structure by reversing its
normal function and allowing more water to build up than would normally exist in the pavement.
Therefore, inspection, cleaning, and repairing of the subsurface drains and lateral outlets should
be regularly scheduled every two years or less to avoid damage. A simple mandrel can be used to
check the discharge pipes and connections, which are the locations where most problems occur.
The use of 2-inch diameter video equipment for inspection of the edge-drain system after, and
even during, construction is recommended (The MnDOT Geology Unit has access to such
cameras should they be needed).
Note: Drainage systems should not be incorporated into the pavement system unless
a commitment to regularly inspect and maintain them has been made by the
district.
26
380 - Frost Effects
This section discusses frost heaving, thaw weakening, and estimating frost depth.
1. Detrimental effects of frost
A. Frost heaving
Frost heaving is caused by frost lenses growing in a frost susceptible soil. Frost lenses begin as
ice crystalizing within the larger soil voids. As freezing temperatures continue and advance
deeper into the soil, water may remain unfrozen in the soils pore structure despite freezing
temperatures. This unfrozen water, augmented by any source of unfrozen water from below, is
transported upwards by capillary rise, to crystalize and add to the mass of the frost lenses. As
the frost lenses grow, the overlying soil and pavement will heave up, potentially resulting in
pavement roughness and cracking. The frost lenses will grow until the water source is used up,
or until temperatures are low enough to freeze the capillary water, in which case a secondary
layer of frost lenses may form at a lower depth. The frost heaving process is diagramed in
Figure 370.1.
Three conditions are necessary for frost lenses to form and cause frost heave. These are:
Freezing temperatures
Water
Frost susceptible soil Any material with more than 3% material finer than 0.02 mm is
considered to be likely frost susceptible (see Figure 370.2).
Removal of any of these conditions will eliminate or minimize frost heaving. If these
conditions occur uniformly, heaving will occur uniformly which normally is not detrimental to
pavement performance. However, if these conditions are non-uniform, heaving will also be
non-uniform which will cause pavement roughness and possible cracking.
27
Figure 370.1 - Diagram of Frost Heaving
Freezing Air Temperatures
Ice Lenses
Frozen Layer
Ice Lenses
Mixture of Water (in the soil

pore structure) and Ice.
Capillary Rise
Unfrozen Layer
(Water source)
Deepest Advance
of Freezing
Temperatures.
Figure 370.2 - Frost susceptibility of various soil types tested by the Corps of
Engineers, 1950-1970 (from FHWA-TS-80-224, "Highway
Subdrainage Design," August 1980).
28
B. Thaw weakening
Thaw weakening occurs during spring melting when ice contained in the pavement subsurface
melts. Because thawing typically proceeds from the top down, this water is trapped by the
remaining frozen soil beneath. The increase in moisture from this trapped water reduces the
stiffness of the pavement subsurface layers and more fatigue will occur to the pavement
structure than during normal conditions.
2. To reduce frost effects
A. Replace frost-susceptible material with frost resistant material
Frost susceptible soils have pore sizes that promote capillary rise which facilitates the growth
of frost lenses. Therefore, the degree of a soils frost susceptibility is related to the amount of
fines that it contains. Materials with less than 10% finer than no. 200 (75 m) sieve are
considered to be frost resistant and will likely experience little frost heaving. Materials with
greater amounts of fines are considered frost susceptible to some degree with soils containing
silts regarded as the most frost susceptible. Clays also contain fine material but their
permeability may be so low as to inhibit capillary rise and the growth of frost lenses.
Generally, it is impractical and not-cost effective to replace all of the pavement structure with
frost resistant material. MnDOTs standard pavement structure requirements are a
compromise between cost and anticipated benefits. For new HMA pavements on nongranular soils, MnDOT requires a minimum total pavement structure of 30.0 inches for roads
with less than 7 million 20-year BESALs and 36.0 inches for roads with more than 7 million
20-year BESALs. This thickness includes pavement, base, and subbase. This depth is
approximately one-half the average frost depth for Minnesota overall. Higher trafficked roads
require thicker frost resistant because the increase in reliability and performance are
considered worth the expense. For new PCC pavements on non-granular soils, MnDOT
requires a minimum of 4.0 inches of base on 12.0 inches of subbase.
B. Provide good roadway drainage
Water in the pavement subsurface is a necessary condition for both frost heaving and thaw
weakening and minimizing it will minimize both frost effects. Provide surface drainage and
seal any cracks or joints to keep surface water from entering the pavement subsurface. Use
aggregate and granular materials under the pavement and provide a path for these layers to
drain. The drainage path may include drains or daylighting the layer, which is extending the
width of a pavement layer to near the in-slopes (only covered by topsoil) so that the layer may
directly drain to the ditch.
29
C. Uniform soil
Uniform soil will tend to heave uniformly which typically isnt detrimental to a pavement.
D. Match materials and use transitions
Uniform frost heave is typically not a problem but any abrupt differences in heave will be
experienced as a bump or roughness. It is important to match the thickness and materials of
adjacent sections and to use appropriate transitions when differences are necessary.
4. More information on frost
Consult the Army Corps of Engineers Engineering Manual (EM 1110-3-138), Pavement Design
for Seasonal Frost Conditions at
http://www.publications.usace.army.mil/Portals/76/Publications/EngineerManuals/EM_11103-138.pdf
30
MnDOT Pavement Design Manual, Feb 25, 2016

Chapter 4 HMA (Hot-Mix Asphalt)
Date
Contents
Introduction ........................................................................................................................................................ 1
400 New/Reconstructed HMA Pavements................................................................................................ 2
410 - Reclamation/Recycling of Existing HMA Pavement......................................................................... 4
420 Rubblization and Crack and Seat ........................................................................................................11
430 - Pavement Design using MnPAVE-Flexible ......................................................................................14
440 - HMA Overlay of Existing Pavement..................................................................................................28
450 - Materials and Specifications .................................................................................................................32
Introduction
For this manual, HMA refers to hot-mix asphalt or warm-mix asphalt layers of a pavement structure.
HMA pavement may be constructed on new aggregate base, recycled material used as aggregate
base, such as full-depth reclamation (FDR), or placed as an overlay on existing pavement. Other
asphalt containing materials such as cold in-place recycling (CIR) or stabilized full-depth reclamation
(SFDR) is considered as stabilized aggregate base material. Surface treatments, such as seal coats or
microsurfacing, are considered as surface treatments and not pavement.
This chapter contains directions for designing HMA pavement on mainline highways, determining
the HMA specification required for a Materials Design Recommendation (MDR), and evaluating
existing pavement with regard to rehabilitation with a HMA overlay. The process for pavement-type
selection is contained in Chapter 7 Pavement-Type Selection.
400 New/Reconstructed HMA Pavements
This section contains directions to design pavements for projects that include the complete removal
of the existing pavement or construction on a new alignment.
New/reconstructed HMA pavements are built on aggregate base and granular subbase. The base
and subgrade provide a portion of the pavements structure, a solid working platform for
construction and improved engineering properties as compared to native, non-granular soils; such as
higher strength, less reduction in strength during spring thaw, lower frost susceptibility, and
improved drainage.
Use the following standards to design new/reconstructed HMA pavements:
1. Projects that involve working the existing soil must comply with Figure 400.1 and its notes.
2. Projects that do not involve working the existing soil must comply with the following:
A. These projects must have existing soil, subbase, and/or aggregate base material in good
condition, suitable to perform as a portion of the pavement structure and to remain in the
pavement section. The designer must evaluate the existing materials and determine what
material will remain and what treatment, if any, will be required.
B. These projects do not need to comply with all of the requirements shown in Figure 400.1.
However, a minimum HMA pavement thickness of 4.0 inches on a minimum of 6.0 inches of
aggregate base must be used.
3. Design the pavement using MnPAVE-Flexible according to Section 430
Pavement Design Using MnPAVE-Flexible.
4. Specify the mix type, ride specification, lift thicknesses, and compaction requirement using
Section 450 Materials and Specification.
5. Any construction beneath the typical shown in Figure 400.1 is at the discretion of the District
Materials/Soils Engineer. For guidance regarding the pavement subsurface design see Chapter 3
- Pavement Subsurface.
6. For guidance on pavement cross sections consult the MnDOT Road Design Manual (Chapter
4 Cross Sections and Chapter 7 Pavement Design).
Figure 400.1 Pavement design standards for new/reconstructed HMA pavement for projects that
involve working the existing soil.
Layer
HMA Pavement
Aggregate Base
See
Note 1
Granular Subbase
Notes
4.0-inch minimum thickness
For non-granular soils use select granular.

Class 3 or class 4 can be substituted for a
portion of the select granular material at
the discretion of the District Materials/Soils
Engineer.
For granular soils (percent passing ratio
[no. 200 (75 m)/1.0 inch (25 mm)] sieve
20), mix and compact the upper 12.0 inches
(minimum) of the existing granular soils.
Soil
NOTE 1
For non-granular soils, the minimum pavement structure (i.e. pavement, aggregate
base, and subbase) thickness required is:
NOTE 2
See Note 2
30.0 inches for 20-year BESALs 7 million

36.0 inches for 20-year BESALs > 7 million
Any construction beneath the typicals shown above shall be at the discretion of the
District Materials/Soils Engineer.
3
410 - Reclamation/Recycling of HMA Pavement
Reclamation/Recycling of HMA pavement includes processes that grind the existing HMA
pavement and re-use it in the new pavement section. This includes full-depth reclamation (FDR),
stabilized full-depth reclamation (SFDR), cold in-place recycling (CIR), and cold central plant
recycling (CCPR). For more information see the Basic Asphalt Recycling Manual from the FHWA
and the Asphalt Recycling and Reclaiming Association at the following link
www.dot.state.mn.us/materials/pvmtdesign/docs/BasicAsphaltRecyclingManual.pdf.
If the existing HMA material is removed from the roadway and then re-used as base, then use
Section 400 New/Reconstructed HMA Pavements.
1. Pavement condition assessment
Assess current pavement condition and existing materials.
A. Examine existing pavement to determine whether there are weak subgrade or base areas.
B. Use Ground Penetrating Radar (GPR), to ascertain pavement and base thicknesses.
C. Take cores samples for calibration purposes of the GPR and for evaluation of the HMA. The
total number of cores should equal at least one per quarter mile.
D. Analyze cores to discern the uniformity of gradation, crushing, and condition. Evaluate the
samples gradation and crushing along discontinuities by slicing the core, performing a burn
extraction and analyzing the sample for crushing and gradation by depth of core.
E. Sample the base and subgrade at each core location and determine:
(1) Base thickness, gradation, crushing and strength (perform DCP testing through base,
subbase and subgrade).
(2) Subbase thickness and gradation
(3) Subgrade attributes:
Establish the soil samples classification according to the triaxial chart and the soils
strength attributes (R-value or other). Consider repairing the subgrade where it is weak, as
4
reclamation projects do not improve a weak subgrade; establish that the condition of the
subgrade is adequate and requires, at the most, minimal repairs. Areas that require
subgrade repair may be visually apparent (see Section 270), may appear as weak areas in
FWD data (see Section 200), or may appear as areas of wet or poor foundation souls in a
soils survey (see Section 220.1.D).
F. Consider cement soil stabilization for weak areas. It can be cost effective, if an entire HMA
section is being reclaimed. Soil stabilization will aid in the long term performance by not only
providing a stable platform for the longevity of the project, but it will also increase
compaction efforts during construction.
As an alternative to cement stabilization, the designer should consider the use of a fabric
separator or a geogrid.
2. Reclamation selection
Use Table 410.1 and the following as a guide to rehabilitation selection.
A. CIR may be preferred for thicker existing HMA ( 7 inches) and there are no underlying
distresses.
B. Consider CIR for an existing HMA overlay on a jointed concrete (BOC).
C. FDR and SFDR are preferred for thinner (< 7 inches) HMA sections.
D. Consider SFDR if it is desirable to strengthen the base without raising the grade as much as
a FDR.
E. Consider cold central plant recycling (CCPR) for projects that involve stabilizing the
subgrade. The CCPR process involves; removing all of the existing HMA, strengthening the
subgrade, placing cold central plant mix and then paving new HMA.
Table 410.1 - Rehabilitation Selection Guideline

Rehabilitation Recommendation
Distress
CIR
SFDR
Soil Stabilization
Raveling
Potholes
Rutting
Corrugations
Shoving
Fatigue Cracking
Block Cracking
Longitudinal Cracking
Transverse Cracking
Reflective Cracking
Swells/Bumps/Sags
Sags
Depressions
Poor Ride Quality

Weak Subgrade
3. In-depth design
This section contains general reclamation guidelines for CIR, SFDR and FDR.
The three most important design attributes for CIR, SFDR and FDR to consider are:
Crushing % (aim for a minimum of 20%).

Gradation (aim for a minimum of 40% retained on the No. 4 (4.76mm) sieve and a
maximum of 10% retained on the No. 200 (75 m) sieve).
Having a firm platform to compact against.
A. Full-depth reclamation (FDR) design

FDR involves using a reclaiming machine to crush and blend-together the existing HMA
pavement and aggregate. The blended material is moved as necessary to allow it to be
compacted in 6-inch lifts. After compaction and shaping, it will then act as base for new HMA
pavement. Therefore, staging should be considered during design.
As per above, the minimum goal should be to meet a gradation with a minimum of 40%
retained on the No. 4 (4.76mm) sieve and a maximum of 10% retained on the No. 200 (75
m) sieve. Excess crushing over 20% may be substituted for a deficiency in No. 4 (4.76mm)
sieve gradation.
Do not over-mill the HMA, as often the existing HMA will provide needed crushing and rock
for the reclaimed material. Consider correcting the grade after reclamation. Reclaiming first
will provide good rock and crushing percentages for the reclaimed material. Excess reclaimed
material may be used on shoulders and gravel roads to stabilize them. If the reclaimed material
is expected to be deficient in crushing or gradation, provide additional rock placed in front of
the reclaimer. One hundred percent crushed chip seal rock (FA -3 per MnDOT specification
3127) works well for this purpose. (Note that older HMA may be a very sandy mix and may
not provide the needed rock or crushing).
Establish a reclaiming depth of at least 1 inch deeper than the HMA pavement. This will allow
the teeth of the reclaiming machine to pass through the HMA and to be cooled by the
aggregate layer. Alternatively, aggregate may be placed on top of the existing HMA to cool the
teeth but is not preferred.
It is preferred to establish a reclaiming depth that will provide a blend of 50% HMA and 50%
aggregate; however, use caution as that design provides less structure to compact against and
there is greater potential to incorporate dirty (i.e. excess fine material) base, subbase, and
subgrade into the final product. Therefore, deeper depths of reclamation are not
recommended, unless a thick clean base, subbase and strong subgrade is present.
Consider compaction aids comprised of calcium chloride or other salt materials, which will aid
in compaction and may provide some strength. However, note that when saturated,
compaction aids will perform similar to reclaimed material without compaction aids during the
spring thaw period.
(1) Reclaiming Depth
Only existing HMA and sound aggregate should be included in the reclaiming section.
The maximum depth that typical reclaiming machines can reclaim is 18 inches but a
depth of 12 inches is typically used. Note: stay as far above weak soils as possible
because bearing capacity is needed for compaction.
7
If there is a definite change in the pavement section, design for multiple milling depths,
added aggregate, or reclaiming depths within the project.
B. Stabilized full-depth reclamation (SFDR) design
SFDR is FDR that has had a stabilizing agent added. After the roadway has been reclaimed, a
second pass of the reclaiming machine is made to apply and blend-in a stabilizer. The stabilizer
is typically asphalt emulsion or foamed asphalt. This layer will then be shaped, compacted, and
allowed to cure before being paved with new HMA pavement.
As with FDR, design SFDR with adequate rock and crushing and a good platform to compact
against (see above).
It is recommended to use either an emulsion derived from PG 58-28 or foamed asphalt
meeting PG 49-34.
An SFDR mix design is recommended to determine the method (foaming or emulsion),
bituminous type and amount of additives needed. See the Mix Design Criteria for SFDR in
the Grading and Base Manual Section 5-692.290.
(1) Reclaiming depth
Establish a reclaiming depth of 1 inch deeper than the HMA pavement. This will allow the
teeth of the reclaiming machine to pass through the HMA and to be cooled by the
aggregate layer. A greater amount of aggregate is not preferred for SFDR because the
required emulsion percentage is increased and there is greater potential to incorporate dirty
base, subbase, and subgrade into the final product.
a. Only existing HMA and sound aggregate should be included in the reclaiming section.
b. If there is a definite change in the pavement section, design for multiple milling depths,
added aggregate or reclaiming depths for the project.
(2) Stabilization depth
The maximum stabilization depth is 6 inches, and the typical minimum depth is 4 inches.
Design the stabilization depth to meet the design needs of the pavement.
C. Cold in-place recycling (CIR) design
CIR is produced by grinding HMA and adding an emulsion or foamed asphalt in one process.
It is less expensive than SFDR but does not fix a weak base. This layer will then be shaped,
compacted, and allowed to cure before being paved with new a new HMA pavement or a
surface treatment.
8
As with (S)FDR, design CIR to have adequate rock, % crushing and a good platform to
compact against. Assess changes in gradation of the HMA throughout the cores during design.
A CIR mix design is recommended to determine the method (foaming or emulsion),
bituminous type and amount of additives needed. See the Mix Design Criteria for SFDR in
the Grading and Base Manual Section 5-692.291.
A benefit of using a CIR layer is that it retards reflective cracking. Reflective cracking may be
further retarded by reducing the thickness of the existing cracked pavement (by milling).
It is recommended to use either an emulsion derived from PG 58-28 or foamed asphalt
meeting PG 49-34.
(1) CIR grinding and stabilization depth.
a. Only existing HMA should be included in the reclaiming section.
b. The recommended thickness for a CIR layer is 3 to 4 inches.
c. Except for BOC, ensure there is a minimum of 6 inches of aggregate base (or an
equivalent in other materials) for support of the CIR train.
d. Typically, leave at least the bottom two inches of existing HMA undisturbed if it is
produced over existing HMA. Design to just above the top surface of a bituminous
overlay for BOC pavements.
D. Cold central plant recycling (CCPR)
CCPR is a method where asphalt millings are processed with asphalt then placed back onto a
pavement surface. It is most applicable where all the pavement surface is removed to the
subgrade, the subgrade is then stabilized and the CCPR material is placed directly onto the
stabilized soil, which is topped with HMA.
A mix design is recommended to determine the bituminous type and amount of additives
needed. See the Mix Design Criteria for CIR in the Grading and Base Manual Section
5-692.291.
For more information and/or assistance on FDR, SFDR or CIR, contact the Pavement
Reclamation - Grading and Base Unit of the Office of Materials & Road Research at
http://www.dot.state.mn.us/materials/gbacontacts.html
4. Pavement Design
A. Design the pavement thickness of FDR, SFDR, and CIR using MnPAVE-Flexible according
to Section 430 - Pavement Design Using MnPAVE-Flexible. Use the following minimum
HMA pavement thicknesses for the pavement designs.
FDR - The minimum HMA pavement thickness is 4.0 inches.
SFDR - A minimum HMA pavement thickness of 2.0 inches may be used if placed on a
minimum of 6.0 inches of SFDR.
CIR - The minimum HMA pavement thickness is 2.0 inches, but a seal coat may be
acceptable for shoulders not normally used for traffic.
B. Specify the HMA mix type, ride specification, lift thicknesses, and compaction requirement
using Section 450 - Materials and Specification.
10
420 Rubblization and Crack and Seat
Rubblization and crack and seat are two methods used to process existing PCC pavement to prevent
reflective cracking and allow the fractured PCC to serve as a base for new HMA pavement.
1. Rubblization (2231 Pavement Breaking Special Provision (S-108))
Rubblization is intended to reduce the existing PCC modulus and obliterate the existing PCC
joints in order to prevent reflective cracking of the HMA pavement and allow the rubblized pcc
to act as new base. Rubblization involves breaking the existing PCC slab into pieces (3.0 inches
maximum at surface and 9.0 inches maximum at the bottom of pavement), compacting the
rubblized material, and paving an HMA pavement.
A. Evaluation and pre-HMA paving repairs.
(1) Rubblization projects require a minimum average R-value of 17 or a minimum of 1 foot of
granular material under the existing PCC pavement. The R-value may be determined by
performing laboratory tests on samples obtained from borings (see Section 220 Borings) or from FWD testing an existing HMA shoulder, if it was constructed with the
mainline and it is not heavily cracked.
(2) Establish the material and condition of the existing subgrade with borings (see Section
220 - Borings). Roadways with wet subgrades are poor rubblization candidates. However,
wet subgrades may be remedied by installing subsurface drains a year prior to rubblization.
(3) Before rubblization, remove any existing HMA overlay.
(4) Before rubblization, repair spot areas of poor subgrade support or bad PCC joints with
full -depth HMA.
(5) When edge-drains do not exist, install edge-drains prior to rubblization or remove the
shoulders and daylight the base and subbase so that water may drain.
11
B. Design the HMA pavement

(1) Use a minimum HMA pavement thickness of 4.0 inches.
(2) A layer of permeable asphalt stabilized base (PASB) or permeable asphalt stress relief
course (PASSRC) (specification 2363) is recommended as the first layer of HMA to reduce
or delay any reflective cracking. This layer does not contribute towards the minimum
HMA requirement.
(3) The pavement must be designed using MnPAVE-Flexible according to Section 430 Pavement Design Using MnPAVE-Flexible.
(4) Specify the mix type, ride specification, lift thicknesses, and compaction requirement using
Section 450 - Materials and Specification.
2. Crack and seat (2231 Pavement Cracking Special Provision (S-107) and 2231 Pavement Seating in
Special Provision (S-109))
The crack and seat process involves cracking the existing PCC pavement into 3 to 4-foot pieces,
firmly seating the pieces, then paving a HMA pavement. The intention is to reduce the size of the
PCC pieces to minimize movements at existing cracks and joints. This will minimize the
frequency and severity of reflective cracking. It is an especially useful technique when moving or
rocking panels have been identified.
C. Evaluation and pre-HMA paving repairs.
(1) Establish the material and condition of the existing subgrade with borings (see Section
220 - Borings). Roadways with wet subgrades are poor crack and seat candidates.
However, wet subgrades may be remedied by installing subsurface drains a year prior to
performing the crack and seat.
(2) Remove any existing HMA overlay of the PCC pavement before crack and seating.
(3) Repair spot areas of poor subgrade support or bad joints and patch the pavement with full
depth HMA.
(5) When edge-drains do not exist, install edge-drains prior to crack and seating or remove the
shoulders and daylight the base and subbase so that any water that gets into the PCC has a
way to drain.
12
D. Design the HMA pavement.

(1) Use a minimum HMA pavement thickness of 4.0 inches.
(2) A layer of permeable asphalt stabilized base (PASB) or permeable asphalt stress relief
course (PASSRC) (specification 2363) is recommended as the first layer of HMA to reduce
or delay any reflective cracking. This layer does not contribute towards the minimum
HMA requirement.
(3) For crack and seat projects that use a PASB or PASSRC layer use a design life of 20 years.
Otherwise, use the HPMA program to predict the performance of the crack and seat
project(see Section 280 Pavement Management System, steps 1-7B for directions) in
order to determine when a rehabilitation activity will occur. The number of years until a
rehabilitation activity occurs is the design life. Table 440.2 or experience may be used to
determine the design life if it clearly demonstrates that a different value than derived from
the HPMA program should be used.
(4) Specify the mix type, ride specification, lift thicknesses, and compaction requirement using
Section 450 - Materials and Specification.
13
430 - Pavement Design using MnPAVE-Flexible
MnPAVE-Flexible is a mechanistic-empirical (M-E) pavement thickness design program for HMA

pavements. It calculates the stresses and strains in the roadway from traffic loading and material
properties for the pavement layers. Then the calculated stresses and strains are used with empirically
derived equations to predict fatigue cracking (bottom-up) and rutting in the roadway. The final
output is the reliability that the pavement structure will successfully meet fatigue and rutting
requirements when evaluated with a Monte Carlo simulation.
MnPAVE-Flexible is a computer program that combines known empirical relationships with a
representation of the mechanics from layered elastic theory used in modeling flexible pavement
behavior. The mechanistic portions of the program calculate the tensile strain at the bottom of the
asphalt layer, the compressive strain at the top of the soil, and the maximum principal stress 6.0
inches from the top of the aggregate base layer (or at the bottom of the base if it is 6.0 inches or
thinner).
MnPAVE-Flexible consists of three input modules: climate, traffic, and structure; and three design
levels: basic, intermediate, and advanced. The level is selected based on the amount and quality of
information known about the material properties and traffic data. In the basic mode, only a general
knowledge of the materials and traffic data are required. The intermediate level corresponds to the
amount of data currently required for MnDOT projects. The advanced level requires the
determination of modulus values for all materials over the expected operating range of moisture and
temperature.
MnPAVE-Flexible simulates traffic loads on a pavement using a layered elastic analysis (LEA)
called WESLEA. It is a five-layer analysis program written in 1987 by Frans Van Cauwelaert at the
Catholic Superior Industrial Institute Department of Civil Engineering in Belgium and modified in
1989 by Don R. Alexander at the U.S. Army Engineer Waterways Experiment Station in Vicksburg,
Mississippi. All layers are assumed to be isotropic (same properties in all directions) and infinite in
the horizontal direction. The fifth and final layer is assumed to be semi-infinite in the vertical
direction. Material inputs include layer thickness, modulus, Poissons ratio, and an index indicating
the degree of slip between layers. MnPAVE-Flexible assumes zero slip at all layer interfaces. All
stresses and strains are considered to be within the elastic range of the material (no permanent
deformation). Other inputs include load and evaluation locations. Loads are characterized as being
circular and are expressed in terms of pressure and radius. The LEA program calculates normal and
shear stress, normal strain, and displacement at specified locations.
Output includes the expected life of the pavement, which is calculated using a damage factor based
on Miner's Hypothesis. Reliability is estimated using Monte Carlo simulation. There is also a batch
14
section for testing a range of layer thicknesses. In Research Mode (accessible from the "View" menu
in the main MnPAVE-Flexible window), output includes various pavement responses for each
season. Note: DO NOT design projects in research mode!
1. Installing MnPAVE-Flexible
Note: An IT professional may be required for installation, if you do not have
administrator rights.
The installation file can be downloaded from the MnPAVE-Flexible website at:
http://www.dot.state.mn.us/app/mnpave .
A. Left-click on Download MnPAVE Flexible and follow the prompts and instructions to start
the MnPAVE Setup Wizard:
B. Use the MnPAVE Setup Wizard to determine the location that MnPAVE files and folders will
use and install MnPAVE-Flexible.
The executable MnPAVE.exe and Help files will be placed in Program
Files\MnDOT\MnPAVE unless a different location is specified.
A MnPAVE folder will be added to the Windows Start Menu, unless a different folder is
specified.
C. Finish. At this point there will be a MnPAVE icon on the desktop and in the Windows Start
menu under the folder name specified in Step F.
2. Using MnPAVE-Flexible
A. Starting the program.
The program can be started by double-clicking on the MnPAVE icon on the desktop or
selecting MnPAVE from the Windows Start, select programs, then selecting the folder name
specified in Step F of Section 430.1 (the default is MnPAVE).
B. Main Control Panel.
MnPAVE-Flexible initially opens to the Main Control Panel (shown in Figure 430.1). The
Main Control Panel contains 5 input modules, a toolbar and a quick access bar that contain
several utilities. MnPAVE-Flexible designs are performed by completing the modules in
order from left to right. A module will not become available for input until the preceding
module has sufficient inputs.
15
Figure 430.1 MnPAVE-Flexible Main Control Panel
Toolbar
Quick Access Bar
Input Modules
16
C. Opening and saving a file.

MnPAVE-Flexible will automatically open to a new project. It is recommended to begin a
design by saving the new project. MnPAVE-Flexible saves project files to an .mpv file format
that is unique to MnPAVE-Flexible. A filename that includes the SP number is
recommended.
The following commands can be used to open and save MnPAVE-Flexible files.
(1) The current file can be saved by clicking on
, located on the quick access bar or by
selecting "Save" from the "File" menu of the toolbar.
(2) Changes can be saved as a new file name by selecting "Save As" from the "File" menu.
(3) A new MnPAVE-Flexible file can be opened by clicking on the
"New" from the "File" menu on the toolbar.
icon or by selecting
(4) An existing MnPAVE-Flexible file can be opened by clicking on the

icon or by
selecting "Open" from the file menu. A recently saved file can also be selected from the
list at the bottom of the "File" menu of the toolbar.
17
D. Project Information Module

The Project Information Module is a form for entering information necessary to identify a
MnPAVE-Flexible project. MnDOT district, county, city, highway, construction type, design
engineer, and project notes are entered in this module. This data will be retained with the
saved MnPAVE-Flexible file and it will appear on the final design printout.
Identifying the county of the project in the Project Information Module will also locate the
project in the Climate Module. This may be the easiest and most convenient method to locate
the project in the Climate Module. MnPAVE-Flexible will identify the location of the climate
data as the center of the county. The Climate Module will still need to be accessed before
proceeding to the next module will be allowed.
In the notes section,
-
For full-depth reclamation (FDR), stabilized full-depth reclamation (SFDR), or cold-inplace recycling (CIR) projects, identify the existing pavement layers and any milling used in
the pavement design.
Identify any assumptions that were used for the pavement design.
Figure 430.2 - Project Information Module
18
E. Climate Input Module

The Climate Input Module is where the project location is specified so that MnPAVEFlexible can determine the local climate. The Climate Input Module contains a set of
coordinates and a Minnesota map and is shown in Figure 430.3. If the longitude and latitude
are known, those coordinates can be directly inputted into the module. Otherwise, left click on
the map at the project location.
Figure 430.3 - Climate Module
Coordinates may be
entered here.
Or click on the Project

location.
19
F. Traffic Module
This module is where traffic data and design life is entered.
(1) Select Lifetime and enter the 20-year flexible ESALs (BESALs) which can be found on
the project traffic forecast. MnPAVE-Flexible also requires an ESAL annual growth rate
which may also be found on the traffic forecast, although 2% is provided as a reasonable
default.
(2) Specify the design period length as 20 years.
Figure 430.4 - Traffic Module
In some windows, such as this one,

the initial view shows only the
details necessary for a basic
pavement design. To view more
details click this button.
20
G. Structure Module
In the Structure Module, the layers of the pavement structure are identified, by up to five
layers. The user defines the layer thicknesses and materials and may specify some material
properties. MnPAVE-Flexible assigns material properties to the layers based on the userdefined materials and then creates a model of the pavement structure.
As a rule for MnPAVE-Flexible, use average values for all material inputs. MnPAVEFlexible methodology is based on the expectation that any inputs are average and procedures
are included to account for variability in the materials. Outliers may be removed prior to
determining the averages but no reliability factor should be applied.
(1) The HMA Mix Properties Form (see Figure 430.5) opens when the Structure Input
Module is initially accessed. This form may also be accessed on the select sub-type
section of the Structure Module at a later time. This input screen is where the HMA binder
grade is specified. If show details is chosen, the percent binder content and gradation
may be specified. If there are layers (or in MnPAVE-Flexible lifts) of HMA with
differing binder grades, binder content, or gradation then the properties of each layer may
be specified here for up to three lifts.
a. The HMA Mix Properties Form is where the expected traffic speed is specified. This is
an important input for MnPAVE-Flexible. HMA is a viscoelastic material and is
sensitive to the rate of loading. HMA behaves much stiffer with shorter loading (i.e.,
faster traffic). Conversely, the slower traffic moves, the more time it has to load the
HMA and the more it behaves as a liquid. The standard is to specify the posted speed
limit as the expected speed.
b. When this form is completed, click OK to continue to the Structure Input Module.
21
Figure 430.5 HMA Mix Properties Form
Appears when the Show Details

button is clicked.
(2) The Structure Input Module (see Figure 430.6) opens to the Basic Inputs tab. Here the
layer thicknesses and material types are defined.
In the edit structure area, the structure may be defined by up to 5 layers but may be as few
as 3.
a. The top layer is always HMA. You may click on the HMA layer in the Select subtype
area to edit the HMA Mix Properties form (See the previous section).
b. Aggregate/granular layers.
Aggregate base (AggBase), subbase, rubblized portland cement pavement (RPCC),
SFDR, and CIR may be selected as layers in the edit structure area. Aggregate base
(AggBase) and subbase will need to be further defined in the select subtype area (on
the right). FDR is available as a subtype of aggregate base.
MnPaveFlexible is limited to modeling only two aggregate/granular layers. These
include layers defined as AggBase, Subbase, RPCC, SFDR, and CIR. If the pavement
structure includes more than two aggregate/granular layers then Multi-Layer may be
selected as a subtype of an aggregate base or subbase layer. Within the Multiple
Aggregate Layers form, the layer can be defined by up-to three layers of different
22
aggregate/granular materials and MnPAVE-Flexible will combine their properties into

one composite layer.
c. Define the next to bottom layer as engineered soil and the bottom layer as undisturbed
soil.
Engineered soil represents soil that has been blended and re-compacted. Its thickness is
normally the depth of any subcut that is backfilled with select grading material or the
depth of any subgrade preparation (see Chapter 3 Pavement Subsurface). If the
project will not disturb the existing soil, the roadway soil is assumed to have been
previously engineered or has been in place long enough to behave as an engineered soil;
and the engineered soil layer is specifies as being 12.0 inches thick.
Figure 430.6 Structure Input Module Basic Tab
Basic Tab
Intermediate Tab
Edit Structure Area

Select Subtype Area
23
i.
Choose a soil type by clicking on the soil layers in the select subtype area.
ii.
The intermediate tab of the Structure Input Module allows you to enter strength
parameters for aggregate, subbase, and engineered soil.
iii.
If DCP testing has been performed on the in-place material, the DCP index may be
entered for an aggregate or subbase layer by checking the layer checkbox and
entering the value. Do not check the check box without entering a value.
iv.
If the soil has a known R-value, enter this number by checking the layer checkbox
and entering the value. Use the average R-value of any testing. The engineered soil is
always the second to the last layer.
v.
MnPAVEFlexible always applies the engineered soils R-value to the

undisturbed soil which must always be the bottom layer.
Figure 430.7 Structure Module Intermediate Tab
Aggregate and subbase

DCP index may be
entered here.
Engineered soil R-value

may be entered here.
24
D. Output Module
The Output Module (see Figure 430.8) is where the reliability and life expectancy of the
pavement structure is shown. MnPAVEFlexible models the effect of traffic and climate on
the proposed pavement structure while taking in account variations in layer strengths and
thicknesses. Note: All final designs must meet reliability requirements when using the Monte
Carlo simulation.
(1) The following describes the three different ways that MnPAVE-Flexible models
variations and reliability:
a. The quickest way to model the thickness and strength of the layers is to use a 70%
confidence level. This accounts for variations in the pavement structure and reliability
by simply reducing the strength and thickness of the pavement layers. MnPAVEFlexible is able to calculate the estimated years to failure, for fatigue and rutting, almost
immediately using this method. The estimated life shown on the left side of the Output
module is determined with this method.
Allowable stress is also calculated using this method. The allowable stress is the
maximum stress allowed in the aggregate base layer due to a single heavy load event. A
warning will appear immediately if the allowable stress criteria are not met. The
allowable stress warning will indicate the minimum HMA thickness required to meet
the allowable stress criteria.
b. Quick reliability is an estimate of a Monte Carlo simulation.
c. The Monte Carlo simulation is the slowest calculation of the three methods. The time
for running this process ranges from less than one minute to a few minutes. The Monte
Carlo simulation calculates the life of the pavement many times over. Each time, it
varies the pavement layers strengths and thicknesses based on their averages and
variances. The reported reliability is the percentage of these calculated lives that met or
exceeded the required design life.
(2) When the Output Module opens, it immediately calculates the estimated pavement life
using a 70% confidence level. The thickness goal seek button can be used to optimize
the layer thicknesses so that the lowest estimated life (fatigue or rutting) equals the design
life. The user has the option to choose the layer to be optimized.
When thickness goal seek is used for non-HMA layers, the HMA layer will be adjusted
for fatigue first (if necessary), and then the selected layer thickness will be adjusted. This is
25
because adjusting underlying layers has a relatively small effect on fatigue life and may
result in very thick layers.
The user may also manually change the thickness of the pavement layers. After any
changes, the recalculate button must be clicked to recalculate the estimated lives with the
new thicknesses.
(3) The Quick Reliability simulation may be initiated prior to the Monte Carlo simulation to
further refine the trial pavement design.
(4) The final pavement design must meet the minimum reliability requirements of the Monte
Carlo simulation for rutting and fatigue. According to the Monte Carlo simulation the final
pavement design must have a reliability of
85% for less than 1 million flexible ESALs
90 % for 1 million to 15 million flexible ESALs
>95% for more than 15 million flexible ESALs
(5) Whenever possible, the fatigue and rutting years should be within 5 years of each
other to optimize the HMA and granular material thicknesses.
Fatigue life is largely an effect of HMA thickness.
Rutting life is largely an effect of granular material thickness.
(6) Report the final pavement design.
26
Figure 430.8 Output Module
Thickness Goal Seek: Adjusts

the selected layer thickness to
provide a 20-year Estimated
Life.
Quick Reliability: An estimate

of the Monte Carlo Simulation.
Monte Carlo Simulation: The

reliability of the pavement
structure.
Estimated Life: Base on 70%

confidence.
Adjust Materials: Layer thicknesses
may be adjusted here.
Recalculate: Click this button after
adjusting any layer thicknesses to
recalculate the Estimated Life.
I. Reports
A summary report can be saved as PDF file by clicking on the PDF icon
access bar or by selecting "PDF Design Summary" from the "File" menu.
on the quick
A screen shot of the output window can be saved by clicking on the camera icon on the
quick access bar. Most other windows have a camera icon that can be clicked to print a screen
shot.
27
440 - HMA Overlay of Existing Pavement
HMA overlays are placed on existing, intact HMA or PCC pavement that has not been processed
(e.g., FDR, CIR, or rubblization). Typically, HMA overlays are less than 5.0 inches thick.
The performance of an HMA overlay is dependent on the condition of the existing pavement.
Existing cracks, especially transverse thermal cracks, will reflect through the new HMA overlay
which commonly limits the life of HMA overlays. Additionally, frost heaves, subgrade failures,
severe stripping, or rutting of the aggregate base layer may also limit the performance of any HMA
overlay if not repaired. If the roadway has considerable distresses that will limit the life of an HMA
overlay, then consider other rehabilitation techniques. Existing PCC pavements that exhibit
movement (i.e., rocking) are not recommended for a HMA overlay. Instead, to eliminate any
movement, use the crack and seat or rubblization processes (see Section 420 Rubblization and
Crack and Seat).
Use this section to design HMA overlays of intact HMA or PCC pavements.
1. Use of milling
HMA pavements are often milled prior to placement of a HMA overlay. Leave a sufficient
thickness of existing HMA to support any traffic or construction activities until the HMA overlay
is placed. Milling is used for the following reasons:
A. Milling will help restore the profile of the existing pavements surface, remove patching and
sealing materials that may bleed through the overlay, and remove surface distresses that
otherwise might have reflected through the overlay. Typically, milling more than 2.0 inches is
not necessary to attain these benefits.
B. Milling may be used to flatten any bumps or dips in the existing HMA.
C. Milling may be used to remove any stripped or debonded layers in the existing HMA. If the
debonded or stripped layers are too deep to be removed, adjust the milling depth to leave a
sufficient thickness of existing HMA to support any traffic or construction activities until the
HMA overlay is placed.
D. Milling may also be used to lower the existing road surface profile to lessen the grade raise due
to placing an overlay.
28
2. Establishing cross-slope
A proper pavement cross-slope (.02 feet/feet) may be constructed by either of these methods.
A. Mill the existing HMA pavement at its existing cross-slope and pave the HMA overlay with
variable thickness to produce the proper pavement cross-slope.
B. Mill the existing HMA pavement at the proper pavement cross-slope and pave the HMA
overlay at one consistent thickness.
3. HMA overlay design life and thickness
A. The design life of an HMA overlay is the number of years until a rehabilitation activity will
occur. Use the HPMA program to predict the performance of the HMA overlay (see Section
280 Pavement Management System, steps 1-7B for directions) in order to determine
when a rehabilitation activity will occur; unless Table 440.1 or Table 440.2, or experience,
clearly demonstrates that a different value should be used.
B. For HMA roads that have a seasonal load restriction of less than 10 tons, the thickness of the
HMA overlay necessary to remove the restriction may be calculated using the TONN program
and Falling Weight Deflectometer (FWD) data. See Section 200 - Falling-Weight
Deflectometer (FWD) for guidance in getting and processing FWD data.
4. Background of Tables 440.1 and 440.2
Tables 440.1 and Table 440.2 are the result of a survey, originally performed in 1993, of the
District Materials Engineers and Central Office Pavement Engineers. Averages and standard
deviations of the survey were calculated and outliers (more than 2 standard deviations away from
the average) were eliminated. The averages and standard deviations were recalculated. The tables
basically consist of these averages and standard deviations, with very minor modifications for
uniformity.
These tables were compared to the historical performance of HMA overlays using MnDOTs
pavement management system to verify that the design life averages and ranges in these tables are
still applicable;. It was determined that the design lives and ranges contained in the tables are
reasonable and remain applicable.
29
Table 440.1 - Design lives of HMA overlays of existing HMA
FAIR
POOR
HIGH
MED
LOW
LIFE
10
12
14
RANGE
LIFE
10
12
RANGE
LIFE
10
RANGE
20 Year
Flexible ESALS
Surface Condition
THICK (4")
OVERLAY
GOOD
FAIR
POOR
HIGH
MED
LOW
LIFE
13
15
17
RANGE
LIFE
11
13
15
RANGE
LIFE
11
13
RANGE
Surface Condition Key

GOOD - Minimal Stripping & No Rutting
FAIR -
Severe Transverse
Cracking Or Minimal
Rutting Or Some Stripping
MILL & MEDIUM (2-4")

OVERLAY
Surface Condition
GOOD
20 Year
Flexible ESALS
GOOD
FAIR
POOR
GOOD
FAIR
POOR
TRAFFIC
HIGH
MED
LOW
20 Year
Flexible ESALS
HIGH
MED
LOW
LIFE
11
13
15
RANGE
LIFE
11
13
RANGE
LIFE
10
12
RANGE
MILL & THICK (4")

OVERLAY
Surface Condition
Surface Condition
MEDIUM (2-4")
OVERLAY
20 Year
Flexible ESALS
HIGH
MED
LOW
LIFE
14
16
19
RANGE
LIFE
12
14
17
RANGE
LIFE
11
13
16
RANGE
20 Year
Flexible ESALS
>5M
1-5M
<1M
POOR - Severe Rutting

Severe Stripping Or
Severe Multiple Cracking
30
Table 440.2 - Design lives of HMA overlays of existing PCC
FAIR
POOR
HIGH
MED
LOW
LIFE
10
12
RANGE
LIFE
10
RANGE
LIFE
RANGE
20 Year
Flexible ESALS
Surface Condition
THICK (4")
OVERLAY
GOOD
FAIR
POOR
HIGH
MED
LOW
LIFE
11
13
15
RANGE
LIFE
10
12
13
RANGE
LIFE
10
12
RANGE
Surface Condition Key

GOOD - Minimal Stripping & No Rutting
FAIR -
Severe Transverse
Cracking Or Minimal
Rutting Or Some Stripping
MILL & MEDIUM (2-4")

OVERLAY
Surface Condition
GOOD
20 Year
Flexible ESALS
GOOD
FAIR
POOR
GOOD
FAIR
POOR
TRAFFIC
HIGH
MED
LOW
20 Year
Flexible ESALS
HIGH
MED
LOW
LIFE
11
13
RANGE
LIFE
11
RANGE
LIFE
RANGE
MILL & THICK (4")

OVERLAY
Surface Condition
Surface Condition
MEDIUM (2-4")
OVERLAY
20 Year
Flexible ESALS
HIGH
MED
LOW
LIFE
12
14
17
RANGE
LIFE
11
13
15
RANGE
LIFE
11
13
RANGE
20 Year
Flexible ESALS
>5M
1-5M
<1M
POOR - Severe Rutting

Severe Stripping Or
Severe Multiple Cracking
31
450 - Materials and Specifications
Use this section to help determine HMA materials and specifications that are included in a Materials
Design Recommendation (MDR). For more information and/or assistance on HMA materials,
contact the MnDOT Bituminous Engineering Unit (Office of Materials and Road Research) their
website at http://www.dot.state.mn.us/materials/bituminouscontacts%20new.html.
1. Mix designation
Specify the mix designations used for all HMA in the projects MDR. There may be several
different HMA mixes designated on a single project, although, judgment should be used to
minimize the total number of different HMA mixes. Examples of areas that may have different
mixes on a project include; mainline wearing course, non-wearing course, shoulders, temporary
pavements, local roads, multi-use trails, and others.
A. An explanation of the meaning of the different portions of the designation is included in
Specification 2360 of the MnDOT Materials Lab Supplemental Specifications for
Construction.
B. Guidance for designating HMA mixes is provided in the Design Criteria document available
on the MnDOT Bituminous Engineering website at
http://www.dot.state.mn.us/materials/bituminousdocs/Bituminous%20%20Design/Design%20Criteria%202014%20Final.pdf
C. Guidelines for choosing the PG Binder is provided in the PG Binder Guidelines
document provided on the MnDOT Bituminous Engineering website at

http://www.dot.state.mn.us/materials/bituminousdocs/Bituminous%20%20Design/PG%20MSCR%20Guidelines%20Final.pdf
32
2. HMA compaction designation

The Materials Lab Supplemental Specifications for Construction specification 2360 designates the
HMA compaction method as the Maximum Density Method (2360.3.D1) but Ordinary
Compaction (2360.3.D2) may also be specified.
A. Maximum density is tested by collecting cores from the completed pavement and determining
their density in a laboratory. This is the standard and should always be specified for mainline
pavement (unless the total HMA quantity is less than 500 tons).
B. Ordinary compaction uses a control strip to determine the rolling pattern for compaction of
the HMA pavement. This is typically designated for small areas or areas that will be difficult to
collect cores from. Designate ordinary compaction for the following:
Layers identified in the typical sections with a minimum planned thickness less than 1 in.
Thin lift leveling.
Wedging layers.
Patching layers.
Driveways.
Areas the Contractor cannot compact with standard highway construction equipment and
practices.
Bike paths, walking paths, and other similar non-traffic paving areas.
4. HMA lift thickness

The MDR designates the thickness of the individual lifts that will be used to construct the HMA
pavement. Use the following to help choose lift thicknesses:
Guidelines for minimum lift thicknesses with regard to aggregate size are provided in the
Design Criteria document available on the MnDOT Bituminous Engineering website at
http://www.dot.state.mn.us/materials/bituminousdocs/Bituminous%20%20Design/Design%20Criteria%202014%20Final.pdf
The maximum HMA lift thickness is 3.0 inches but HMA lift thicknesses of 2.5 inches or
less are recommended.
5. Smoothness
The MDR designates the ride requirement, if any, that will be applied to the project. Guidelines
for choosing the ride quality is provided in the Ride Guidelines document available on the
MnDOT Bituminous Engineering website at
33
http://www.dot.state.mn.us/materials/bituminousdocs/Bituminous%20%20Design/ride_guide_2014_final.pdf
6. Longitudinal joint enhancements
Specify longitudinal joint enhancements in the MDR for inclusion in a project. These products
are intended to improve the long-term performance of longitudinal cold joints in HMA paving
that are often the source of early pavement distress. The following joint enhancements are
available for inclusion in projects and their specifications can be found on the MnDOT
Bituminous Engineering website at
http://www.dot.state.mn.us/materials/bituminousdesignpage.html
A. Emulsion Fog Sealing: This consists of treating the longitudinal construction joint with a
light application of bituminous material to seal the surface. This treatment is recommended for
use on newly constructed HMA longitudinal joints and can also be used to maintain an
existing longitudinal joint. The fog seal must be applied before permanent pavement markings
are placed or before re-striping of an existing pavement.
B. Joint Adhesive: This is a thick, rubberized joint sealer (similar to crack seal). The material is
designed to provide a better bond between HMA passes and produce a better, more durable
longitudinal joint.
34

Chapter 5 PCC (Portland Cement Concrete)
Date
Contents
Introduction ........................................................................................................................................................ 1
500 - New/Reconstructed PCC Pavements .................................................................................................. 2
510 - PCC Overlay of Existing HMA - Whitetopping ................................................................................. 5
520 - Unbonded PCC Overlay of Existing PCC UBOL ........................................................................13
530 - PCC Joint Design...................................................................................................................................21
540 - PCC Thickness Design using MnPAVE-Rigid .................................................................................26
550 - Whitetopping Thickness Design using BCOA-ME .........................................................................29
560 - PCC Standard Plans and Plates............................................................................................................35
Introduction
This chapter contains directions for designing portland cement concrete (PCC) mainline pavements
and evaluating existing pavement with regard to rehabilitation with a PCC overlay. The process for
deciding which pavement type to use on a project is described in Chapter 7 Pavement-Type
Selection.
500 - New/Reconstructed PCC Pavements
This section contains directions for the design of new/reconstructed PCC pavements which are
projects that include the complete removal of the existing pavement or construction on a new
alignment.
These pavements are built on aggregate base and granular subbase. The base and subbase layers
provide a solid working-platform for construction of the PCC pavement and improved engineering
properties as compared to native, non-granular soils; such as higher strength, less reduction in
strength during spring thaw, lower frost susceptibility, and improved drainage. Base layers may also
be constructed of drainable materials, which require either edge drains or daylighting the drainable
layer to the ditches.
Use the following standards to design new/reconstructed PCC pavements:
1. Projects that involve working the existing soil must follow Figure 500.1 and its notes.
2. Projects that do not involve working the existing soil the subgrade must meet the following:
A. These projects must have existing soil, subbase, and/or aggregate base material in good
condition, suitable as a platform for construction and to remain as part of the pavement
section. The designer must evaluate the existing materials and determine what material will
remain and what treatment, if any, will be required.
B. These projects do not need to meet all of the requirements shown in Figure 500.1. However,
the minimum thickness for the PCC is 6.0 inches and the PCC must be constructed on a
minimum of 4.0 inches of drainable or aggregate base (either new or existing). The aggregate
base may be class 5, class 5Q or class 6.
3. If open graded aggregate base (OGAB) is used then edge-drains must be provided for its
drainage. If drainable stable base (DSB) is used then it must be daylighted to the ditch or edgedrains must be provided for its drainage.
4. The PCC pavement thickness must be designed with the MnPAVE-Rigid program according to
Section 540 PCC Thickness Design Using MnPAVE-Rigid.
5. Use Section 530 Joint Design to determine joint spacing, joint designations, dowel, and tie bar
requirements.
6. For guidance on pavement cross sections consult the Road Design Manual (Chapter 4
Cross-Sections and Chapter 7 Pavement Design).
7. Any construction beneath the typical shown in Figure 500.1 is at the discretion of the District
Materials/Soils Engineer. For more guidance see Chapter 3 Pavement Subsurface.
Figure 500.1 Pavement design standards for New PCC Pavement for projects that involve working the
existing Soil.
Layer
PCC Pavement
Drainable or Aggregate
Base
Notes
4.0-inch minimum thickness aggregate base

(class 5, Class 5Q, Class 6).
Or 4.0 inches of drainable base (OGAB or
DSB).
When using aggregate base:
Granular Subbase
o For non-granular existing soils use a

minimum of 12.0 inches of select granular
materials.
o For granular soils (percent passing ratio
[no. 200 (75 m)/1.0 inch (25 mm)] sieve
20), mix and compact the upper 12.0
inches (minimum) of the existing granular
soils.
When using a drainable base, place it on a

minimum of 4.0 inches of aggregate base (class
5, class 5Q or class 6).
Existing Soil
Any construction beneath the granular

subbase shall be at the discretion of the
District Materials/Soils Engineer.
510 - PCC Overlay of Existing HMA - Whitetopping
MnDOT uses two procedures to design PCC overlays of existing HMA. One procedure uses the
BCOA-ME (bonded concrete overlay of asphalt mechanistic-empirical) program to design bonded
PCC overlays of existing HMA. MnDOT uses PCC thicknesses ranging between 4.0 and 6.0 inches
with this program. The relatively thin design thickness is made possible by taking advantage of a
bond between the new PCC overlay and the existing HMA pavement. All designs with this
procedure use a 20-year design life.
The second procedure uses the MnPAVE-Rigid program to design PCC overlays of existing HMA
with PCC thicknesses 6.0 inches and greater. This program does not consider any bonding with the
existing HMA. Designs with this procedure use a 35-year design life or may be used with a 20-year
design life when using the BCOA-ME program wouldnt be appropriate.
The following steps outline the data collection and design process (including the design of
construction details) for whitetopping.
1. Survey of existing HMA pavement.
Collect the following data to evaluate the suitability of the existing HMA for use with a bonded
PCC overlay:
A. Perform a visual condition assessment of the existing HMA Surface and note:
The amount of fatigue cracking.
The frequency of thermal cracks, their condition and widths.
Any areas that may not provide uniform support such as widenings within the travel lane,
cracked or uneven pavement edges, frost heaves, or subgrade failures.
The depth of rutting.
Any local distresses that may need to be repaired prior to placing the PCC overlay.
Areas of patching or evidence of maintenance activities.
The condition of the existing shoulders.
B. Collect project ride, surface rating, and rut depth information from the pavement management
system (see Section 280 Pavement Management System).
C. Collect HMA pavement cores away from cracks and on (or near) cracks in the existing HMA
(see Section 230 - Cores) to determine the pavement thickness and the subsurface condition
of the cracks.
D. Contact area maintenance personnel to determine if there are any areas of high maintenance,
frost heaves or other areas of concern.
2. Design the PCC overlay
Use Table 510.1 to determine which design program to use, either BCOA-ME
(Section 550 - Whitetopping Thickness Design Using BCOA M-E) or MnPAVE Rigid
(Section 540 - PCC Thickness Design Using MnPAVE-Rigid). Design the PCC overlay with
the appropriate program.
Table 510.1 Program to Use for Whitetopping Design

Program
BCOA-ME
MnPAVE-Rigid
MnPAVE-Rigid
Design Life
20
20
35
BCOA-ME
Candidate*
MnPAVERigid
Candidate**
Min. PCC Thickness

4.0 Inches
6.0 Inches
6.0 Inches
* Candidate for BCOA-ME design

The existing pavement has uniform support conditions with only localized weak areas
that must be repaired prior to placing the PCC overlay.
The primary distresses in the existing HMA pavement are surface distresses.
Thermal cracks in the HMA pavement are predominately non-deteriorated thermal
cracks. Deteriorated thermal cracks will require repair prior to placing the PCC overlay.
There is a sufficient existing HMA thickness so that after any proposed milling;
o 85% of the cores are 4.0 inches or thicker.
o Any individual core must be a minimum of 3.0 inches thick. Any areas with less than
3.0 inches of HMA may be treated by removing the existing HMA pavement and
constructing a 6.0-inch (minimum) PCC section.
** Candidate for MnPAVE-Rigid design

The existing HMA pavement has significant structural deterioration and areas of
uneven support conditions.
Existing HMA overlay of PCC Pavement.
The existing pavement exhibits evidence of significant foundation movement due to
settlements, frost heave, swelling soils, etc.
The existing HMA has been widened, or will require widening, within the area of the
driving lane.
The HMA pavement that will remain after any milling exhibits stripping and/or
debonded layers.
HMA pavements with predominately deteriorated thermal cracks that will require repair
prior to placing the PCC overlay.
There is an insufficient existing HMA thickness so that after any proposed milling:
o More than 15% of the cores are less than 4.0 inches thick.
o There are individual cores less than 3.0 inches thick. However, any areas of less than
3.0 inches of HMA may be treated by removing the existing HMA pavement and
constructing a 6.0-inch (minimum) PCC section.
3. Milling and pre-overlay repairs of the existing HMA pavement.
Mill HMA pavements that exhibit shoving and/or rutting prior to placing the PCC overlay.
The milling depth should be at least one half inch below the rutting and shoving.
The existing HMA pavement may be milled to reduce the rise in pavement grade caused by
the placement of the PCC overlay.
If the PCC overlay is thinner than 5.0 inches then the surface of the existing HMA pavement
must always be milled prior to placing the PCC overlay.
When milling, avoid leaving a thin layer of existing bituminous that may debond. Adjust the
milling depth to leave at least one half inch of thickness of an existing lift.
Provide for full-depth patching (including foundation repair) of any areas of subgrade failure
or bottom-up cracking (alligator cracking).
Subgrade repair and full-depth patch any area that exhibits differential frost heave
Patch or fill depressions (potholes).
Patch or fill cracks that are wide, deteriorated cracks.
4. Design joints according to Section 530 Joint Design.
5. PCC overlays wider than the existing mainline pavement (PCC Overlay 6.0 inches and thicker).
A. When the PCC overlay is wider than the existing HMA pavement and the outside edge of
the existing pavement is not under the new driving lane (as marked), follow the details of
Figure 510.2.
Figure 510.2 - PCC overlay wider than the existing HMA pavement and the outside edge of the existing
pavement is not under the new driving lane (PCC overlay 6.0 inches or thicker).
Driving Lane
Shoulder
Shoulder PI
Tie bar
Topsoil
New PCC overlay
Existing HMA pavement
Aggregate base
NOTES:
A. This area may be compacted aggregate base or a material that will provide equal or better
support.
B. If the PCC overlay extends 2 feet, or less, beyond the existing HMA Pavement, then no tie bar is
required.
C. If the PCC overlay extends more than 2 feet beyond the existing HMA Pavement, then saw a joint
in the PCC overlay at the extent of the existing HMA Pavement and include a tie bar.
B. When the PCC overlay is wider than the existing HMA pavement and the outside edge of
the existing pavement is under the new driving lane (as marked), follow the details of Figure
510.3.
Figure 510.3 - PCC overlay wider than the existing HMA pavement and the outside edge of the existing
pavement is under the new driving lane (PCC overlay 6.0 inches or thicker).
Driving lane
Shoulder
Shoulder PI
Tie bar
Topsoil
New PCC overlay
NOTES:
Aggregate base
A. This area must be HMA or PCC.

B. If the PCC overlay extends 2 feet, or less, beyond the existing HMA Pavement, then no tie
bar is required.
C. If the PCC overlay extends more than 2 feet beyond the existing HMA Pavement, then
include a tie bar but do not saw a joint (because it would be in the driving lane).
6. PCC overlay wider than existing mainline pavement (PCC overlay less than 6.0 inches thick)
A. When the PCC overlay is wider than the existing pavement and the outside edge of the
existing pavement not under the new driving lane (as marked) follow the details of Figure
510.4.
B. PCC overlays that are wider than the existing HMA pavement and the outside edge of the
existing pavement is under the driving lane (as marked) are poor candidates for a PCC overlay
designed with BCOA-ME (i.e. <6.0 inches thick) and should be designed with MnPAVERigid (see Section 540 - PCC Thickness Design Using MnPAVE-Rigid).
7. Reinforcing steel
For pavements 6.0 inches or greater in thickness, place tie bars over any changes in underlying
support that are more than 2 feet from the edge of the PCC overlay. If this location is in the
driving lane, place the tie bars but do not cut a joint.
Do not include reinforcing steel in PCC overlays that are less than 6.0 inches thick, unless using
the configuration of Figure 510.4.
Figure 510.4 - PCC overlay wider than the existing pavement and the outside edge of the existing
pavement is not under the new driving lane (PCC overlay Less than 6.0 inches thick).
Driving lane
Shoulder
Shoulder PI
Tie bar
New PCC overlay
Topsoil
6.0 inches min.

Aggregate base
NOTES:
A. This area may be compacted aggregate base or a material that will provide equal or better
support.
B. Widening must be a minimum of 1.5 feet wide.
C. Provide a 36.0-inch long, No. 4 or No. 5 tie bar by stapling it to the surface of the existing HMA;
saw a joint in the PCC overlay at the extent of the existing HMA Pavement.
10
8. Transitions
Transitions between whitetopping and adjacent pavement are areas of high stresses. A thickened
section in this area is recommended to prevent future distresses. Figure 510.5 and Figure 510.6
show the typical transition details for HMA and PCC pavements. Figure 510.7 shows the typical
transition for paving on grade or full depth repair sections.
9. Additional information
An additional source of information on whitetopping is the Guide to Concrete Overlays, Third
Edition (ACPA publication TB021.03P) available at http://www.cptechcenter.org/technicallibrary/documents/Overlays_3rd_edition.pdf
Figure 510.5 - Transition from whitetopping to adjoining HMA pavement.
Saw cut
New PCC overlay
PCC thickness (H) inches
PCC thickness
(H +3.0) inches
Existing aggregate base
Approximately 6 feet
Approximately 6 feet
11
Figure 510.6 - Transition from whitetopping to existing PCC pavement.
7.5
C2H-D joint
7.5
C2H joint
Refer to
Standard Plate
No. 1150
New PCC overlay

Existing PCC
Existing HMA
Existing aggregate
base
Existing
aggregate base
Refer to Figure 510.8
20 Taper
Figure 510.7 - Transition from whitetopping to New PCC.
7.5
C2H joint
C2H-D joint
7.5
C2H-D joint
New PCC overlay

New PCC pavement

New aggregate base

New subbase
20 Taper
12
Figure 510.8 - Supplemental steel reinforcement
13
520 - Unbonded PCC Overlay of Existing PCC UBOL
Unbonded PCC overlays are used to rehabilitate distressed PCC pavements. They are constructed by
placing a new PCC overlay on an interlayer that separates the new overlay from the existing
pavement. The interlayer may be made of permeable asphalt stabilized stress relief course
(PASSRC), new or existing HMA, or a geotextile that is designed for this purpose. The interlayer is
intended to prevent a bond developing between the existing pavement and the new PCC overlay
and, in the case of PASSRC and geotextile, to also provide drainage.
The following steps outline the data collection and design process (including the design of
construction details) for unbonded concrete overlays of existing PCC pavement.
1. Document the condition of the existing PCC pavement and shoulders.
Unbonded PCC overlays may be used to rehabilitate most existing PCC pavements. Collect the
data required by this section to help design the PCC overlay and to determine the necessary
pre-overlay repairs.
A. Core the pavement to determine the thickness of the existing PCC pavement and shoulders.
B. Determine the height of faulting from the MnDOT pavement management system data or
field measurements.
C. Visually examine the pavement for any Distress-cracking (D-cracking) or alkali-silica reaction
(ASR).
D. Visually examine the pavement to determine the number and extent of slabs that are:
Shattered
Rocking
Moving
Heaving
Settling
E. If the unbonded overlay will require widening beyond the existing PCC roadway, evaluate the
existing shoulders to determine if they are stable enough to support the widening or need to
be repaired or replaced.
14
2. Pre-overlay repairs
In the design procedures, pre-overlay repair refers to minor repairs and milling of an existing
asphalt overlay. One major advantage of an unbonded overlay is the amount of repair to the
existing pavement prior to overlay is minimized. Unbonded overlays are not intended to bridge
localized areas of non-uniform support but locations of unstable support or movement should be
repaired. The following tables (Table 520.1 and 520.2) should be reviewed and repaired prior to
placement of the overlay:
A. Existing jointed concrete pavements (JPCP and JRCP)
Most of the serious deterioration in existing jointed plain concrete pavement (JPCP) and
jointed reinforced concrete pavement (JRCP) that requires pre-overlay repair occurs at joints
and cracks. The following table (Table 520.1) describes common distresses and recommended
repair for these types of pavements.
15
TABLE 520.1 Recommended Pre-Overlay Repairs

of Existing Distresses in JPCP
Distress Type
Repair
Working crack
No repair is needed for non-spalled cracks.
Spalling
Remove loose material & patch with HMA or

PCC.
Faulting < 0.25

inches
No repair of the joint or crack for faulting

will be necessary.
Use 1.0 inch of PASSRC or standard HMA as
the interlayer. Fabric may also be used.
Faulting > 0.25

inches
Use 1.5 inches of PASSRC or standard HMA

as the interlayer instead of using fabric or
remove the faulting with grinding/milling
and use fabric.
Pumping/free
water
Use PASSRC as the interlayer; install

interceptor drains and/or edge drains.
PCC Durability
(D-cracking and ASR
problems)
Remove loose pieces of concrete pavement

and patch with a HMA or PCC before placing
the interlayer.
Rocking or unstable
slab with high
deflection or
pumping problems
Badly shattered
slab with working
cracks
Repair the subbase and/or subgrade if soft

or eroded material is responsible for the loss
of support.
Replace the pavement with full-depth PCC
or HMA.
Repair the subbase and/or subgrade if it is
soft or eroded.
Replace the pavement with full-depth PCC
or HMA.
Settlement
Level-up with HMA or PCC.
Severe Frost Heave
Subgrade correction and full-depth PCC or

HMA replacement.
16
B. Existing continuously reinforced concrete pavement (CRCP)

The most serious distresses in CRCP that require repair are punch-outs and ruptured steel.
The following table describes common distresses and recommended repair for this type of
pavement.
TABLE 520.2 Recommended Pre-Overlay Repairs of

Existing Distresses in CRCP
Distress Type
Punch-out, blowups, high severity

D-cracking
Repair
Full-depth PCC removal (repair area should extend at
least 18.0 inches beyond the area of distress).
Excavate and re-compact the subbase and subgrade.
Replace full-depth with concrete.
Deteriorated or working Transverse

cracks with ruptured steel and
construction joints with highseverity spall
Repair full-depth with PCC or HMA.

Saw joints in the existing PCC every 100 feet to sever
the steel reinforcement.
3. Interlayer design
A. PASSRC permeable asphalt stabilized stress relief course
PASSRC is an open-graded HMA that prevents the PCC overlay from bonding to the existing
PCC and provides drainage.
Provide edge-drains when using PASSRC. Details for PASSRC with edge drains are shown in
Standard Plan 5-297.432.
The typical design thickness of PASSRC is 1.0 inch. This may be increased to 1.5 inches if
faulting greater than 0.25 inch is present.
NOTE: Perform any crown corrections with the PCC overlay rather than the interlayer to
prevent difficulties with anchoring dowel bar baskets. Other corrections may require
adjustments to the interlayer.
17
B. Non-woven geotextile fabric

A specially designed geotextile fabric may be used as an interlayer. This fabric provides
drainage and prevents the PCC overlay from bonding to the existing PCC. Geotextile fabric is
an acceptable alternate for most candidate PCC pavements. However, the use of geotextile
fabric is not advised if joint faulting is greater than 0.25 inch because of concerns that the
overlay may lock onto the fault which will cause a stress concentration.
Geotextile fabric requires drainage, either by daylighting (shown in Figure 520.1 & Figure
520.2), or edge drains (replace the PASSRC layer with a geotextile interlayer in Standard Plan
5-297.432).
Figure 520.1 - Geotextile interlayer with daylighting detail for HMA or aggregate shoulders.
6-12
Shoulder PI
PCC Overlay
6 min.
Existing PCC
Existing shoulder
Geotextile fabric
interlayer
Topsoil
NOTES:
A. If this area will be under the driving lane (as marked) then this area must be HMA or PCC;
otherwise, this area may be compacted aggregate base material or material with equal or
better support.
B. If the PCC overlay will extend more than 2 feet beyond the existing PCC then include tie
bars.
C. If the PCC Overlay will extend more than 2 feet past the outside edge of the existing PCC
and the outside edge of the existing PCC wont be under the driving lane; saw a
longitudinal joint in the PCC overlay at the outside edge of the existing PCC.
18
Figure 520.2 - Geotextile interlayer with daylighting detail for PCC shoulders.
Geotextile fabric
interlayer
PCC overlay
PCC shoulder
Existing PCC
Extend the geotextile

fabric 6 to 12 beyond
the PCC shoulder
Existing shoulder
Aggregate shouldering
Topsoil
C. New HMA
New HMA may be used as an interlayer. It will prevent the PCC overlay from bonding to the
existing PCC but it will not provide drainage.
The typical design thickness is 1.0 inch but should be increased to 1.5 inches if faulting greater
than 0.25 inches is present.
NOTE: Perform any crown corrections with the PCC overlay rather than the interlayer to
prevent difficulties with anchoring dowel bar baskets. Other corrections may require
adjustments the interlayer.
D. Existing HMA overlay over PCC Pavement
An existing HMA overlay may be used as all or part of the interlayer. If badly deteriorated, it
should be removed and replaced with some other interlayer. Otherwise, it should be milled to
provide a smooth surface profile and to establish the cross-slope on which to build the
overlay.
4. Transitions
Transition from an unbonded overlay to on-grade pavements should be in accordance with

Figure 520.3 or Figure 520.4.
19
Figure 530-3 Transition from an unbonded overlay to an on-grade pavement.

20 Taper
7.5
C1U-D joint
7.5
C1U joint
C2H-D joint
Unbonded PCC overlay
On-grade PCC
PASSRC
Existing PCC pavement
New aggregate base
New subbase
Figure 530-4 Transition from an unbonded overlay to an on-grade pavement.

20 Taper
C1U-D joint
7.5
7.5
C1U-D joint
C1U joint
Unbonded overlay
Existing PCC pavement
On-grade PCC
PASSRC
PASB 4.0
7.5
Aggregate base (or HMA non-wearing course)
New aggregate base

5. Thickness design
Design unbonded PCC overlays of existing PCC pavements using the MnPAVE-Rigid program
according to Section 540 - PCC Thickness Design Using MnPAVE-Rigid. Use 20-year and
35-year design lives as required by Chapter 7 Pavement-Type Selection.
6. Additional information
An additional source of information on unbonded overlays of PCC Pavements is the Guide to
Concrete Overlays, Third Edition (ACPA publication TB021.03P) available at
http://www.cptechcenter.org/technical-library/documents/Overlays_3rd_edition.pdf
20
530 - PCC Joint Design
1. Joint spacing, dowel bars, and tie bars

Joint spacing and dowel bars in concrete pavements must comply with Table 530.1. In any case,
longitudinal joints must not be placed near the wheel paths (such joints lead to increased
degradation and decreased service life).
The required number of dowel bars in a 12-foot lane is defined as either a Full -Set or Wheel
Path. A Full-Set is 11 dowel bars spaced 1 foot apart (on center) and shown in MnDOT
Standard Plate 1103. Wheel Path is 3 dowels in each wheel path for a total of 6 dowels per
12-foot lane. For the placement of Wheel Path dowels with a Full-Set basket, see Figure
530.1.
Table 530.1 PCC Joint Spacing/Dowel Bars

Joint Spacing
PCC
Thickness Longitudinal Transverse
Dowel Bars
Number
Size
(Per 12 Lane)
All Longitudinal
Joints
(Panel Width)
(Panel Length)
10
inches
12 14
15
1 dia.
Dowels
Full-Set
(11 dowels)
No. 5 tie bars

(36 long)
8-10 inches
12 14
15
1 dia.
Dowels
Full-Set
(11 dowels)***
No. 4 tie bars

(30 long)
7 & 7.5
inches
12 14
15
1 dia.
Dowels
Full-Set
(11 dowels)***
No. 4 tie bars

(30 long)
6 & 6.5
inches *
12 14
12
1 dia.
Dowels
Full-Set
(11 dowels)***
No. 4 tie bars

(30 long)
6 & 6.5
inches *
6 8
Un-Doweled
No. 4 tie bars

(30 long)**
4 -5.5 inches
6 8
Un-Doweled
See Figure 510.4**
* 6.0 & 6.5-inch overlays may have either 12-14x 12 or 6-8x6 panels. Contact the MnDOT
Pavement Design and Concrete Engineers to determine the best option.
** Do not include tie bars on pavements less than 6.0 inches thick, unless using the arrangement of
Figure 510.4.
*** Use Wheel Path (6 dowels) dowels bars for UBOL or whitetopping.
21
Figure 530.1- "Wheel Path" dowels in a "Full-Set" basket
BASKET
Do Not Install Dowel Bars
2. Joint designation
Specify in the Materials Design Recommendation (MDR), the typical contraction (transverse) and
longitudinal joints on a project.
A. Contraction joints
Use the following steps to determine the joint designation of the contraction joints. Contact
the MnDOT Concrete Unit (Office of Materials and Road Research) if varying from the
recommendations.
STEP 1.
Use Table 530.1 to determine if the contraction joints will or will not include
dowel bars.
STEP 2. Use Table 530.2 to determine, based on joint sealing recommendations, which
joint references may be designated.
STEP 3. Using the determinations of the previous steps, designate the PCC contraction
joints as one of the joint references in Table 530.3 (based on MnDOT Standard
Plan 5-297.221).
22
Table 530.2 Concrete Joint Sealing Guidelines

Type of Construction
Speed
Limit
Base Material
All Roadways
45 mph
All
Non-Permeable (e.g. Class
5 or Class 6)
New Construction
PCC Overlay on Existing HMA
(Whitetopping)
> 45 mph
Unbonded PCC Overlay of

Existing PCC (UBOL)
New Construction
Unbonded PCC Overlay of
Existing PCC (UBOL)
Existing HMA
Joint
Reference
C2H
C2H-D
HMA interlayer
> 45 mph
Permeable
PASSRC
Geotextile
C1U
C1U-D
Table 530.3 Contraction Joint Reference, Detail & Sealer

Spec. Table (MnDOT Standard Plan 5-297.221)
Joint Reference
Without Dowels With Dowels
Joint Sealant Material &

Spec.
Joint Width
C1U
C1U - D
Unsealed
1/8 inch
C2H
C2H - D
Hot Pour 3725
1/8 inch
C3P
C3P - D
Preformed Elastomeric - 3721
3/8 inch
C4S
C4S - D
Silicone - 3722
3/8 inch
C5H
C5H - D
Hot Pour 3725
3/8 inch
23
B. Longitudinal joints
Use the following steps to determine the joint designation of the longitudinal joints. Contact
the MnDOT Concrete Unit (Office of Materials and Road Research) if varying from the
recommendations.
STEP 1.
Determine the type of longitudinal joint

L1 A paved construction joint (i.e. the PCC on each side of the joint is placed
concurrently).
L2 Tied/keyed construction joint (i.e. PCC on one side of the joint is placed
with a keyway formed in it and/or tie bars; the abutting pavement is placed
later).
L3 Butted Construction Joint (i.e. PCC is simply placed against previously
placed PCC).
STEP 2. Determine if the joints should be tied

(1) Tied joints
L1 and L2 joints are generally recommended to be tied.
(2) Untied joints
When a roadway is 5 or more lanes wide, include a L3 joint so that no more
than 4 lanes are tied together.
Pavements less than 6.0 inches thick, unless using the arrangement of
Figure 510.4.
L3 joints dont have the option to include tie bars.
STEP 3. Determine if a keyway (with tie bars) should be included.
A keyway (intended to improve load transfer across the joint) may be specified
for L2 joints of PCC pavement 7.0 inches or thicker.
Keyways are not provided for shoulder joints.
STEP 4. Determine if the joints must be sealed.
Do not seal L2 or L3 joints.
Seal L1 joints if the contraction joints will be sealed.
24
STEP 5.
Designate the PCC longitudinal joints as one of the joint references in the Table
530.4 (based on MnDOT Standard Plan 5-297.221) using the determinations of
the previous steps.
Table 530.4 Longitudinal Joint Reference, Detail & Sealer Spec.

Table (MnDOT Standard Plan 5-297.221)
Joint Reference
With
Keyway
with Tie
Bars
Joint Sealant
Material & Spec.
Joint Width
L1TU
Unsealed
1/8 inch
L1TH
Hot Pour 3725
1/8 inch
Without
Tie Bars
With Tie
Bars
L1U
L1H
L2TU
L2KTU
Unsealed
L2TH
L2KTH
Hot Pour 3725
L3U
Unsealed
L3H
Hot Pour 3725
3/8 inch
3/8 inch
25
540 - PCC Thickness Design using MnPAVE-Rigid
MnPAVE-Rigid is a PCC pavement design program which uses transverse cracking as the
controlling distress. It is based on the MEPDG version 1.1, a mechanistic-empirical design
procedure which accounts for the effects of traffic loading and environment. MnPAVE-Rigid was
locally calibrated for Minnesota pavements through: 1) the use of local climate data and weigh-inmotion traffic data; 2) the incorporation of previously conducted calibrations of the MEPDG for
Minnesota pavements; 3) the inclusion of advanced analysis features included in MnPAVE-Rigids
flexible design counterpart, MnPAVE-Flexible.
1. This section provides standards for the design of PCC pavements using the MnPAVE-Rigid
program. The MnPAVE-Rigid program may be used for the pavement design of the following:
New/reconstructed PCC pavements on aggregate base, including full-depth reclamation
(FDR). New/reconstructed PCC Pavements on aggregate base that involve working the
subgrade must also meet the standards shown in Figure 500.1 and its notes.
Unbonded PCC overlays of existing PCC.
PCC overlays on existing HMA, or on a composite pavement of HMA on PCC, with a design
life of 35 years. A 20-year design life may be used if the project wasnt determined to be a
candidate for design with BCOA-ME.
Figure 540.1 - View of MnPAVE-Rigid
26
2. Follow the steps below to perform PCC pavement design using MnPAVERigid. It can be
obtained from the Software page of the MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/software.html.
STEP 1. Open the program. It should open to the Main tab which is where design inputs are
entered and the thickness calculated.
STEP 2. For a new project, begin by entering a short, identifiable name into the Project name
text box. This will be the name of the data file that saves the users inputs. An existing
data file can be loaded by clicking on the Load from *.txt file button.
STEP 3. Enter any notes into the Project Notes text box.
STEP 4. Enter the design life into the Design Life, Years text box. This will be either 20 or
35.
STEP 5. Choose the projects district from the Climate (by district) drop-down list.
STEP 6. Enter the Initial, HCADT. This value is the base year HCADT: two-way (Heavy
Commercial Average Daily Traffic) that is found on the projects traffic forecast.
STEP 7. Enter the Linear yearly growth (%). This value is the GROWTH/YR for the
HCADT: two-way that is found on the projects traffic forecast.
STEP 8. The default Axle load spectra is MnDOT WIM Average which is appropriate for
most situations.
MnDOT WIM Heavy may be selected from the Axle load spectra drop-down list
if a traffic forecast shows that more than 70% of the HCADT is 5 axle + trucks and
twin trailers. Use MnDOT WIM Heavy if the following formula is true.
(5 + )% + (5 + )% + (5 + )%
> .70
%
27
STEP 9. For Widened outer lane, if any the following conditions are met, select yes:
The outside lane will be paved at least 1 foot past the marked edgeline.
The outside lane will be paved at the same time as the concrete shoulder and the
joint between them will include tie bars (i.e. a concrete shoulder with a tied L1
joint).
The outside lane will include an integral curb and gutter.
If none of these conditions are met, select No.
STEP 10. For Shoulder type:
If the outside lane will be paved separately from a concrete shoulder or a curb and
gutter, and the joint between them will include tie bars (i.e. a concrete shoulder with
a tied L2 joint) then select tied PCC.
Otherwise, select HMA, Untied PCC, or Aggregate.
STEP 11. Set the Joint spacing to either 12 or 15 feet. The joint spacing with regard to the
calculated thickness must meet the requirements of Section 530. Note: Select 12 feet if
6X6 foot panels are intended to be used.
STEP 12. Left-click on the Run button to calculate the pavement thickness. If all inputs
havent been completed then an error box will appear that requests the completion of
all the inputs.
STEP 13. Use the following rounding procedure to determine the Design Thickness.
Round-down 0.01 to 0.19 to the nearest inch (X.01 to X.19 = X.0)
Round 0.20 to 0.69 to the nearest inch (X.20 to X.69 = X.5)
Round-up 0.70 to 0.99 to the next inch (X.70 to X.99 = X+1.0)
STEP 14. Make sure that the joint spacing is appropriate for the design thickness according to
Section 530. Run the program again after making any adjustments to the joint spacing.
NOTE: If PCC pavement designs with both 12 and 15-foot joint spacings are
both applicable, the design with the 15-foot spacing is generally
preferred.
28
550 - Whitetopping Thickness Design using BCOA-ME
Use this section to design whitetopping with a 20-year design life if the project was determined to be
a candidate for BCOA-ME design according to Section 510.1.B. Otherwise, design whitetopping
pavement using MnPAVE-Rigid (see Section 540 - PCC Thickness Design Using MnPAVERigid).
A. Use the BCOA-ME program according to the following directions.
STEP 1.
Load the BCOA-ME. The program is available as a webpage at

http://www.engineering.pitt.edu/Sub-Sites/FacultySubsites/J_Vandenbossche/BCOA-ME/BCOA-ME-Design-Guide/. The program is
available only as a webpage and an internet connection is required for its use.
STEP 2. Enter the latitude, longitude and elevation of the project.

Left-clicking on the Geographic Information button will open the Geographic
Information webpage which will provide help with getting this information. The
Geographic Information webpage provides two options for getting the latitude,
longitude and elevation.
Option 1 opens an external website that will provide the required information for any
city or address. Left-clicking on the Open Webpage button opens the
veloroutes.org website. Alternatively, Google Earth may also be used. After using the
website to determine the latitude, longitude and elevation return to the Geographic
Information webpage. Return to BCOA-ME by either left-clicking the Cancel
button or using your browsers back button. The latitude, longitude and elevation
must then be manually entered into the appropriate boxes.
Option 2 provides a drop-down list of cities with available information. Choose the
appropriate city and then Left-click the submit button. The submit button will
return you to BCOA-ME and automatically fill the latitude, longitude and elevation
boxes. Only use option 2 if the project is located near one of the available cities.
29
STEP 3. Enter the Design Lane ESALs. Do not use the ESALs Calculator button. If the
pavement design will be constructed or is a possible alternate bidding project then use
the 20-year Rigid ESALs from the projects traffic forecast. Otherwise, the average
20-year Rigid ESALs from the ESAL Forecasting Tool are acceptable (see Section
250 Traffic Data).
STEP 4. Leave the Maximum Allowable Percent Slabs Cracked at 25 and the Desired
Reliability against Slab Cracking at 85.
Figure 550.1 View of BCOA-ME
30
STEP 5. Set the AMDAT Region ID to 1 using the drop-down box.

STEP 6. Enter the Sunshine Zone using the drop-down box. To determine the correct value,
left-click on the blue label that says Map of Sunshine Zone. Find the correct value
using the map then left-click on the back button or anywhere on the map to return
to the BCOA-ME. The value is not automatically sent to the BCOA-ME and the
value must be manually selected with the drop-down box. For Minnesota the value
will always be either 4 or 5.
STEP 7. Enter the Post-Milling HMA Thickness in inches. This is the Design Existing HMA
Thickness minus the proposed milling depth. The Design Existing HMA Thickness is
the 85% percentile thickness of the HMA cores (85% with that thickness or greater).
STEP 8. Choose a HMA Fatigue condition, either Adequate or Marginal. Adequate is defined
as 0-8% fatigue cracking and Marginal is defined as 8-20% fatigue cracking. Clicking
on the Example of Fatigue Cracking button opens a webpage with visual examples
of both conditions. Return to BCOA-ME by either left-clicking the Back button or
using your browsers back button.
STEP 9. Enter the Modulus of Subgrade Reaction, k-value. This value represents the
composite support of the subgrade and any in-place base material. Compute this value
by using the k-value Calculator button. Clicking this button opens your internet
browser to the American Concrete Pavement Associations (ACPA) k-value calculator
website at http://apps.acpa.org/applibrary/KValue/. Guidance for its use is shown
in Figure 550.2. Calculating the k-value does not automatically place the value in the
BCOA-ME and the value must manually be entered.
STEP 10. Select either the Yes or No button to indicate if transverse cracks are present.
The design process includes a check to determine if there is the potential for reflective
cracking to occur. This does not affect the design thickness but indicates whether
preemptive measures should be taken prior to placing the overlay to prevent reflective
cracking into the overlay.
STEP 11. Enter the Average 28-day Flexural Strength as 650.
STEP 12. Enter the Estimated PCC Elastic Modulus as 4,000,000. Dont use the Epcc
Calculator button.
STEP 13. Enter a Coefficient of Thermal Expansion of 5.0. Dont use the CTE Calculator
button.
31
STEP 14. Select the Fiber type as No Fibers with the drop-down box.
STEP 15. Select a Joint Spacing of 6 x 6 with the drop-down box.
STEP 16. Left-click on the Calculate Design button to calculate the design. Warning, the
program will not automatically recalculate the design when changes are made to the
inputs and the Calculate Design button must be clicked again.
32
Figure 550.2 - ACPA k-value Calculator
1.Click on the calculator.

2. Select Resistance Value
(R-Value) and enter the
mean R-value
3 click Calculate.
Resilient Modulus
4. Choose Layer Type.
Typically the
selected material
will be unstabilized
(granular) subbase.
(Repeat for each
layer.)
5. Use a Resilient
Modulus of 27,000
for aggregate base or
15,000 for select
6. Enter the layer
thickness.
7. To define another
layer repeat 4-6.
h l
8. Click the Calculate
button to compute the
composite k-value.
33
B. Results
The program displays the calculated PCC overlay thickness, which is the exact, un-rounded
value and also displays the design PCC overlay thickness which is the rounded final value. Do
not report a design PCC overlay thickness of less than 4.0 inches; report it as 4.0 inches..
C. Printing and saving results
Right-click anywhere on the BCOA-ME and select Print preview from the drop-down
menu. Make sure that preview looks acceptable. Typically, setting the print size to shrink to
fit will provide the best appearance for the BCOA-ME; however, superfluous information
will be on a second page and only the first page will require printing. Either select a printer to
print a physical copy or, if equipped, select Adobe PDF to create an Adobe PDF file.
34
560 - PCC Standard Plans and Plates
In the MDR, provide the MnDOT Standard Plans and Plates for PCC pavement to include as a
reference in the project plans.
1. Access to MnDOT Standard Plans and Plates:
The MnDOT Standard Plans are available at the following link:
http://standardplans.dot.state.mn.us/
The MnDOT Standard Plates are available at the following link:
http://standardplates.dot.state.mn.us/
2. These are commonly used or referred to standard plans/plates in PCC paving plans:
Any of the Standard Plans in the 200 series (5-297.2xx)

Standard Plan 5-296.616 Rumble Strips for Concrete
Standard Plate 1070x - Reinforced Panel over Culverts
Standard Plate 1103x - Typical Dowel Bar Assembly
Standard Plate 1141x - Pavement Keyway for Keyed Joint Construction
Standard Plate 1150x - Construction of Header Joints
Standard Plate 1210x Concrete Pavement Adjacent to Railway Crossing
35
MnDOT Pavement Design Manual, Jul15, 2015

Chapter 6 Ramps, Shoulders, Turn Lanes & Miscellaneous Pavements
Date
Contents
Introduction ........................................................................................................................................................ 1
600 Ramps and Loops ................................................................................................................................... 1
610 - Shoulders ................................................................................................................................................... 2
620 - Widening Existing Lanes and Adding Lanes ....................................................................................... 4
630 - Turn Lanes ................................................................................................................................................ 5
640 - Temporary Median Crossovers.............................................................................................................. 6
650 - Parking Lots and Driveways .................................................................................................................. 7
660 - Roundabouts ............................................................................................................................................ 8
670 - Shared-Use Paths ..................................................................................................................................... 8
Introduction
This chapter contains standards and guidance for the pavement design of non-mainline pavements.
Often the design of these pavements will require a degree of engineering judgment and may follow
district preference/experience.
600 Ramps and Loops
Ramps and loops are short roads which allow vehicles to enter or exit a grade separated highway.
Ramp pavements are constructed of HMA or PCC. Use the following to design ramp pavements.
1. HMA
HMA is a suitable material for ramps for most applications, including for both HMA and PCC
mainlines. Existing HMA ramps may be rehabilitated with the same methods as used for mainline
pavements (e.g. overlays, full-depth reclamation (FDR), stabilized full-depth reclamation (SFDR),
and cold-in-place recycling (CIR)).
The pavement must meet the pavement design requirements of Chapter 4 HMA.
2. PCC
PCC is a suitable material for ramps and loops. Existing PCC ramps may be rehabilitated with the
same methods as used for mainline PCC pavements.
The pavement must meet the pavement design requirements of Chapter 5 PCC. Consider
matching the PCC thickness of the ramps to the mainline or cross-road.
610 - Shoulders
Shoulders are pavement (HMA/PCC) or aggregate that extends past the marked traffic lanes and is
not intended for use as a travel lane. In specially designated areas shoulders may be used by buses to
bypass traffic.
Shoulder material is dictated by the mainline pavement material, the amount and type of vehicle use
on the shoulder, the condition and type of any existing shoulders, and the results of any required
LCCA.
See the Roadway Design Manual - Chapter 4 Cross Sections for more information on
shoulder widths and cross-sections.
1. Materials
A. Aggregate surfacing
(1) Aggregate shoulders
Aggregate is a relatively inexpensive material that may be used to construct shoulders,
however, aggregate requires re-grading and may not perform well under high traffic or
heavy loads. Because of these limitations, aggregate shoulders are typically used on lowvolume, rural roads in which the shoulders are not subject to repetitive loads.
Typically, the top 3.0 inches of aggregate shoulders are constructed of class 1 or class 2
aggregate surfacing and may contain recycled material (depending on district
preference/experience) placed on the same aggregate base material as mainline.
(2) Aggregate shouldering with paved shoulder
In addition to any paved shoulder (HMA/PCC), a 1.5-foot wide strip of aggregate (class
1, class 2, or recycled HMA millings) is provided to round the intersection of the
shoulder and the inslope. This is considered a useable part of the shoulder.
B. HMA
HMA may be used to construct shoulders for either HMA or PCC mainline pavements.
(1) When mainline rehabilitation projects increase the elevation of the mainline pavement, the
elevation of the shoulders must be raised to match the mainline. To achieve this, HMA
2
shoulders are typically either overlaid or rehabilitated by reclaiming the existing HMA,
placing aggregate base as required, and paving a new HMA shoulder.
(2) HMA shoulders are classified as either thin (<4.0 inches) or thick (4.0 inches).
Shoulders classified as thin, are expected to be rehabilitated by being removed and
replaced. Thick HMA shoulders are expected to be rehabilitated with an overlay or a
mill and overlay. The difference in expected rehabilitation activities will affect any LCCA
performed on the road.
(3) New HMA shoulders are typically constructed 3.0 or 4.0 inches thick and placed on the
same aggregate base as the mainline. If the HMA shoulder is designated as a bus-only
shoulder then the thickness should be structurally designed according to Chapter 4
HMA. The subsurface layers should match the mainline pavement to maintain the
continuity of drainage and to prevent any differential heaving between mainline and the
shoulders.
C. PCC
PCC is suitable shoulder material for PCC mainline pavements. Besides acting as a durable,
low-maintenance shoulder material, a tied PCC shoulder provides structural benefits to
mainline PCC pavements (that have full lane-width panels) which may result in a thinner
required mainline PCC thickness.
Minimum thickness
PCC shoulders that are placed as whitetopping (PCC overlay of existing HMA) have a
minimum required thickness of 4.0 inches (same as whitetopping). See Section 510 PCC
Overlay of Existing PCC - Whitetopping for the pavement design of whitetopping.
For a tied PCC shoulder, the PCC shoulder thickness must meet the following
o No thinner than 5.0 inches.
o No thinner than the mainline PCC thickness plus 2.0 inches. This
allows the tie-bars to be placed mid-depth in the mainline pavement
and provide 2.0 inches of cover for the tie bars.
If the PCC shoulder is designated as a bus-only shoulder then include dowel bars and
design the thickness according to Chapter 5 - PCC.
For other circumstances, PCC shoulders have a minimum required thickness of 4.0 inches.
620 - Widening Existing Lanes and Adding Lanes
This section discusses permanent additions to an existing pavement such as widening, or

adding/extending turn lanes. In general, to minimize differential movement relative to adjacent
existing pavements, additions are designed to match the thickness and materials of adjacent
pavements as much as practical.
1. Mainline widening and adding through lanes
Pavements that carry through-traffic must meet the structural requirements of Chapter 4 - HMA or
Chapter 5 - PCC. However, the pavement section should be designed to match the adjacent
existing section rather than following Figure 400.1 or Figure 500.1. Any of these pavement
segments that are more than a mile long must have a signed traffic forecast. Contact the
MnDOT Concrete Engineering Unit (Office of Materials and Road Research) to discuss the
suitability of tying a new concrete lane to an existing concrete lane.
2. Other additions
Typically, traffic data is not available to design pavement additions, such as adding (or extending)
turn lanes or auxiliary lanes. These sections are recommended to match the adjacent existing
pavements and have at a minimum:
4.0 inches of HMA pavement on aggregate base and subbase that matches the mainline
structure.
5.0 inches of PCC pavement on aggregate base and subbase that matches the mainline
structure.
3. Pavement widening drainage system
Permeable aggregate base (PAB) is a recommended option for designs that involve the widening
of narrow pavements so as to perpetuate the drainage of any water trapped in the existing
pavement by the widening. The drainage system is shown in MnDOT Standard Plan 5-297.432.
The type of PAB material (drainable stable base (DSB), open-graded aggregate base (OGAB), and
permeable asphalt stabilized base (PASB)) used for this widened section is optional.
630 - Turn Lanes
If the turn lanes are expected to carry a high amount of heavy commercial truck traffic, then the turn
lane should be designed to meet the structural requirements of Chapter 4 - HMA or Chapter 5 PCC. Contact the MnDOT Concrete Engineering Unit (Office of Materials and Road Research) to
discuss the suitability of tying a new concrete lane to an existing concrete lane.
At a minimum, turn lanes must meet the following requirements:
4.0 inches of HMA pavement on aggregate base and subbase that matches the mainline
structure.
5.0 inches of PCC pavement on aggregate base and subbase that matches the mainline structure.
640 - Temporary Median Crossovers
Temporary median crossovers are HMA pavements that are installed before a project on a divided
highway to allow traffic to be diverted from one set of lanes, across the median, to the other set of
lanes and are removed at the completion of the project.
At a minimum provide 4.0 inches of HMA with 6.0 inches of aggregate base. It is recommended to
construct the entire embankment required for the crossover from granular material.
Note: It is recommended to complete construction of temporary median crossovers 60 days
prior to receiving traffic or construct them the previous season if possible.
650 - Parking Lots and Driveways
Use this section to design the pavement section of parking lots and driveways. Evaluation and
treatments below these sections are at the discretion of the District Materials/Soils Engineer.
1. HMA
For parking lots or driveways that are ordinarily loaded with passenger cars, the minimum
pavement section is 3.0 inches of HMA and 6.0 inches of aggregate base.
For parking lots or driveways that accommodate heavy trucks, the minimum pavement section
is 4.0 inches of HMA and 12.0 inches of aggregate base.
If a large number of heavy trucks are expected then design the pavement thickness according
to Chapter 4 HMA.
Mix Designation
o For parking lots or driveways that are ordinarily loaded with passenger cars, specify a mix
designated as SPWEB330A, SPWEB330B or SPWEB330C.
o For parking lots or driveways that accommodate heavy trucks, specify a mix designated as
SPWEB440F.
2. PCC
For parking lots the minimum pavement section is 5.0 inches of PCC on 12.0 inches of
aggregate base.
For driveways the minimum pavement section is 4.0 of PCC on aggregate base.
o Joints will be sealed, un-doweled, and should not be more than 6 feet apart. For doweled
joints, follow Table 530.1 PCC Joint Design.
If a very large number of heavy trucks are expected, then design the pavement according to
Chapter 5 PCC.
660 - Roundabouts
Roundabouts have the same pavement design requirements as mainline pavements; see Chapters 4HMA or Chapter 5-PCC. A separate traffic forecast must be developed for just the roundabout to
be used for the pavement design.
Because of the turning-movements and slow speeds experienced in a roundabout, it is
recommended to increase the high temperature of the asphalt PG by one grade.
Contact the MnDOT Concrete Engineering Unit (Office of Materials and Road Research) to discuss
details for PCC truck aprons and PCC roundabouts.
670 - Shared-Use Paths
A shared-use path is typically located on exclusive right-of-way, with no fixed objects in the pathway
and minimal cross flow by motor vehicles. Portions of a shared-use path may be within the road
right-of-way but physically separated from the roadway by a barrier or landscaping. Users typically
include bicyclists, in-line skaters, wheelchair users (both non-motorized and motorized) and
pedestrians.
Subgrade and surfacing recommendations for shared-use paths should be provided by or reviewed
by the District Materials/Soils Engineer, and included in the projects Materials Design
Recommendation (MDR). Shared-Use Paths may be paved with PCC or HMA. For HMA, it is
recommended to specify a SPWEA230B bituminous mixture for the shared-use path surfacing. This
mix includes a PG 58-28 binder; however, specifying a PG 52-34 or PG 58-34 binder is acceptable.
Guidelines for the design of the Pavement Structure of shared-use paths are contained in Section 55.0 of The MnDOT Bikeway Facility Design Manual.
http://www.dot.state.mn.us/bike/pdfs/manual/Chapter5.pdf

Chapter 7 Pavement-Type Selection
Date
Contents
Introduction ........................................................................................................................................................ 1
700 - Steps to Perform Pavement-Type Selection ........................................................................................ 3
710 - Pavement Design Categories.................................................................................................................. 4
720 - Determination of Which LCCA Process to Follow ........................................................................... 6
730 - Formal LCCA Process ............................................................................................................................ 8
740 - District LCCA Process..........................................................................................................................12
750 - Alternate Bidding ...................................................................................................................................16
760 - LCCA Formulas and Standards ...........................................................................................................17
770 - LCCA Maintenance Activities..............................................................................................................22
Introduction
Scope
This chapter contains the process to determine the pavement-type of MnDOT projects.
Background
MnDOT has had separate procedures to determine the pavement-type of new pavement projects
(last documented in Technical Memorandum 10-04-MAT-01), rehabilitation projects (last
documented in Technical Memorandum 09-12-MAT-03) and to determine the pavement-type
through alternate bidding. This chapter replaces those procedures.
In addition, this chapter implements Minnesota State Statute 174.185. This legislation requires a lifecycle cost analysis (LCCA) to be performed for all pavement projects in the reconditioning (RD),
resurfacing (RS), and road repair (RX) funding categories. The LCCA is required to compare
competing paving materials using equal design lives and equal comparison periods. If the chosen
alternate does not have the lowest life-cycle-cost, then the justification is required to be documented.
Overview
Pavement-type selection determines a projects pavement-type by using a LCCA or alternate
bidding.
LCCA is used to calculate the low-cost alternate, among alternates with equal benefits, by comparing
each alternates combined initial and future costs. The value of future costs and benefits is converted
into a present cost using a process called discounting. Discounting represents the time value of
money given its ability to earn interest (i.e. a dollar today is worth more than a dollar tomorrow); this
means the later a future cost occurs, the lower the value of its present cost. Initial cost is an estimate
of an alternates construction costs. The initial cost shouldnt include all construction costs, but it
does need to include all costs that differ between the alternates.
Pavement-type selection requires following one of two LCCA processes, either Formal LCCA or
District LCCA. The Formal LCCA process is performed to determine the low-cost alternate and to
evaluate if the project is a good candidate for alternate bidding. Good candidates for alternate
bidding are projects with competitive alternates that are both likely to attract bidders, which are
typically projects that involve pavements with long design lives (20 years or greater). The District
LCCA process is used only to determine the low-cost alternate.
Since the Formal LCCA is used to evaluate projects for alternate bidding costs must be calculated in
the same manner as alternate bidding, by accounting for the length of the project, variations in
pavement design and width, and variations in shoulder design and width that occur over the
projects length. This involves calculating costs for multiple segments of pavement and summing the
costs together to determine a total cost for each alternate.
The District LCCA process is used only to determine the low-cost alternate. The District LCCA
process is simpler and not every variation in pavement design and pavement width is included in the
LCCA.
Both LCCA processes use standard schedules of future activities to calculate future costs. The
standard schedules specify when and what future activities will occur and the quantities needed to
develop their cost. A 50-year schedule of future activities is provided for most pavement-types and
design lives, which is a sufficient period to ensure that a major rehabilitation activity will occur in the
schedule. Some pavement-types with short design lives (less than 20 years) only have 35-year
schedules provided. These pavement-types will require multiple rehabilitations, and perhaps
reconstruction, in a 50-year period and these activities are too uncertain to predict with accuracy. So
that all schedules may be compared, a 35-year schedule is provided for all pavement-types and
design lives.
The standard schedules of future costs were developed by the MnDOT Pavement Design Engineer
and are based on preventive and rehabilitation activities as they are currently performed. Data for
developing the standard schedules came from pavement management system (PMS) data and
quantities from MnDOT projects. In addition, judgment and accepted MnDOT standards were used
to supplement the available data when it was not sufficient. Draft schedules were distributed for
review and comment to the District Materials/Soils Engineers as well as representatives of the HMA
and PCC pavement industries.
User, supplemental, and other noneconomic costs are not formally evaluated by the LCCA
processes or alternate bidding; however, these costs may be used to help determine applicable
alternates for the LCCA processes and may be used as justification (on a case-by-case basis) for an
exception to the LCCA processes or for the use of alternate bidding.
At the completion of the LCCA processes either, the low-cost alternate is selected; a different
alternate is selected if an exception is granted, or the project continues to alternate bidding.
Projects in the Formal LCCA process may have their pavement-types selected using the alternate
bidding process. Plans for alternate bidding projects contain two pavement-type alternates and
contractors choose the alternate on which they will bid. The low-cost bidder is determined after
considering the initial construction cost (the contractors bid) and the bid adjustment factor, which is
the difference in the discounted future costs between the alternates and is added to the alternate
with the greater discounted future costs.
700 - Steps to Perform Pavement-Type Selection
The pavement-type selection process begins with pavement designs that were proposed during the
project planning or the project scoping processes. The proposed designs and the directions given in
this chapter are used to select the pavement-type.
Begin the pavement-type selection with the following steps.
STEP 1.
Identify the unique pavement designs that were proposed in the project selection or
project scoping processes.
One or more pavement design may have been proposed over the length of the project.
Each of these pavement designs (not necessarily contiguous) that are consistent in
pavement structure, thickness, width, material, and design life is defined as a unique
pavement design.
For example, project scoping may only propose one pavement design, such as a 4.0-inch
overlay for the length of the project, and therefore the project would have only one
unique pavement design. Project scoping of another project may propose a 4.0-inch
overlay for the majority of the project but also proposes reconstruction at multiple
locations. The overlay would be one unique pavement design, and the reconstruction
design would be a second unique pavement design (if the reconstruction design is the
same for all locations).
STEP 2. Categorize each unique pavement design using Section 710 - Pavement Design
Categories.
STEP 3.
Determine which LCCA process to follow using Section 720 - Determination of

Which LCCA Process to Follow.
STEP 4. Follow either the Formal LCCA process, Section 730 - Formal LCCA Process, or the
District LCCA process, Section 740 - District LCCA Process, as determined by
Section 720 - Determination of Which LCCA Process to Follow.
STEP 5. Continue to the alternate bidding process, Section 750 - Alternate Bidding, if it was
determined to do so by the Formal LCCA process.
STEP 6. 12-18 months prior to the project letting, review any previously prepared LCCA for the
project, and update the LCCA if changes to costs or to the project may change the
outcome.
3
710 - Pavement Design Categories
Use the following descriptions, or Flowchart 710.1, to categorize each unique pavement design
that was proposed by the project planning or project scoping processes. Reference Chapters 4
HMA & 5 PCC to determine design lives. After categorizing all of the projects unique
pavement designs, continue to Section 720 - Determination of Which LCCA Process to
Follow.
1. DL 20 (Design Life of 20 years or greater)
This category includes pavement with a design life of 20 or more years.
Examples include:
New/reconstructed HMA
New/reconstructed PCC
Full-depth reclamation (FDR)
Stabilized full-depth reclamation (SFDR)
Rubblization of PCC
Cold-in-place recycling (CIR)
PCC overlays (whitetopping or unbonded overlay)
Other
This category does not include HMA overlays 5.0 inches thick or less. For the purpose of
choosing a LCCA process all HMA overlays 5.0 inches or less but greater than 2.0 inches in
thickness are included in the DL<20 category.
2. DL < 20 (Design Life less than 20 years)
This category includes pavement designs that have a design life less than 20 years and are thicker
than 2.0 inches. For the purpose of choosing a LCCA process, all HMA overlays 5.0 inches or
less but greater than 2.0 inches in thickness are included in this category regardless of design life.
3. 2 Maintenance
This category includes new pavements 2.0 inches thick. These projects are considered to be
maintenance activities with no opportunity to develop an alternate pavement type. No LCCA is
required.
Flowchart 710. 1 Categorizing unique pavement designs
START
With first unique pavement
design
Categorize the next
unique pavement
design.
Is the design an overlay 2.0
inches?
YES
The pavement design

is categorized as
2 Maintenance.
NO
Is the pavement design a HMA

overlay >2.0 inches and 5.0
inches thick?
YES
The pavement design

is categorized as
DL < 20.
NO
NO
Does the pavement design

have a design life of 20 or
more years?
YES
The pavement design

is categorized as
DL 20.
NO
Does the pavement design

have a design life of less than
20 years?
Have all the unique

pavement designs
been categorized?
YES
YES
The pavement
design is categorized
as DL < 20.
Continue to
Section 720.
720 - Determination of Which LCCA Process to Follow
Use the following tables, or Flowchart 720.1, and the pavement design categories determined in
Section 710 - Pavement Design Categories to determine which LCCA process to follow.
Table 720.1 Follow Formal LCCA

Projects that have 60,000 or more contiguous sq. yds.(1) of pavement in the DL 20
Category.
OR
Any project that the district wants to evaluate as a potential alternate bidding
candidate.
Table 720.2 Follow District LCCA

Projects that have more than 7,500 sq. yds. but less than 60,000 contiguous sq. yds.(1)
of pavement in the DL 20 Category.
OR
Projects that have 60,000 or more sq. yds.(1) of pavement in the DL<20 Category.
AND
Does not meet the requirements to follow the Formal LCCA process.
Table 720.3 - No LCCA Required

Any projects that does not meet the requirements to follow the Formal LCCA process or District LCCA
process. The designer should select the proposed pavement design.
(1)
The pavement area is calculated using only the 12-foot wide travel lane of the mainline
pavement and doesnt include shoulders, ramps, parking lanes, turn lanes, or auxiliary lanes.
Flowchart 720.1 Determining which LCCA process to follow
START
Does the project include 60,000 or more

contiguous sq. yds.(1) of pavement in the
DL 20 Category?
YES
The project requires

a Formal LCCA.
Continue to Section
730.
NO
Does the district want to evaluate the

project for Alternate Bidding?
YES
The project requires

a Formal LCCA.
Continue to Section
730.
YES
The project requires a

District LCCA.
Continue to Section
740.
YES
The project requires a

District LCCA.
Continue to Section
740.
NO
Does the project include more than

7,500 sq. yds. but less than 60,000
contiguous sq. yds.(1) of pavement area
in the DL 20 Category?
NO
Does the project include 60,000 or

more sq. yds.(1) of pavement area in the
DL<20 Category?
NO
The project does not meet the

requirements to perform a Formal or
District LCCA
No LCCA Required.
Select the proposed
pavement design.
(1) The pavement area is calculated using only the 12-foot wide travel lane of the
mainline pavement and doesnt include shoulders, ramps, parking lanes, turn
lanes, or auxiliary lanes.
7
730 - Formal LCCA Process
Follow this section if Section 720 - Determination of Which LCCA Process to Follow
determined that a Formal LCCA is required.
STEP 1.
For each unique pavement design that meets either of the following criteria (A or B
below), develop pavement designs for the required alternates. Chapter 9 - Construction
and Rehabilitation Alternates may be consulted to determine appropriate alternates
that meet the requirements of the tables.
Criteria A. For each unique pavement design in the DL 20 Category, develop pavement designs
for the required alternates in Table 730.1.
Table 730.1 - Required Alternates for DL20 Category

Alternate Number
Pavement Material
HMA
PCC
PCC
Design Life
20 Years
20 Years
35 Years
Criteria B. For each unique pavement design in the DL< 20 Category that is greater than 7,500
sq.yds(1), develop pavement designs for the required alternates in Table 730.2
Table 730.2 - Required Alternates for DL<20 Category

Alternate
Number
Pavement
Material
As Proposed in Scoping or
Project Development(2)
HMA
PCC
Design Life
For the Pavement Design

Proposed in
Scoping or Project
Development(2)
20 Years
20 Years
(1) The pavement area is calculated using only the 12-foot wide travel lane of the mainline
(2) The design life and pavement material of the pavement design proposed in scoping or
project development process. Chapters 4 HMA and 5 - PCC may be consulted to
determine design life.
STEP 2. Calculate the net present cost of each alternate.
Use the most current version of the MnLCCA spreadsheet that contains the correct
District Standard Prices for the district. This spreadsheet follows the LCCA standards
in Section 760 LCCA Formulas and Standards and Section 770 LCCA
Maintenance Activities. A copy of the spreadsheet (for each district) is available on the
MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/lcca.html
A. Perform a LCCA for alternates developed from Table 730.1 and a separate LCCA
for alternates developed from Table 730.2.
B. LCCA analysis period.
For each LCCA:
Use a 50-year analysis period for alternates developed from Table 730.1.
C. To account for multiple unique pavement designs, the spreadsheet divides the
project into segments, one segment for each unique pavement design. For each
segment, develop an initial cost of a representative one-mile segment of each alternate
and enter it into the spreadsheet.
The initial cost includes the cost of constructing the pavement section between the
shoulder points of intersection (P.I.). This includes the cost of the mainline and
shoulder pavements, base, subbase, and engineered soil. Additional costs may also be
included that reflect the difference in construction of the alternates, such as; different
grade raises between alternates, traffic detour or no detour, constructing under traffic,
or A+B contracting.
For the calculation of initial costs, use the item costs contained in the current
District Standard Prices that are updated annually for each district. If a necessary
item cost is not provided contact the MnDOT Pavement Design Engineer.
D. The spreadsheet automates the calculation of future costs using the users inputs,
Sections Section 760 LCCA Formulas and Standards and Section 770 LCCA
Maintenance Activities, and the District Standard Prices. For each segment, the
user completes an input form with data related to that alternates pavement design,
pavement section geometry, and segment length. When the data in the input form is
accepted, the Net Present Cost of that segment of the alternate are automatically
calculated.
E. The MnLCCA spreadsheet will calculate the net present cost of each alternate by
summing the individual net present costs of each segment of the alternate.
10
STEP 5. Either select an alternate or continue to alternate bidding.

The MnLCCA spreadsheet(s) will calculate the net present cost of each alternate and
the percentage that it is greater than the low-cost alternate. The alternate with the least
net present cost is the low-cost alternate.
If a HMA alternate and a PCC alternate have net present costs within 10% (of the
lower value) then the lowest cost PCC and HMA alternates will continue to be
developed for alternate bidding using Section 750 - Alternate Bidding.*
Otherwise, select the low-cost alternate. Send the MnLCCA and Initial
Estimate spreadsheets to the Pavement Design Engineer for concurrence.
If the low-cost alternate is not selected, document the LCCA results and the
selected alternate in an alternate bidding exception form which is considered
accepted when it is signed by the MnDOT Pavement Engineer.*
* Exception: The district may request an exception for the pavement-type selected or for the
requirement to use alternate bidding. Reasons for an exception may include;
The low-cost alternate isnt physically constructible
Construction would cause unreasonable user delay or user hardship (e.g. construction would
require unacceptable closures, long detours, or an extended construction period)
Performance would be unacceptable
Other supplemental costs or noneconomic factors (see Table 960.1)
An alternate bidding exception form must be completed and attached to the Pavement Design
Memo (PDM) before it is submitted to the MnDOT Pavement Design Engineer. The alternate
bidding exception form is accepted when it is signed by the MnDOT Pavement Engineer. A
template for the alternate bidding exception form is located on the MnDOT Pavement Design
website at http://www.dot.state.mn.us/materials/pvmtdesign/docs/index.html.
STEP 6. Documentation, distribution and review for alternate bidding
Complete the PDM (see Chapter 8 - Documentation) which details the pavement
alternates and how they were developed. It also identifies which pavement alternates that
will be used for alternate bidding. Attach the LCCA and any exception form. Submit the
PDM to the MnDOT Pavement Design Engineer.
The MnDOT Pavement Design Engineer will review the PDM and attachments and
may request that the district make changes. After any changes are made, the MnDOT
Pavement Design Engineer will distribute the PDM to representatives of the Concrete
Paving Association of Minnesota (CPAM) and Minnesota Asphalt Pavement Association
(MAPA) for a comment period of two weeks. After the comment period, the MnDOT
Pavement Design Engineer will address any comments and sign the PDM.
11
740 - District LCCA Process
Follow this section if Section 720 - Determination of Which LCCA Process to Follow indicated
that a District LCCA is required.
STEP 1.
For each unique pavement design that meets either of the following criteria (A or B
below), develop the required alternate pavement designs. Chapter 9 - Construction and
Rehabilitation Alternates may be consulted to determine appropriate alternates that
meet the requirements of the tables.
Criteria A. For each unique pavement design in the DL<20 Category, that has a pavement area of
60,000 or more sq. yds (1), develop pavement designs for the alternates required in Table
740.1. Consult Chapter 9 - Construction and Rehabilitation Alternates for
appropriate pavement alternates that may provide the requirements of Table 740.1.
If the project contains a total pavement area greater than 60,000 sq. yds (1) in the DL<20
Category, but no individual unique pavement design has an area greater than 60,000
sq. yds (1), develop pavement designs for alternates of the longest design in the DL<20
Category.
Table 740.1 - Required Alternates for DL<20 Category

Alternate
Number
Pavement
Material
As Proposed in Scoping or
Project Development(2)
HMA
PCC
Design Life
For the Pavement Design

Proposed in
Scoping or Project
Development(2)
20 Years
20 Years
(2) The design life and pavement material of the pavement design proposed in scoping or
project development process. Chapters 4 HMA and 5 - PCC may be consulted to
determine design life.
12
Criteria B. For each unique pavement design, DL 20 Category, that is greater than 7,500 sq. yds.
but has a pavement area less than 60,000 sq. yds. (1), develop pavement designs for the
alternates in Table 740.2. Consult Chapter 9- Construction and Rehabilitation
Alternates for appropriate pavement alternates that may provide the requirements of
Table 740.2.
Table 740.2 Required Alternates for DL 20 Category

Alternate Number
Pavement Material
HMA
PCC
PCC
20 Years
20 Years
35 Years
Design Life
STEP 2. Calculate the net present cost of each alternate.
A. Use the most current version of the MnLCCA spreadsheet that contains the correct
District Standard Prices for the district. This spreadsheet follows the LCCA
standards in Section 760 LCCA Formulas and Standards and Section 770
LCCA Maintenance Activities. A copy of the spreadsheet (for each district) is
available on the MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/index.html
13
B. Perform a LCCA for alternates developed from Table 740.1 and a separate LCCA
for alternates developed from Table 740.2.
C. LCCA analysis period
For each LCCA:
D. To account for multiple unique pavement designs, the spreadsheet divides the
project into segments, one segment for each unique pavement design. In the
previous step, alternate pavement designs were developed as required by Table
740.1 and Table 740.2. For each of these alternate pavement designs, develop an
initial cost of a representative one-mile segment and enter it into the spreadsheet.
The initial cost includes the cost of constructing the pavement section between the
shoulder points of intersection (PI). This includes the cost of the mainline and
shoulder pavements, base, subbase, and engineered soil. Additional costs may also be
included that reflect the difference in construction of the alternates, such as; different
grade raises between alternates, traffic detour or no detour, constructing under
traffic, or A+B contracting.
For the calculation of initial costs, use the item costs contained in the current
District Standard Prices that are updated annually for each district. If a necessary
item cost is not provided, then use the average bid price from the year listed on the
District Standard Prices or other method approved by the MnDOT Pavement
Engineer.
E. The MnLCCA spreadsheet automates the calculation of future costs using the
users inputs, Sections 760 LCCA Formulas and Standards and 770 LCCA
Maintenance Activities, and the District Standard Prices. For each segment of an
alternate, the user completes an input form with data related to the pavement design,
pavement section geometry, and segment length. When the data in the input form is
accepted, the Net Present Cost of that segment, of that alternate, is automatically
calculated.
F. The MnLCCA spreadsheet will calculate the Net Present Cost of each alternate by
summing the individual Net Present Costs of each segment, of each alternate.
14
STEP 3. Select the low-cost alternate.

The MnLCCA spreadsheet(s) will calculate the Net Present Cost of each alternate and
the percentage that it is greater than the low-cost alternate. The alternate with the least
Net Present Cost is the low-cost alternate. Select the low-cost alternate.*
* Exception: The district may document an exception for the pavement type selected. Reasons for
an exception may include;
A selected alternate isnt physically constructible,

Construction would cause unreasonable user delay or user hardship (e.g. construction would
require unacceptable closures, long detours, or an extended construction period)
Performance would be unacceptable
Other supplemental costs or noneconomic factors (see Table 960.1)
An exception form must be completed and attached to the Materials Design Recommendation
(MDR) before it is submitted to the MnDOT Pavement Design Engineer. The exception is
granted when it is signed by the District Engineer.
STEP 4. Documentation
Attach the LCCA and any signed exceptions to the Materials Design Recommendation
(see Chapter 8 - Documentation).
15
750 - Alternate Bidding
Follow this section if Section 730 - Formal LCCA Process indicated that the project should
proceed to alternate bidding.
STEP 1.
Design the project plans with the HMA and PCC alternates that were developed in the
Formal LCCA process. Attempt to have the same pavement widths and profile grade
between the alternates.
STEP 2. The MnDOT Pavement Design Engineer develops the project bid adjustment factor(s)
as follows:
A. For the alternate designs presented in the final plans, perform an LCCA of all costs
other than initial costs using the approach described in Section 730 - Formal LCCA
Process.
B. The bid adjustment factor for an alternate is calculated as the difference between its
net present cost and the net present cost of the alternate with the lowest net present
cost. The alternate with the lowest net present cost always has a bid adjustment factor
of $0.00 which doesnt need to be reported.
C. Calculate the bid adjustment factor on the alternates as presented in the final plans.
D. Develop the bid adjustment factor within 6 months of the project bid.
STEP 3. Letting and awarding for alternate bidding
The project will be advertised for bids with the bid adjustment factor(s) and plans that
include the pavement alternates. Bidders may bid on either pavement alternate. The lowcost bidder will be determined after adding the appropriate bid adjustment factor to each
bid.
16
760 - LCCA Formulas and Standards
LCCA compares pavement alternates by calculating the net present cost for each alternate. The net
present cost is the initial cost plus the discounted cost of future activities minus the cost of any
discounted remaining service life (RSL) value.
1. Discount rate (r)
The discount rate is equal to the average of the 5 most recent years real interest rate of a 30-year
treasury bonds as published each year by the federal Office of Management & Budget (OMB).
Each years discount rate will be determined by the MnDOT Office of Investment &
Management and distributed by July 1st.
2. Remaining service life (RSL) value
The Remaining service life value is the residual value of an improvement when its service life
extends beyond the end of the analysis period. The RSL value is calculated as the cost of the last
rehabilitation or reconstruction activity multiplied by the ratio of the number of years of the
activitys service life that are remaining at the end of the analysis period over the service life of the
activity. The RSL value is included in the LCCA as negative cost. A remaining service life value
will not be calculated for maintenance activities (e.g. surface or crack treatments, shoulder joint
sealing, and shoulder fog sealing).
3. District standard prices
This is a list of each districts item costs which are used to estimate initial and future costs. It will
be updated annually by the MnDOT Pavement Design Engineer by July 1st of each year. The
values will be based on each districts bid prices from the March 1st of the previous year to April
30th of the current year. The proposed price list will be made available for review by the district,
CPAM, and MAPA prior to being accepted.
17
5. Formulas
A. Remaining service life (RSL)
RSL
Remaining service life value
C Last Activity
Cost of the last rehabilitation or reconstruction activity.

This activity may include reconstruction or a rehabilitation
activity such as a CPR or an overlay. This would not
include maintenance activities such as surface treatments
or crack treatments, shoulder joint sealing, or shoulder fog
sealing.
NSL
Service life of the last activity in years.
NRL
Unused service life, in years, of the last activity at the end

of the Analysis Period.
18
B. Present cost of each activity
(1 + )
PC Activity
Present cost of an activity (or RSL)
C Activity
Cost of an activity (or RSL)
N Activity
Number of years after construction that an activity is

scheduled to take place
Discount rate, decimal form (Section 760.1)
19
C. Net present cost of an alternate (for one segment)
[ ] = +
C Initial
Net present cost of an alternate (for one segment)
Present cost of activities (or RSL)

Initial cost of construction
Note: Do not include an initial cost (C Initial) when calculating the bid adjustment factor
for alternate bidding.
5) Net present cost of an alternate (for an entire project with multiple segments)
[ ] = [ ]
[ ]
Net present cost of an alternate for the entire

project when the project has multiple segments.
[ ]
Net present cost of an alternate for an individual

segment.
20
D. Bid adjustment factor for an alternate
= [ ] [ ]
Bid adjustment factor for an alternate.
[ ]
The net present cost of the alternate (for all

segments)
[ ]
The net present cost of the alternate with the

lowest net present cost
21
770 - LCCA Maintenance Activities
This section contains the schedules and quantities that are used by the MnLCCA spreadsheet for
performing LCCAs and determining bid adjustment factors for use in alternate bidding.
1. The following Maintenance and Rehabilitation Schedules are presented in this section
Table 770.1 - PCC with 12 or 15 joint spacing - design life = 20 years
Table 770.2 - PCC with 12 or 15 joint spacing - design life = 35 years
Table 770.3 - PCC with 6 X 6 joint spacing - design life = 20 years PCC thickness = 5.5
inches or greater
Table 770.4 - PCC with 6 X 6 joint spacing - design life = 20 years PCC thickness = 5.0
inches or less
Table 770.5 - PCC with 6 X 6 joint spacing - design life = 35 years
Table 770.6 - New HMA pavement over aggregate base, FDR, SFDR, CIR, or rubblized PCC
- design life = 20 years
Table 770.7 - HMA Overlay - design life (DL) = 13 to 17 years
Table 770.8 - HMA Overlay - design life (DL) >17 years
2. Use the following definitions:
Thin HMA Shoulders are less than 4.0 inches in thickness
Thick HMA Shoulders are 4.0 inches or greater in thickness
22
PCC
Table 770.1 - PCC with 12 or 15 Joint Spacing
Design Life = 20 years
Pavement Age
0
20
35
35 Year Analysis Period
Treatment
Initial Construction
1st CPR
End of Analysis Period
(No Remaining Service Life)
Treatment
1st CPR
Remove & Replace (PCC with
20-year Design Life)
(5/20 Remaining Service Life)
50
Pavement Preservation Rehabilitation Quantities

Age
Treatment
Type BA Repair
Type B3 Repair
20
35
50
Type CD-HV Repair

Type CX Repair
Surface Grind
Remove & Replace
(PCC with 20-year
Design Life)
12 or 15 Long Panels
Mainline Quantity
1% Surface Area
2% Transverse &
Longitudinal Joints
7% Transverse Joints
6% Surface Area
68% Surface Area
100%
Shoulder Treatment
Thin Bit Shoulders:
Remove & Replace
Thick Bit Shoulders:
1.5 Mill & Overlay
100%
25% Remaining Service Life [5/20]
23
Table 770.2 - PCC with 12 or 15 Joint Spacing

Pavement Age
0
20
35
Treatment
1st CPR
Treatment
1st CPR
2nd CPR
50

Age
Treatment
Type BA Repair
Type B3 Repair
20
Type CD-HV Repair

Type CX Repair
Surface Grind
Type B3 Repair
35
50
Type CD-HV Repair

Type CX Repair
Surface Grind
12 or 15 Long Panels
Mainline Quantity
Shoulder Treatment
1% Surface Area
Thin Bit Shoulders:
1% Transverse &
Remove & Replace
Longitudinal Joints
Thick Bit Shoulders:
1.5 Mill & Overlay
3% Surface Area
23% Surface Area
2% Transverse &
Thin Shoulders: Fog Seal
Longitudinal Joints
Thick Shoulders: Fog Seal
6% Surface Area
68% Surface Area
No Remaining Service Life
24
Table 770.3 - PCC with 6 X 6Joint Spacing

PCC thickness = 5.5 inches or Greater
Pavement Age
0
20
35
Treatment
1st CPR
Treatment
1st CPR
a 20-year Design Life)
50
Age
Shoulder Treatment
Thin Bit Shoulders: Remove
& Replace
CX Repair
6 x 6panels
Mainline Quantity
10% Transverse &
Longitudinal Joints
15% Surface Area
Surface Grind
50% Surface Area
Thick Bit Shoulders: 1.5 Mill

& Overlay
100 %
100 %
Treatment
A2 Repair
20
35
50
Replace with PCC

25
Table 770.4 - PCC with 6 X 6Joint Spacing

PCC thickness = 5.0 or Less
Pavement Age
0
20
30
35
Treatment
1st CPR
Remove & Replace (PCC with a 35year Design Life)
Treatment
1st CPR
a 35-year Design Life)

50
Age
Treatment
A2 Repair
20
30
50
CX Repair
Surface Grind
Replace with PCC
6 x 6panels
Mainline Quantity
10% Transverse &
Longitudinal Joints
25% Surface Area
100% Surface Area
100 %
Shoulder Treatment
Fog Seal 100 %
100 %
26
Table 770.5 - PCC with 6 X 6 Joint Spacing

Pavement Age
0
20
Treatment
1st CPR
(no remaining service life)
35
50 Year Analysis
Period
Treatment
1st CPR
2nd CPR
(No Remaining Service
Life)
50

Age
Treatment
Type A2 Repair
20
Type B3 Repair
Type CX Repair
Surface Grind
Type A2 Repair
35
Type B3 Repair
50
Type CX Repair
Surface Grind
6 x 6 panels
Mainline Quantity
Shoulder Treatment
5% Transverse &
Thin Bit Shoulders:
Longitudinal Joints
Remove & Replace
1% Transverse &
Longitudinal Joints
Thick Bit Shoulders: 1.5
Mill & Overlay
5% Surface Area
23% Surface Area
10% Transverse &
Longitudinal Joints
Thin Shoulders: Fog Seal
2% Transverse &
Longitudinal Joints
Thick Shoulders: Fog Seal
8% Surface Area
68% Surface Area
27
HMA
Table 770.6 - New HMA Pavement over Aggregate Base, FDR, SFDR,
CIR, or Rubblized PCC

Pavement
Age
0
8
12
20
23
27
35
Treatment
Treatment
Crack Treatment
Surface Treatment (1) (2)
Mill & Overlay (1st Overlay)
Crack Treatment
Surface Treatment (2)
Crack Treatment
Surface Treatment (1) (2)
Mill & Overlay (1st Overlay)
Crack Treatment
Surface Treatment (2)
37
40
44
50
Mill & Overlay (2nd Overlay)

Crack Treatment
Surface Treatment
(1) Delete when ultra-thin bonded wearing course is used

(2) Eliminate chip seal and fog seal when 20 year BESALs are >7 million
28

Rural Section
Age
Treatment
Mainline Quantity
Crack Treatment
16% Mainline Length
Chip Seal (1) (2)
31% Mainline Length
Microsurfacing (1) (2)
9% Mainline Length
12
23
Mill: Top lift +

Overlay: Mill thickness +1.5
Crack Treatment
32% Mainline Length
27
Chip Seal (1) (2)
31% Mainline Length
20
37
40
44
Mill: 2
Overlay: 3.5
Crack Treatment
Chip Seal (1) (2)
100% Mainline Area
100% Mainline Area
Shoulder
Treatment
Fog Seal
(1) (2)
Fog Seal
Shoulder Quantity
31% Shoulder Length
(1) (2)
9% Shoulder Length
1.5
Overlay
100% Shoulder Area
Fog Seal
(1) (2)
31% Shoulder Length
1.5
Overlay
100% Shoulder Area
32% Mainline Length

31% Mainline Length
Fog Seal
(1) (2)
31% Shoulder Length
50
4/17 Remaining Service Life
29
Urban Section
Age
Treatment
Mainline Quantity
Crack Treatment
Chip Seal (1) (2)
Microsurfacing (1) (2)
16% Mainline Length

31% Mainline Length
9% Mainline Length
Mill & Overlay: 3
100% Mainline Area
12
20
23
27
Crack Treatment
Chip Seal (1) (2)
32% Mainline Length

31% Mainline Length
37
Mill & Overlay: 3.5
100% Mainline Area
Shoulder
Treatment
Shoulder Quantity
Fog Seal (1) (2)

Fog Seal(1) (2)
1.5 Mill &
Overlay
Remove &
Replace
31% Shoulder Length

9% Shoulder Length
100% Thick Shoulder
Area
Fog Seal (1) (2)

2.0 Mill &
Overlay
Remove &
Replace
31% Shoulder Length

100% Thick Shoulder
Area
100% Thin Shoulder Area
100% Thin Shoulder Area
40
44
Crack Treatment
32% Mainline Length
Chip Seal (1) (2)
31% Mainline Length Fog Seal (1) (2) 31% Shoulder Length
End of Analysis
50
Period
30
Table 770.7 - HMA Overlay

Design Life (DL) = 13 to 17 years
Pavement Age
0
3
7
DL
DL +3
DL +7
2*DL -1
2*DL +2
2*DL +6
35
Treatment
Initial Construction (1st Overlay)
Crack Treatment
Chip Seal*
Crack Treatment
Chip Seal*
Mill & Overlay (3rd Overlay)
Crack Treatment (1)
Chip Seal* (2)
(Remaining Life of Last Overlay =
[(3*DL-38)/(DL-2)]
* Eliminate chip seal and fog seal when 20 year BESALs are >7 million
(1)
(2)
Do not use when DL = 17

Do not use when DL = 15, 16, 17
31

Rural Section
Age
Treatment
Mainline Quantity
3
7
Crack Treatment
Chip Seal *
Mill: 2
Overlay: 3.5
Crack Treatment
Chip Seal *
Mill: 2
Overlay: 3.5
Crack Treatment (1)
Chip Seal * (2)
32% Mainline Length

31% Mainline Length
DL
DL + 3
DL + 7
2*DL-1
2*DL+2
2*DL+6
35
100% Mainline Area

32% Mainline Length
31% Mainline Length
100% Mainline Area
Shoulder
Treatment
Shoulder Quantity
Fog Seal*
1.5
Overlay
31% Shoulder Length
Fog Seal*
1.5
Overlay
31% Shoulder Length
100% Shoulder Area
100% Shoulder Area
32% Mainline Length

31% Mainline Length Fog Seal* 31% Shoulder Length
Remaining Service Life = [(3*DL-38)/(DL-2)])
Urban Section
Age
Treatment
Mainline Quantity
3
7
Crack Treatment
Chip Seal *
32% Mainline Length

31% Mainline Length
DL
Mill & Overlay: 3.5
100% Mainline Area
DL + 3
DL + 7
Crack Treatment
Chip Seal *
32% Mainline Length

31% Mainline Length
2*DL-1
Mill & Overlay: 4
100% Mainline Area
2*DL+2
2*DL+6
35
Crack Treatment (1)

Chip Seal * (2)
Shoulder
Treatment
Shoulder Quantity
Fog Seal* 31% Shoulder Length

1.5 Mill & 100% Thick Shoulder
Overlay
Area
Remove & 100% Thin Shoulder
Replace
Area
2 Mill & 100% Thick Shoulder
Overlay
Area
Replace
Area
32% Mainline Length

(1) Do not use when DL = 17

(2) Do not use when DL = 15, 16, 17
32
Table 770.8 - HMA Overlay

Design Life (DL) >17 years
Pavement Age
0
3
7
DL
DL +3
DL +7
35
Treatment
Initial Construction (1st Overlay)
Crack Treatment
Chip Seal*
Crack Treatment
Chip Seal*
(Remaining Life of Last Overlay =
[(2*DL-36)/(DL-1)]

Rural Section
Age
Treatment
Mainline Quantity
3
7
Crack Treatment
Chip Seal *
Mill: 2
Overlay: 3.5
Crack Treatment
Chip Seal *
32% Mainline Length

31% Mainline Length
DL
DL + 3
DL + 7
35
100% Mainline Area
Shoulder
Treatment
Fog Seal*
1.5
Overlay
Shoulder Quantity
31% Shoulder Length
100% Shoulder Area
32% Mainline Length

Remaining service life = [(2*DL-36)/(DL-1)]
Urban Section
Age
Treatment
Mainline Quantity
3
7
Crack Treatment
Chip Seal *
32% Mainline Length

31% Mainline Length
DL
Mill & Overlay: 3.5
100% Mainline Area
DL+3
DL+7
35
Crack Treatment
Chip Seal *
Shoulder
Treatment
Shoulder Quantity

2 Mill & 100% Thick Shoulder
Overlay
Area
Replace
Area
32% Mainline Length

Remaining Service Life = [(2*DL-36)/(DL-1)]
33
MnDOT Pavement Design Manual, February 25, 2016

Chapter 8 Documentation
Date
Contents
Introduction ........................................................................................................................................................ 1
800 - Pavement Design Memorandum (PDM) ............................................................................................. 2
810 - Materials Design Recommendation (MDR) ........................................................................................ 3
820 - PDM Template Instructions .................................................................................................................. 5
830 - MDR Template Instructions ................................................................................................................28
Introduction
There are two documents that may be required to provide for a pavement project. A Pavement
Design Memorandum (PDM) is required when the Formal LCCA process is followed. This
document enables the MnDOT Pavement Design Engineer to review and approve the pavement
design. A Materials Design Recommendation (MDR) is required for all projects that include grading
or pavement. It is used to document and communicate pavement and geotechnical design
recommendations to the project designers.
This chapter describes the content, development, review and approval processes of these two
documents.
800 - Pavement Design Memorandum (PDM)
A PDM is required when the Formal LCCA process is followed so that the pavement design can be
reviewed and approved by the MnDOT Pavement Design Engineer. A PDM is written to document
the alternate pavement designs that were considered, the information required for the pavement
designs development, and the projects LCCA. See Chapter 7 Pavement-Type Selection to
determine if the project will follow the Formal LCCA process and, therefore, will require the
completion of a PDM.
1. Format
The PDM template must be used for all PDMs. The template is available on the MnDOT
Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/docs/index.html and directions for
completing it are in Section 820 PDM Template Instructions.
2. Distribution and Review
A. The draft PDM is sent to the MnDOT Pavement Design Engineer.
B. The MnDOT Pavement Design Engineer reviews the PDM and attachments and may request
any necessary changes to be made.
C. If the project will proceed to alternate bidding, the MnDOT Pavement Design Engineer will
distribute the PDM to the FHWA Pavements, Materials and Construction Engineer and
representatives of the Concrete Paving Association of Minnesota (CPAM) and Minnesota
Asphalt Pavement Association (MAPA). The associations will have a comment period of two
weeks and the MnDOT Pavement Design Engineer will address any comments.
D. The MnDOT Pavement Design Engineer will sign the finalized PDM and the project may
proceed with the pavement designs described in the PDM.
810 - Materials Design Recommendation (MDR)
The MDR provides pavement and geotechnical design recommendations for MnDOT projects to
the project designer. This includes recommendations for layer thickness, materials, treatments, and
specifications necessary to design the project.
Note: Only the pavement designs that will be used in the project plans need to be included
in the MDR.
1. Format
A template for formatting the MDR is available on the MnDOT Pavement Design website at
http://www.dot.state.mn.us/materials/pvmtdesign/docs/index.html. The template format is
required for projects that will use Alternate Bidding. See Section 830 - MDR Template
Instructions for directions for using this template.
2. Distribution and Review
A. Complete a draft MDR.
B. Complete a MDR routing sheet for the draft MDR. The MDR routing sheet template is
available on the MnDOT pavement design website.
C. Distribute the MDR and MDR routing sheet to the distribution list shown in Table 810.1.
The method of distribution of the MDR, MDR routing sheet, and supporting documents vary
by district preference and may be accomplished by e-mailing copies of the files, ProjectWise
links, or electronic data management system (EDMS) links. These methods are all acceptable
for review; however, the MDR, MDR routing sheet, and supporting material, must be archived
in the MnDOT EDMS and should be placed there as early as possible.
D. Provide for a review period of two weeks.
E. Review comments, finalize, and archive the MDR.
Table 810.1 Distribution List for Project MDRs

Materials & Road Research, Maplewood
MnDOT Pavement Design
Engineer
MnDOT Bituminous Engineer
MnDOT Concrete Engineer
MnDOT Grading and Base
Engineer
MnDOT Pavement Preservation
Engineer
MnDOT Foundations Engineer
MnDOT Geology
Pavement projects.
Pavement projects.
Projects that include HMA pavement.
Projects that include PCC pavement.
Projects that include any work to a roadways subgrade, base, or
include aggregate shoulders.
Projects that include FDR, SFDR, CIR or any HMA pavement
preservation.
Projects that include fills of cuts deeper than 30.
Projects that include rock cuts.
Central Office, St. Paul

MnDOT Special Provisions
Engineer
MnDOT Design Support Engineer
Final MDR only

Final MDR only
The District
This is the districts preference,
but would typically include the
Soils Engineer, Materials
Engineer, Design Engineer,
Project Engineer, and others.
District decision
FHWA
FHWA Area Engineer*

* Note: Must be a copy of the
file(s), cannot be ProjectWise
or EDMS links.
Projects on the National Highway System that are a Project of

Corporate Interest (POCI), Project of Division Interest PODI, or as
requested.
A list of PODI projects are available on the Pavement Design website
at
http://www.dot.state.mn.us/materials/pvmtdesign/docs/index.html
Or contact the appropriate FHWA Area Engineer
FHWA Pavements, Materials and

Projects on the Interstate System
Construction Engineer
Use the following to find the appropriate FHWA Area Engineer and contact information
http://www.fhwa.dot.gov/mndiv/staff/districts.cfm
820 - PDM Template Instructions
This section contains directions for completing the template for PDMs.
Note: Delete any tables or rows within tables that do not apply to the project.
Office Memorandum
TO:
Recipient's Name
MnDOT Pavement Design Engineer
FROM:
Sender's Name
Authors Title
DATE:
Month, Day, Year
SUBJECT:
PAVEMENT DESIGN MEMORANDUM
SP #
The Projects SP Number.
Highway #
The number(s) of the State Highway(s) within the project limits
Project Limits
Text Description of the Project Limits

RP XXX+00.XXXX to RP XXX+00.XXXX
Length of Project
XX.XXX Miles
Funding Category
e.g. RC (Reconstruction), RD (Reconditioning), MC (Major Construction)
Programmed Letting Date XX/XX/XXXX
MnDOT Pavement Design Engineer
Date
Project Information
Project Scope
Type of Work
Benefit
LCCA Process
Alternate Bid
HMA Overlay
Design Life
General project description e.g. mainline reconstruction and overlay ramps.(may

be found in scoping)
The expected improvement the project will provide; be specific (i.e. the amount
of ride improvement, or amount of life extension).
Formal
Yes or No (see Chapter 7)
If this project includes a HMA Overlay, the design life of the HMA Overlay
Pavement Design Segments
This is a list of project segments that require separate pavement designs.

Segment #
1
Highway
#
From
RP
To
RP
Design
Type
PCC or HMA Overlay,
Reconstruction, FDR,SFDR, etc.
Existing Facility
This is a description of the existing road and its general geometry. Scoping documents
and the Pavement Management System (see Section 280) may be useful in
completing this section.
Highway
From
To
Number of Lanes
Mainline Pavement
Type
Mainline Pavement
Width
Shoulder Type
Shoulder Width
Seasonal Load
Restriction
Speed Limit
Multiple segments may be required to describe the existing road. Include a

copy for each segment.
From RP
To RP
No. of lanes, if its divided, and description of any median.
HMA or PCC. For PCC include the joint spacing, # of dowels, thickness etc.
Width in feet.
HMA, PCC, aggregate, any curb and gutter.
Width in feet of each shoulder.
The posted seasonal load restriction in tons; 10 tons if there is no posted
restriction.
The posted speed limit.
Roadway Construction History
See Section 260 for guidance on obtaining this information. If this material is
extensive, it may be placed as an appendix to this document.
The following are examples of two sections of a project.
rd
RP 123.789 to RP 126.987 - MN 23 to 3 Street

Year
SP
Activity
Width
Depth
1989
1954
1945
2309-001
2309-123
2309-789
Minor CPR/ Patching

CPR
HMA Shoulders
30
6
2.5
1945
1945
2309-789
2309-789
Doweled PCC
Aggregate Base
30
30
8
6
rd
RP 126.987 to RP 129.102 3 Street to E Limits Franklin

Year
SP
Activity
Width
Depth
1989
1989
1973
1951
2309-01
2309-01
2309-12
2309-111
HMA Overlay
HMA Milling
HMA Overlay
Chip Seal
24
24
24
24
4.5
3
4
1950
1945
2309-22
2309-789
Spot Patching
Doweled PCC with Aggregate Base
24
30
Roadway Condition
Pavement Distresses
Areas of Concern
A general description of the visible distresses. For guidance see Section

270.
Any areas that may need repair or special treatment, such as frost heaves
or subgrade failure. For guidance see Section 270.
Attach photos or diagrams as needed.

Pavement Performance Data
This section documents the Pavement Performance Data for the road within the
project limits. Pavement Performance Data is available from Pavement Management
System (see Section 280).
Year: Year that the data was collected
Segment Description
Dir.
From RP
To RP
RQI
SR
IRI
(in/mile)
PQI
I, D, U
R-Value/FWD Data
This section reports the R-value from either FWD data or laboratory testing (or both).
Use this table to document FWD data using the TONN method, see Section 200. Any
FWD (TONN Analysis) and Laboratory R-Values must be attached in the appendix.
FWD Data
Date: Date of Testing
Reported
Capacity
Overlay
Thickness
R-Value
Mean
Std. Dev.
Use this table to document any Laboratory R-values, see Section 220.
Laboratory R-Values
Count
Mean
Minimum
Maximum
Std. Dev.
# of tests
Comments: Any notes, comments, or concerns about the collected data.

Core/GPR
This section reports the HMA thickness (and condition) collected from coring or GPR
see Sections 230 & 240.
Date: Date that the data was collected on.
Segment: Segment #
Location
Count
Average
Minimum
Maximum
Std.
Dev.
Mainline, shoulder, turnlanes, etc
Provide the location of any photos of the cores and of any GPR report. These may be
attached, in EDMS, or ProjectWise.
10
Traffic
A signed MnDOT traffic forecast is required for all PDMs. See Section 250.
Traffic Forecast #:
Hwy
From
RP
To RP
Traffic Forecast Date:

Base
Year
2-way
Design
Lane
HCADT
2-way
HCADT
Growth/
Year
20 Yr. Design
Lane
Cumulative
BESALs
20 Yr. Design
Lane
Cumulative
CESALs
35 Yr. Design
Lane
Cumulative
CESALs
Life-Cycle Cost Analysis (LCCA)
This section contains the results of the LCCA analysis according to Chapter 7.
Alternative
Design
Life
Total Present
Cost / Mile
Selected
% of Low
Cost
Yes or No
Exception: Does the district request an exception to either selecting the low-cost
alternate or to following the alternate bidding process? See Chapter 7. Any exception
form should be attached.
11
Pavement Recommendations
This section contains the recommended pavement design(s) for the Pavement Design
Segments (listed on the second page of the memo). If the project will follow the
Alternate Bidding process then there will be HMA and PCC alternates for those
segments that will be included in Alternate Bidding (see Chapter 7 Pavement-Type
Selection).
12
NEW HMA
Segment #
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
New HMA
Thickness
(inches)
Lifts
Mix Design/
Material
Wear
Sec. 400
----
----
---
----
Scoping
Non-Wear
Sec. 400
----
----
---
----
Scoping
Mainline
Pavement
Smoothness
Spec.
Compaction
Testing
Width (ft.)
---
Notes
Mainline
Subsurface
Thickness
(inches)
Material
Spec.
Compaction
Testing
Base
Sec. 400
Sec. 400 &

310
---
---
Subbase
Sec. 400
Sec. 400 &

310
---
---
Eng. Soil
Sec. 320
Sec. 320
---
---
Subgrade Prep.
Sec. 320
---
---
Width (ft.)
Notes
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Shoulder Agg.
Base
HMA Shoulders
Mix Design/
Material
Spec.
Width (ft.)
Compaction
Testing
Lt
Rt
---
---
---
Scope
Scope
Sec. 610
Sec. 610
---
---
610
610
As
Needed
Match Agg.
Base
---
---
Material
Spec.
Notes
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate Base
As
Needed
Match Agg.
Base
---
---
Width
Compaction
Testing
Lt
Scope
Notes
13
Rt
Scope
Cross-Section from RP XXX to RP XXX
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Sub-base
X.X HMA Wearing Course

X.X HMA Non-Wearing Course
X.X ft
X.X Class X
X.X Engineered Soil
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Sub-base

X.X ft
X.X Class X
X.X Engineered Soil
14
FDR/SFDR/CIR
Segment #
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
FDR,SFDR or CIR
Depth
(inches)
Material
Existing
Mainline
Pavement
Existing HMA
Existing
Aggregate
Sec.230,
240, 260
Sec.230,
240, 260
Note
Width (ft.)
HMA
Sec. 260
Sec.230, 240,
260
Notes
Mainline
Pavement
Depth
(inches)
Milling
Sec. 410
Added
Aggregate
Sec. 410
Reclaim/
Recycle
Stabilize
Lifts
Material
Spec.
Width (ft.)
---
#.#
Sec. 410
---
#.#
Sec. 410
Sec. 410
---
#.#
Sec. 410
Sec. 410
---
#.#
Notes
Mainline
Pavement
Thickness
(inches)
Lifts
Mix Design/
Material
Wear
Sec. 400
---
Sec. 450
---
---
Scoping
Non-Wear
Sec. 400
---
Sec. 450
---
---
Scoping
Compaction
Testing
Width (ft.)
Spec.
Compaction
Testing
Width (ft.)
Smoothness --Notes
HMA
Shoulders
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Mix Design/
Material
Spec.
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
---
---
610
610
Match Agg.
Base
---
---
Notes
15
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Width (ft.)
Compaction
Testing
Lt
Scope
Notes
XX.X ft
X.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New HMA Overlay

X.X SFDR
X.X FDR
X.X YYYYYYY
X.X YYYYYYY
X.X Existing Aggregate
16
Rt
Scope
Rubblize/Crack & Seat

Segment #
#
Mainline
Pavement
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Existing PCC
Depth
(inches)
Sec. 230,
240, 260
Sec. 260
Existing
Aggregate
Sec. 230,
240, 260
Existing HMA
Material
Note
Width (ft.)
HMA
Sec. 260
PCC
Sec. 260
HMA
Notes
Mainline
Pavement
Depth
(inches)
Lifts
Material
Spec.
Width (ft.)
Mill HMA
Sec. 410
--Rubblize/
Special Provision # and if any edits are required, Sec. 420
Crack & Seat
Subsurface
Type of drain & outlets and its specification, Sec. 420
Drains
Notes
Mainline
Pavement
Mix Design/
Material
#.#
Thickness
(inches)
Lifts
Wear
Sec. 420
---
Sec. 450
---
---
Scoping
Non-Wear
Sec. 420
---
Sec. 450
---
---
Scoping
Spec.
Compaction
Testing
Width (ft.)
Smoothness Sec. 450

Notes
17
HMA
Shoulders
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Shoulder
Agg. Base
Mix Design/
Material
Spec.
Width (ft.)
Compaction
Testing
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
Sec. 610
---
---
610
610
As Needed
Match Agg.
Base
---
---
Notes
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Width
Compaction
Testing
Lt
Scope
Notes
XX.X ft
X.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New HMA Overlay

4 Perf. PE Pipe
X.X Rubblized PCC
X.X YYYYYYY
X.X YYYYYYY
18
Rt
Scope
HMA Overlay
Segment #
#
Mainline
Pavement
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
HMA Overlay
Existing PCC
Depth
(inches)
Sec. 230,
240, 260
Sec. 260
Existing
Aggregate
Sec. 230,
240, 260
Existing HMA
Material
Note
Width (ft.)
HMA
Sec. 260
PCC
Sec. 260
Notes
Mainline
Pavement
Mill HMA
Depth
(inches)
Lifts
Material
Spec.
Sec. 440
Width (ft.)
---
#.#
Notes
Mainline
Pavement
Thickness
(inches)
Lifts
Sec. 449
---
Sec. 450
Thickness
(inches)
Lifts
Mix Design/
Material
HMA
Sec. 610
---
Aggregate
Surfacing
Shoulder
Agg. Base
Wear
Mix Design/
Material
Spec.
Compaction
Testing
---
Width (ft)
---
Scoping
Smoothness Sec. 450

Notes
HMA
Shoulders
Spec.
Compaction
Testing
Width (ft.)
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
Sec. 610
---
---
610
610
As Needed
Match Agg.
Base
---
---
Notes
19
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Width
Compaction
Testing
Lt
Scope
Notes
XX.X ft
X.X ft
X.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
Mill X.X Existing HMA
X.X Sub-base
X.X New HMA Overlay

X.X ExistingPave.
X.X Class X
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Sub-base
X.X HMA Overlay

X.X Class X
X.X Existing Pave.
X.X ft
X.X Engineered Soil
20
Rt
Scope
NEW PCC
Segment #
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
New PCC
Mainline
Pavement
Thickness
(inches)
Sec. 500
PCC
Joint Spacing
Dowel
(ft.)
Arrangement
Sec. 530
Sec. 530
Dowel
Size
530
Sealant
Width (ft.)
Sec. 530
Scoping
Notes
Mainline
Subsurface
Thickness
(inches)
Lifts
Material
Spec.
Compaction
Testing
Base
Sec. 500
Sec. 500 &

310
---
---
Subbase
Sec. 500
Sec. 500 &

310
---
---
Eng. Soil
Sec. 320
Sec. 320
---
---
---
---
Subgrade
Prep.
Subsurface
Drains
Notes
HMA
Shoulders
Sec. 320
Width (ft.)
Type of Drain & outlets, Sec. 500

---
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Mix Design/
Material
Spec.
Width (ft.)
Compaction
Testing
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
---
---
610
610
Match Agg.
Base
---
---
Notes
21
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Width
Compaction
Testing
Lt
Rt
Scope
Scope
Notes
PCC
Shoulders
Thickness
PCC
Sec. 610
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Material
Spec.
Width
Compaction
Testing
Sec. 610
---
---
Match Agg.
Base
---
---
Lt
Rt
Scope
Scope
610
610
Notes
22
XX.X ft
X.X ft
X.X YYYYYYY
YYYY Joint
X.X New PCC
YYY Joint
YYY Joint
X.X YYYYYYY
X.X YYYYYYY
X.X YYYY
X.X Sub-base
4 Perf. PE Pipe
X.X ft
XX.X ft
X.X YYYYYYY
X.X Class X
X.X ft
X.X YYYYYYY
XX.X ft
YYYY Joint
XX.X ft
YYYY Joint
X.X ft
X.X YYYYYYY
X.X Sub-base
X.X New PCC

X.X Class X
X.X Engineered Soil
23
Whitetopping
Segment #
#
Mainline
Pavement
Mill HMA
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Whitetopping
Depth
(inches)
Lifts
Material
Spec.
Sec. 510
Width (ft.)
Sec. 510
#.#
Notes
Mainline
Pavement
PCC Overlay
Thickness
(inches)
Sec. 500
Joint Spacing
Dowel
(ft.)
Arrangement
Sec. 530
Sec. 530
Dowel
Size
530
Sealant
Width (ft.)
Sec. 530
Scoping
Notes
HMA
Shoulders
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Mix Design/
Material
Spec.
Width (ft.)
Compaction
Testing
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
---
---
610
610
Match Agg.
Base
---
---
Notes
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Width
Compaction
Testing
Lt
Scope
Notes
24
Rt
Scope
PCC
Shoulders
Thickness
PCC
Sec. 610
Aggregate
Surfacing
Sec. 610
Material
Shoulder Agg.
As Needed
Base
Width
Compaction
Testing
Spec.
Sec. 610
---
---
Match Agg.
Base
---
---
Lt
Scope
Scope
610
610
Notes
X.X ft
XX.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New PCC Overlay
X.X YYYYYYY
X.X Existing HMA
Rt
X.X YYYYYYY
25
UBOL
Segment #
#
Mainline
Pavement
Mill HMA
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Unbonded Overlay
Depth
(inches)
Lifts
Material
Spec.
Sec. 520
Width (ft.)
---
#.#
Notes
Mainline
Pavement
PCC Overlay
Thickness Joint Spacing

Dowel
(inches)
(ft.)
Arrangement
Dowel
Size
Sec. 500
530
Sec. 530
Sec. 530
Sealant
Sec. 530
Width (ft.)
Scoping
Notes
Mainline
Subsurface
Thickness
(inches)
Lifts
Material
Interlayer
Sec. 520
Sec. 520
Subsurface
Type of drain & outlets, Sec. 520
Drains
Notes
HMA
Shoulders
Thickness
(inches)
Lifts
HMA
Sec. 610
---
Aggregate
Surfacing
Shoulder
Agg. Base
Mix Design/
Material
Spec.
---
Spec.
Compaction
Testing
Width (ft.)
---
Compaction
Testing
Width (ft.)
Lt
Rt
Sec. 450
---
---
Scope
Scope
Sec. 610
Sec. 610
---
---
610
610
As Needed
Match Agg.
Base
---
--
Notes
Aggregate
Shoulders
Thickness
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Added
Aggregate
Base
As Needed
Match Agg.
Base
---
---
Material
Spec.
Compaction
Testing
Width
Lt
Scope
Notes
26
Rt
Scope
PCC
Shoulders
Thickness
Material
Spec.
Compaction
Testing
PCC
Sec. 610
Aggregate
Surfacing
Sec. 610
Sec. 610
---
---
Shoulder
Agg. Base
As Needed
Match Agg.
Base
---
---
Width
Lt
Scope
Scope
610
610
Notes
XX.X ft
X.X ft
X.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New PCC Overlay

4 Perf. PE Pipe
X.X YYYYYYY
X.X Existing PCC
Rt
X.X YYYYYYY
X.X Interlayer
Attachments:
Attach or provide a link to the location of the following:
Printouts of the pavement design programs output for each pavement design.
Signed Traffic Forecast Summaries.
Soil Borings and Cores (or link)
The LCCA and any supporting calculations.
Any LCCA or Alternate Bidding Exceptions.
Any GPR, Geotechnical, or other reports.
27
830 - MDR Template Instructions
This section contains directions for completing the template for MDR.
Note: Delete any tables or rows within tables that do not apply to the project.
28
Office Memorandum
TO:
Recipient's Name
Recipients Title
FROM:
Sender's Name
Authors Title
DATE:
Month, Day, Year
SUBJECT:
MATERIALS DESIGN RECOMMENDATION
SP #
The Projects SP Number.
Highway #
The number(s) of the State Highway(s) within the project limits
Project Limits
Text Description of the Project Limits

RP XXX+00.XXXX to RP XXX+00.XXXX
Length of Project
XX.XXX Miles
Funding Category
e.g. RC (Reconstruction), RD (Reconditioning), MC (Major Construction)
Programmed Letting Date XX/XX/XXXX

Pavement Design Memorandum Yes/No
29
Project Information
Project Scope
Type of Work
Benefit
LCCA Process
Alternate Bid
HMA Overlay
Design Life
General project description e.g. mainline reconstruction and overlay ramps.(may

be found in scoping)
The expected improvement the project will provide; be specific (i.e. the amount
of ride improvement, or amount of life extension).
Formal or District (see Chapter 7)
Yes or No (see Chapter 7)
If this project includes a HMA Overlay, the design life of the HMA Overlay
Pavement Design Segments
This is a list of project segments that require separate pavement designs.

Segment #
1
Highway
#
From
RP
To
RP
Design
Type
PCC or HMA Overlay,
Reconstruction, FDR,SFDR, etc.
30
Existing Facility
This is a description of the existing road and its general geometry. Scoping documents
and Pavement Management System (see Section 280) may be useful in completing
this section.
Highway
From
To
Number of Lanes
Mainline Pavement
Type
Mainline Pavement
Width
Shoulder Type
Shoulder Width
Seasonal Load
Restriction
Speed Limit
Multiple segments may be required to describe the existing road. Include a

copy for each segment.
From RP
To RP
No. of lanes, if its divided, and description of any median.
HMA or PCC. For PCC include the joint spacing, # of dowels, thickness etc.
Width in feet.
HMA, PCC, aggregate, any curb and gutter.
Width in feet of each shoulder.
The posted seasonal load restriction in tons; 10 tons if there is no posted
restriction.
The posted speed limit.
Roadway Construction History
See Section 260 in Chapter 2 for guidance on obtaining this information. If this
material is extensive, it may be placed as an appendix to this document.
The following are examples of two sections of a project.
rd
RP 123.789 to RP 126.987 - MN 23 to 3 Street

Year
SP
Activity
Width
Depth
1989
1954
1945
2309-001
2309-123
2309-789
Minor CPR/ Patching

CPR
HMA Shoulders
30
6
2.5
1945
1945
2309-789
2309-789
Doweled PCC
Aggregate Base
30
30
8
6
31
rd
RP 126.987 to RP 129.102 3 Street to E Limits Franklin

Year
SP
Activity
Width
Depth
1989
1989
1973
1951
2309-01
2309-01
2309-12
2309-111
HMA Overlay
HMA Milling
HMA Overlay
Chip Seal
24
24
24
24
4.5
3
4
1950
1945
2309-22
2309-789
Spot Patching
Doweled PCC with Aggregate Base
24
30
Roadway Condition
Pavement Distresses
Areas of Concern
A general description of the visible distresses. For guidance see Section

270.
Any areas that may need repair or special treatment, such as frost heaves
or subgrade failure. For guidance see Section 270.
Attach photos or diagrams as needed.

Pavement Performance Data
This section documents the Pavement Performance Data for the road within the
project limits. Pavement Performance Data is available from Pavement Management
System (see Section 280).
Year: Year that the data was collected
Segment Description
Dir.
From RP
To RP
RQI
SR
IRI
(in/mile)
PQI
I, D, U
R-Value/FWD Data
Projects must develop an R-value from either FWD data or laboratory testing (or
both).
Use this table to document FWD data using the TONN Method, see Section 200. Any
FWD (TONN Analysis) and Laboratory R-Values must be attached in the appendix.
32
FWD Data
Date: Date of Testing
Reported
Capacity
Overlay
Thickness
R-Value
Mean
Std. Dev.
Use this table to document any Laboratory R-values, see section 220.
Laboratory R-Values
Count
Mean
Minimum
Maximum
Std. Dev.
# of tests

Core/GPR
This section reports the HMA thickness (and condition) collected from coring or GPR
see Sections 230 & 240.
Date: Date that the data was collected on.
Segment: Segment #
Location
Count
Average
Minimum
Maximum
Std.
Dev.
Mainline, shoulder, turnlanes, etc
Provide the location of any photos of the cores and of any GPR report. These may be
attached, in EDMS, or ProjectWise.
33
Traffic
See Section 250.

Traffic Forecast #:
Hwy
From
RP
To RP
Traffic Forecast Date:

Base
Year
2-way
Design
Lane
HCADT
2-way
HCADT
Growth/
Year
20 Yr.
Design Lane
Cumulative
BESALs
20 Yr.
Design
Lane
Cumulative
CESALs
35 Yr.
Design
Lane
Cumulative
CESALs
Life-Cycle Cost Analysis (LCCA)
This section contains the results of the LCCA analysis according to Chapter 7.
Alternative
Design
Life
Total Present
Cost / Mile
Selected
% of Low
Cost
Yes or No
Exception: Does the district request an exception to either selecting the low-cost
alternate or to following the alternate bidding process? See Chapter 7. Any exception
form should be attached.
34
Pavement Recommendations
This section contains the recommended pavement design(s) for the Pavement Design
Segments (listed on the second page of the memo).
Note: The table columns that have the heading spec. are intended to contain the
number of the appropriate construction specification or special provision, or
indicate that a plan note will be provided.
35
NEW HMA
Segment #
#
Mainline
Pavement
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
New HMA
Thickness
(inches)
Lifts
Mix Design/
Material
Wear
Sec. 400
Sec. 450
Sec. 450
Non-Wear
Sec. 400
Sec. 450
Sec. 450
Smoothness
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Width (ft.)
Sec. 450
Scoping
Sec. 450
Scoping
Sec. 450
Notes
Mainline
Subsurface
Thickness
(inches)
Lifts
Material
Base
Sec. 400
Sec. 400 &

310
Subbase
Sec. 400
Sec. 400 &

310
Eng. Soil
Sec. 320
Sec. 320
Subgrade Prep.
Sec. 320
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Width (ft.)
Sec. 330
Sec. 330
Sec. 330
Sec. 330
Notes
36
HMA Shoulders
Thickness
(inches)
Lifts
Sec. 450
Mix Design/
Material
HMA
Sec. 610
Sec. 450
Aggregate
Surfacing
Sec. 610
Sec. 610
Shoulder Agg.
Base
As
Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width (ft.)
Compaction
Testing
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added Aggregate
Base
As
Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width
Compaction
Testing
Sec. 330
Lt
Scope
Match Agg.
Base
Notes
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New HMA Wearing Couse

X.X New HMA Non-Wearing Couse
X.X ft
X.X Subbase
X.X Class X
X.X Engineered Soil
37
Rt
Scope
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Sub-base

X.X ft
X.X Class X
X.X Engineered Soil
Misc. Pavement Recommendations and Instructions to Designers

Provide any other necessary instructions to the project designer for the design and
construction of this pavement segment that were not provided in the previous tables.
38
FDR/SFDR/CIR
Segment #
#
Existing
Mainline
Pavement
Existing HMA
Existing
Aggregate
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
FDR,SFDR or CIR
Depth
(inches)
Material
Note
Width (ft.)
Sec. 230,240,
HMA
260
Sec. 230,240, Sec. 230, 240,
260
260
Sec. 260
Notes
Mainline
Pavement
Depth
(inches)
Milling
Sec. 410
Added
Aggregate
Sec. 410
Reclaim/
Recycle
Stabilize
Lifts
Material
Spec.
Width (ft.)
Sec. 410
#.#
Sec. 410
Sec. 410
#.#
Sec. 410
Sec. 410
Sec. 410
#.#
Sec. 410
Sec. 410
Sec. 410
#.#
Notes
Mainline
Pavement
Thickness
(inches)
Lifts
Mix Design/
Material
Wear
Sec. 400
Sec. 450
Sec. 450
Non-Wear
Sec. 400
Sec. 450
Sec. 450
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Width (ft.)
Sec. 450
Scoping
Sec. 450
Scoping
Smoothness Sec. 450

Notes
39
HMA
Shoulders
Thickness
(inches)
HMA
Sec. 610
Aggregate
Surfacing
Sec. 610
Lifts
Sec. 450
Mix Design/
Material
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Sec. 450
Sec. 610
Shoulder Agg.
As Needed
Base
Spec.
Match Agg.
Base
Compaction
Testing
Width (ft.)
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Sec. 330
Width
Lt
Rt
Scope
Scope
Match Agg.
Base
Notes
XX.X ft
X.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New HMA Overlay

X.X SFDR
X.X FDR
X.X YYYYYYY
X.X YYYYYYY
X.X Existing Aggregate

40

Segment #
#
Mainline
Pavement
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Existing PCC
Depth
(inches)
Sec. 230,
240, 260
Sec. 260
Existing
Aggregate
Sec. 230,
240, 260
Existing HMA
Material
Note
Width (ft.)
HMA
Sec. 260
PCC
Sec. 260
HMA
Notes
Mainline
Pavement
Depth
(inches)
Lifts
Material
Spec.
Width (ft.)
Mill HMA
Sec. 410
Sec. 410
Rubblize/
Special Provision # and if any edits are required, Sec. 420
Crack & Seat
Subsurface
Type of drain & outlets and its specification, Sec. 420 & 370
Drains
Notes
Mainline
Pavement
Thickness
(inches)
Lifts
Mix Design/
Material
Wear
Sec. 420
Sec. 450
Sec. 450
Non-Wear
Sec. 420
Sec. 450
Sec. 450
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
#.#
Width (ft.)
Sec. 450
Scoping
Sec. 450
Scoping
Smoothness Sec. 450

Notes
41
HMA
Shoulders
Thickness
(inches)
Lifts
Sec. 450
Mix Design/
Material
HMA
Sec. 610
Sec. 450
Aggregate
Surfacing
Sec. 610
Sec. 610
Shoulder
Agg. Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Compaction
Testing
Width (ft.)
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Sec. 330
Width
Lt
Scope
Match Agg.
Base
Notes
XX.X ft
X.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X New HMA Overlay

4 Perf. PE Pipe
X.X Rubblized PCC
X.X YYYYYYY
X.X YYYYYYY
42
Rt
Scope

43
HMA Overlay
Segment #
#
Mainline
Pavement
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
HMA Overlay
Existing PCC
Depth
(inches)
Sec. 230,
240, 260
Sec. 260
Existing
Aggregate
Sec. 230,
240, 260
Existing HMA
Material
Note
Width (ft.)
HMA
Sec. 260
PCC
Sec. 260
HMA
Notes
Mainline
Pavement
Mill HMA
Depth
(inches)
Lifts
Material
Spec.
Sec. 440
Width (ft.)
Sec. 410
#.#
Notes
Mainline
Pavement
Wear
Thickness
(inches)
Sec. 449
Lifts
Sec. 450
Mix Design/
Material
Sec. 450
Compaction
Testing
Spec.
Spec,
SP, or
Plan
Note
Width (ft)
Sec. 450
Scoping
Compaction
Testing
Width (ft.)
Smoothness Sec. 450

Notes
HMA
Shoulders
Thickness
(inches)
Lifts
Sec. 450
Mix Design/
Material
HMA
Sec. 610
Sec. 450
Aggregate
Surfacing
Sec. 610
Sec. 610
Shoulder
Agg. Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
44
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width
Compaction
Testing
Sec. 330
Lt
Scope
Match Agg.
Base
Notes
XX.X ft
X.X ft
XX.X ft
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Subbase
X.X New HMA Overlay

X.X ExistingPave.
X.X Class X
X.X ft
XX.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Sub-base
X.X HMA Overlay

X.X Class X
X.X Existing Pave.
X.X ft
X.X Engineered Soil
45
Rt
Scope

46
NEW PCC
Segment #
#
Mainline
Pavement
PCC
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
New PCC
Thickness
(inches)
Sec. 500
Joint Spacing
Dowel
(ft.)
Arrangement
Sec. 530
Sec. 530
Dowel
Size
Sealant
530
Width (ft.)
Sec. 530
Scoping
Notes
Mainline
Subsurface
Thickness
(inches)
Lifts
Material
Base
Sec. 500
Sec. 500 &

310
Subbase
Sec. 500
Sec. 500 &

310
Eng. Soil
Sec. 320
Sec. 320
Subgrade
Prep.
Sec. 320
Subsurface
Drains
Notes
HMA
Shoulders
Spec.
Compaction
Testing
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width (ft.)
Sec. 330
Sec. 330
Sec. 330
Sec. 330
Type of drain & outlets and its specification, sec. 500 & 370
Thickness
(inches)
HMA
Sec. 610
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Lifts
Sec. 450
Mix Design/
Material
Sec. 450
Sec. 610
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Width (ft.)
Compaction
Testing
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
47
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width
Compaction
Testing
Sec. 330
Lt
Rt
Scope
Scope
Match Agg.
Base
Notes
PCC
Shoulders
PCC
Aggregate
Surfacing
Thickness
Material
Spec.
Sec. 610
Sec. 610
Sec. 610
Shoulder Agg.
As Needed
Base
Match Agg.
Base
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Width
Compaction
Testing
Sec. 330
Lt
Scope
Scope
610
610
Match Agg.
Base
Notes
PCC Joint Designation

(MnDOT Standard Plan 5-297.221)
Joint
Contraction Joint
Type
Sec. 530
Sealant Spec.
Longitudinal Joint
Sec. 530
Sec. 530
Outside Shoulder Joint
Sec. 530
Sec. 530
XXXXXXX Joint
Sec. 530
Sec. 530
Rt
Sec. 530
48
XX.X ft
X.X ft
X.X YYYYYYY
YYYY Joint
X.X New PCC
YYY Joint
YYY Joint
X.X YYYYYYY
X.X YYYYYYY
X.X YYYY
X.X Subbase
4 Perf. PE Pipe
X.X ft
XX.X ft
X.X YYYYYYY
X.X Class X
X.X ft
X.X YYYYYYY
XX.X ft
YYYY Joint
XX.X ft
YYYY Joint
X.X ft
X.X YYYYYYY
X.X Sub-base
X.X New PCC

X.X Class X
X.X Engineered Soil

Provide a list of the PCC paving standard plans and plates that the designer must
include in the project plans (see Section 550). Provide any other necessary instructions
to the project designer for the design and construction of this pavement segment that
were not provided in the previous tables.
49
Whitetopping
Segment #
#
Mainline
Pavement
Mill HMA
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Whitetopping
Depth
(inches)
Lifts
Material
Spec.
Sec. 510
Width (ft.)
Sec. 510
#.#
Notes
Mainline
Pavement
PCC Overlay
Thickness
(inches)
Sec. 500
Joint Spacing
Dowel
(ft.)
Arrangement
Sec. 530
Sec. 530
Dowel
Size
530
Sealant
Width (ft.)
Sec. 530
Scoping
Notes
HMA
Shoulders
Thickness
(inches)
HMA
Sec. 610
Aggregate
Surfacing
Sec. 610
Shoulder Agg.
As Needed
Base
Lifts
No. and
Thickness,
Sec. 450
Mix Design/
Material
Sec. 450
Sec. 610
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Width (ft)
Compaction
Testing
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Width
Compaction
Testing
Sec. 330
Lt
Scope
Match Agg.
Base
Notes
50
Rt
Scope
PCC
Shoulders
PCC
Aggregate
Surfacing
Thickness
Material
Sec. 610
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Sec. 610
Sec. 610
Shoulder Agg.
As Needed
Base
Match Agg.
Base
Width
Compaction
Testing
Spec.
Sec. 330
Lt
Rt
Scope
Scope
610
610
Match Agg.
Base
Notes

Joint
Contraction Joint
Type
Sec. 530
Sealant Spec.
Sec. 530
Longitudinal Joint
Sec. 530
Sec. 530
Sec. 530
Sec. 530
XXXXXXX Joint
Sec. 530
Sec. 530
X.X ft
X.X YYYYYYY
XX.X ft
YYYY Joint
XX.X ft
YYY Joint
YYY Joint
X.X New PCC Overlay
X.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Existing HMA
X.X YYYYYYY

51
UBOL
Segment #
#
Mainline
Pavement
Mill HMA
Highway #
From RP
To RP
Design Type
TH #
###.###
###.###
Unbonded Overlay
Depth
(inches)
Lifts
Material
Spec.
Sec. 520
Width (ft.)
Sec. 520
#.#
Notes
Mainline
Pavement
PCC Overlay
Thickness Joint Spacing

Dowel
(inches)
(ft.)
Arrangement
Dowel
Size
Sec. 500
530
Sec. 530
Sec. 530
Sealant
Sec. 530
Width (ft.)
Scoping
Notes
Mainline
Subsurface
Thickness
(inches)
Lifts
Material
Spec.
Compaction
Testing
Width (ft.)
Interlayer
Sec. 520
Sec. 520
520
Sec. 450
Subsurface
Type of drain & outlets and its specification, Sec. 520 & 370
Drains
Notes
Scoping
HMA
Shoulders
Width (ft)
Thickness
(inches)
Lifts
Sec. 450
Mix Design/
Material
HMA
Sec. 610
Sec. 450
Aggregate
Surfacing
Sec. 610
Sec. 610
Shoulder
Agg. Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Compaction
Testing
Lt
Rt
Sec. 450
Scope
Scope
Sec. 330
610
610
Match Agg.
Base
Notes
52
Aggregate
Shoulders
Thickness
Material
Aggregate
Surfacing
Sec. 610
Sec. 610
Added
Aggregate
Base
As Needed
Match Agg.
Base
Spec.
Spec,
SP, or
Plan
Note
Spec,
SP, or
Plan
Note
Compaction
Testing
Sec. 330
Width
Lt
Rt
Scope
Scope
Match Agg.
Base
Notes
PCC
Shoulders
PCC
Thickness
Material
Spec.
Compaction
Testing
Sec. 610
Aggregate
Surfacing
Sec. 610
Sec. 610
Shoulder
Agg. Base
As Needed
Match Agg.
Base
Spec,
SP, or
Plan
Note
Match
Agg.
Base
Sec. 330
Width
Lt
Scope
Scope
610
610
Match Agg.
Base
Notes

Joint
Contraction Joint
Type
Sec. 530
Sealant Spec.
Longitudinal Joint
Sec. 530
Sec. 530
Sec. 530
Sec. 530
XXXXXXX Joint
Sec. 530
Sec. 530
Rt
Sec. 530
53
XX.X ft
X.X ft
X.X YYYYYYY
YYYY Joint
YYY Joint
YYY Joint
X.X New PCC Overlay

4 Perf. PE Pipe
X.X ft
XX.X ft
X.X YYYYYYY
X.X YYYYYYY
X.X Existing PCC
X.X YYYYYYY
X.X Interlayer

54
Use of Paver Mounted Thermal Profiling (PMTP) and Intelligent

Compaction (IC) Methods
Paver Mounted Thermal Profiling (PMTP) is the process of continuously monitoring and recording
the location and temperature of the asphalt mat immediately behind the paver screed during
placement operations. This identifies any thermal segregation in the uncompacted asphalt which
may affect the pavements performance and durability.
Intelligent Compaction (IC) refers to the compaction of road materials, such as soil, aggregate base,
or asphalt, using self-propelled rollers integrated with a position monitoring system and an onboard
documentation system that can display real-time, color coded maps of roller location, number of
passes, roller speeds, amplitudes and vibration frequencies of the roller drum. Some systems are
also equipped with drum vibration instrumentation, infrared temperature sensors, and/or automatic
feedback control. The onboard documentation system on these rollers also displays real-time, colorcoded maps of stiffness response or pavement surface temperatures, or both. This improves
monitoring and recording of the compaction process to ensure that the material is properly and
uniformly compacted.
The PMTP and IC methods are recommended for use when the following project/site conditions
are met:
1. The technology can be used with the following specifications:
Table 830.1 - Use of Intelligent Compaction and Thermal

Profiling
Technology
Specification
Intelligent Compaction (IC)SP 2016

Quality Management Special
2215 (SFDR), 2331 (CIR), 23531, 2360,

2365
Thermal Profiling (TP) SP 2016

Quality Management
2360, 2365
IC is recommended for use on 2353, only when used in conjunction

with 2360 (i.e., when IC is already being used with 2360).
2. Lane miles are about 6 lane miles or more.

Note: These technologies can be used on smaller projects. It is anticipated that the
recommended lane miles will decrease with time as more contractors are equipped with
these systems.
55
3. Cellular coverage, to allow for automatic transfer of data to the cloud, at least one time per
day. Areas with intermittent locations of limited to no cellular coverage are allowed within
the project limits, since the systems can store data until adequate data cellular coverage is
available.
4. Adequate global navigation satellite system (GNSS) coverage through the project limits is
required for recording of the real-time, spatial location of equipment. Table 830.2 lists the
required accuracies.
Table 830.2 Required GNSS Accuracy

Technology
Accuracy
Intelligent Compaction (IC)

SP 2016 Quality Management Special
2 in (50 mm) in the X and Y Direction
Thermal Profiling (TP)

SP 2016 Quality Management
4 feet (1.2 m) in the X and Y Direction
5. It is recommended that both IC and PMTP are used together on a single project. It is also
recommended that if a grading project is using IC, and this project will have an asphalt
pavement surface, that this project is also selected to use IC and PMTP on the asphalt
pavement. This would allow for comparison of in-situ stiffness measurements between
layers and cost savings in required resources (e.g., site calibration, modified design files, etc.).
Removals
Any needed directions to the designer to provide for the removal of existing materials.
Geotechnical Recommendations
Special Treatments
Swamp areas, shadow treatments, rock excavation, or subgrade corrections: For any of these areas
specify:
The depth of the correction/treatment and its limits (Section 320.2)

The backfill material and its specification (Section 320.2)
Compaction testing (Section 330)
Any tapers or transitions in materials (Section 320.4)
56
Embankment
If there will be any additional embankment construction specify the:
Embankment material, its specification, and any plan note or special provision edits to modify
the material (Section 320.3)
Compaction testing (Section 330)
Application of any surcharge (Section 320.3.c)
Monitoring equipment (Section 320.3.d)
Topsoil
If construction activities will disturb any topsoil, provide the depth of topsoil to be stripped and
reused.
Borrow Shrinkage Factor
If there will be a quantity of borrow using specification 2105 then develop a borrow shrinkage factor
(Section 340).
Culverts
Frost depth and soil-type: Provide an estimated frost depth and soil-type (plastic or granular).
This information is used to select the correct culvert backfill treatment (Section 360.1).
Fabric: Specify if any geotextile fabric, and type, (Section 360.2) should be included in the
culvert backfill treatment.
Plastic Soil Cap: Specify if a plastic soil cap treatment (Section 360.3) is required for any
culverts.
Modifications: Give full instructions, and specify the materials, of any modifications to the
standard culvert backfill treatment drawings (Figures 360.1-4).
Plan Notes
Provide the text to any notes to be included in the project plans.
Edits or Additions to Special Provisions

Provide any changes or text that is intended to be added to any special provisions.
57
Attachments:
Attach or provide a link to the location of the following:
Printouts of the pavement design programs output for each pavement design.
Signed traffic forecast summaries.
Soil borings and cores (or link).
The LCCA and any supporting calculations.
Any LCCA or alternate bidding exceptions.
Any GPR, geotechnical, or other reports.
58
MnDOT Pavement Design Manual, July 15, 2015

Chapter 9 Construction and Rehabilitation Alternates
Date
Contents
Introduction ........................................................................................................................................................ 1
900 Existing Pavement-Types ...................................................................................................................... 2
910 Rehabilitation with HMA Overlay (>2 inches) .................................................................................. 3
920 Rehabilitation with PCC Overlay ......................................................................................................... 5
930 Rehabilitation with FDR/SFDR/CIR ...............................................................................................10
940 Rehabilitation with Rubblization/Crack & Seat ...............................................................................13
950 New/Reconstruction ............................................................................................................................15
960 Noneconomic Factors ..........................................................................................................................16
Introduction
This chapter contains alternates to consider for new construction/reconstruction or rehabilitation of

existing pavements. It is intended to be used to develop the pavement alternates required by
Pavement-Type Selection (see Chapter 7 Pavement-Type Selection) and may be used as an aid
to the scoping process.
Process
STEP 1.
Find the existing pavement-type and the possible rehabilitation alternates in Table
900.1.
STEP 2.
Use the tables in Sections 910-950 to determine which alternates are applicable.
Additionally, consult Table 960.1 for noneconomic factors.
900 Existing Pavement-Types
Table 900.1 Existing Pavement-Types and Possible

Rehabilitation Alternates
Existing
Pavement-type
HMA on Aggregate
Base
Full-Depth HMA on
Subgrade
HMA on PCC
PCC on Aggregate
Base or Subgrade
PCC on HMA
PCC on PCC
Possible
Rehabilitation*
Description
HMA pavement, including any HMA overlays,
placed on several inches of aggregate base.
HMA overlay (>2 inches)

PCC overlay
FDR/SFDR/CIR
New/Reconstruction
HMA pavement, including any HMA overlays,

placed on sub-grade.

PCC overlay
FDR/SFDR/CIR
New
HMA pavement placed on previously

constructed PCC Pavement.
HMA overlay(>2 inches)

PCC overlay
CIR
Rubblization
Crack and Seat
New/Reconstruction
PCC pavement placed on either aggregate

base or subgrade.

PCC overlay
Rubblization
Crack and Seat
New/Reconstruction
PCC pavement placed on previously

constructed HMA Pavement.

PCC overlay
FDR/SFDR
New/Reconstruction
PCC pavement placed on previously

constructed PCC Pavement.

PCC overlay
Rubblization
Crack and Seat
New/Reconstruction
* This list includes typical, available rehabilitation alternates. It is not intended to exclude any
alternates that may be available for a project.
2
910 Rehabilitation with HMA Overlay (>2 inches)
Table 910.1 - HMA Overlay on Existing HMA

Manual Location
Section 460.
Description
Paving >2 of HMA on an existing HMA pavements surface. It is intended to

improve ride, reduce surface distress, may improve pavement structure, and
preserve the existing pavement. Existing HMA may be milled prior to the HMA
overlay to remove surface distresses and to reduce the roads profile.
Design Life
Typically, MnDOT projects use a design life of 13-19 years depending on

existing pavement condition, traffic, and HMA overlay thickness.
Good Candidate
Structurally sound pavement that needs only minor improvements.

Projects in which a limited design life is acceptable.
Poor Candidate
Pavements that exhibit structural problems such as:

o Deforming or rutting subsurface layers.
o Large amounts of bottom-up fatigue cracking.
o Subgrade failures and/or seasonal heaving issues.
Pavements with a large amount of surface distress (rutting, cracking, and
poor ride) that will not be sufficiently improved by an HMA overlay.
Projects in which a long design life is desired..
Pros
Cons
Limited ability to improve structure and function.

May raise road profile.
Limited design life.
May add structure.

Improves ride and reduces surface distresses.
Relatively inexpensive.
Short construction period.
Reduces short-term maintenance.
Table 910.2 - HMA Overlay on Existing PCC

Manual Location
Section 460.
Description
Paving >2 of HMA on an existing PCC pavements surface. It is intended to

improve ride, reduce surface distress, may improve pavement structure, and
preserve the existing pavement. Any existing HMA may be milled prior to the
HMA overlay to remove surface distresses and to reduce the roads profile.
Design Life

Good Candidate
Structurally sound pavement that needs only minor improvements.

Projects in which a limited design life is acceptable.
Poor Candidate
Pros
May add structure.

Short construction period.
Reduce short-term maintenance.
Cons
Limited ability to improve structure and function.

Limited design life.
Joints and cracks in the existing PCC will reflect through the HMA overlay.
May induce PCC blow-ups.
The HMA overlay may spall at severe existing PCC joints or cracks.
Probable reflective cracking over joints and cracks in the concrete.
Raises in the pavement profile.
Pavements with rocking or moving panels.

Pavements on subgrades with seasonal heaving issues.
Pavements with large amounts of cracked or shattered panels.
Projects in which a limited design life is unacceptable.
920 Rehabilitation with PCC Overlay
PCC overlays may be used to rehabilitate existing HMA and existing PCC pavements. PCC
overlays of HMA pavements, or whitetopping, may be designed using two different
procedures. One procedure, using the BCOA-ME, requires a durable bond between the PCC
overlay and the existing HMA. The other whitetopping design procedure, using
MnPAVE-Rigid, doesnt consider a bond and may be used on more deteriorated HMA
pavement than the bonded design. PCC overlays of existing PCC pavement, or UBOL, use an
interlayer to prevent the bonding of the PCC overlay to the existing PCC pavement.
Table 920.1 Bonded PCC Overlay of Existing HMA Designed

using BCOA-ME
Manual Location
Section 510.
Description
This type of design counts on the bond between the PCC overlay and the
existing HMA to ensure that they behave as a single monolithic pavement
layer. BCOA thicknesses typically range from 4.0 to 6.0. The surface of the
existing HMA may be milled to remove surface distresses and to reduce or
eliminate increases in the profile of the overlaid pavement. Any existing PCC
overlay may be removed, the existing HMA prepared, and replaced with a new
PCC overlay.
Design Life
20 years
Good Candidate
The existing HMA pavement has stable support conditions with only
localized weak areas that may be repaired prior to placing the PCC overlay.
The primary distresses in the existing HMA pavement are surface distresses.
Thermal cracks in the HMA pavement are predominately non-deteriorated
thermal cracks. Deteriorated thermal cracks will require repair prior to
placing the PCC overlay.
There is a sufficient existing HMA thickness so that after any proposed
milling:
o
o
Poor Candidate
85% of the cores are 4.0 or thicker.

Any individual core must be a minimum of 3.0 thick. Any
areas of less than 3.0 of HMA may be treated by removing
the existing HMA pavement and constructing a 6.0
(minimum) PCC section.
The existing HMA pavement has significant structural deterioration and

areas of uneven support conditions.
Existing HMA overlay of PCC Pavement.
The existing pavement exhibits differential frost movements.
The existing HMA has been widened, or will require widening, within the
area of the driving lane.
The HMA pavement that will remain after any milling exhibits stripping
and/or debonded layers.
HMA pavements with predominately deteriorated thermal cracks that will
require repair prior to placing the PCC overlay.
There is an insufficient existing HMA thickness so that after any proposed
milling:
o
o
More than 15% of the cores are less than 4.0 thick.
There are individual cores less than 3.0 thick. However, any
areas of less than 3.0 of HMA may be treated by removing
the existing HMA pavement and constructing a 6.0

(minimum) PCC section.
Pros
Adds structure.
Cons
Requires a sufficient thickness of sound HMA pavement.

Requires stable support.
May require a rise in road profile.
Existing active cracks in the HMA may reflect through to the PCC overlay.
Table 920.2 Non-Bonded PCC Overlay of Existing HMA Designed

using MnPAVE-Rigid
Manual Location
Section 510.
Description
This design-method does not require a bond between the PCC Overlay and the
existing HMA. The minimum thickness is 6.0. Any existing HMA may be milled
prior to the HMA overlay to remove surface distresses and to reduce the
roads profile. Any existing PCC overlay may be removed, the existing HMA
prepared, and replaced with a new PCC overlay.
Design Life
20 or 35 years
Good Candidate
The existing pavement has stable support conditions or will require only
localized repairs.
Poor Candidate
Poorly draining roads that will not provide stable support for the PCC
overlay.
Pros
Adds structure.
May be used on most existing HMA pavements.
Cons
More expensive than a bonded PCC overlay.

May require a raise in road profile.
Existing active cracks in the HMA may reflect through to the PCC overlay.
Table 920.3 Unbonded PCC Overlay of Existing PCC - UBOL

Manual Location
Section 520.
Description
A PCC overlay that uses a bond-breaker to separate it from existing PCC

pavement. The minimum pavement thickness is 6.0 inches.
Design Life
20 or 35 years
Good Candidate
The existing pavement has stable support conditions or will require only
localized repairs.
The roadway has room to permit a significant raise in road profile.
Poor Candidate
Significant areas that will require repair prior to placing the PCC overlay.
Existing pavement has rocking or moving panels.
Roadways with a significant number of bridges requiring profile adjustments.
Pros
Improves ride and pavement distress.

May be used on most existing PCC pavements.
May be used on faulted pavements or pavements with material related
distresses.
Significantly streamlined construction as compared to reconstruction.
Cons
Requires stable support conditions.

Will require a significant raise in road profile.
930 Rehabilitation with FDR/SFDR/CIR
Note: MnPAVE-Flexible must be used to design theses options.
Table 930.1 Full-Depth Reclamation (FDR)

Manual Location
Section 420.
Description
FDR involves using a reclaiming machine to crush and blend-together existing

HMA pavement and aggregate. The blended material is moved as necessary to
allow it to be compacted in 6-inch lifts. After compaction and shaping, it will
then act as base for new HMA pavement.
Design Life
20 years
Good Candidate
A roadway with few or no subgrade problems.

The pavement has sufficient existing aggregate base to cool the reclaimer
teeth and to reclaim with existing HMA. HMA may be milled or aggregate
added to the pavement surface prior to reclaiming to help meet this
proportion.
A roadway that has room to permit a significant raise in road profile.
Poor Candidate
A roadway that requires a large amount of subgrade repair.

The roadway does not have room to permit a significant raise in road profile.
The pavement exhibits differential frost movements.
Pros
Typically, less expensive than reconstruction.

Rehabilitates pavements that are structurally and functionally unsound.
Removes all pavement distresses and pavement material problems.
Cons
Not intended to repair subgrade problems (however, localized areas can be

addressed during design and construction).
Requires sufficient thickness existing aggregate.
Will require a significant raise in road profile.
10
Table 930.2 Stabilized Full-Depth Reclamation (SFDR)

Manual Location
Section 420.
Description
SFDR is FDR that has had a stabilizing agent added. After the roadway has been
reclaimed, a second pass of the reclaiming machine is made to apply and blendin a stabilizer. The stabilizer is typically emulsified asphalt with additives or
foamed asphalt cement. This layer will then be compacted, shaped, and
allowed to cure before being paved with new HMA pavement.
Design Life
20 years
Good Candidate

An HMA pavement with at least 3 inches of existing aggregate base.
Poor Candidate

A pavement without aggregate base.
Pros
Cons
Not intended to repair subgrade problems (however, localized areas can be

addressed during design and construction).
Requires some existing aggregate.
Stabilization adds to the cost as compared to FDR.
Rehabilitates pavements that are structurally and functionally unsound.

Uses thinner HMA as compared to FDR.
Will require less of a raise in road profile than FDR.
Requires less in-place aggregate than FDR.
Typically, less expensive than reconstruction.
Removes all pavement distresses and pavement material problems.
11
Table 930.3 Cold In-place Recycling (CIR)

Manual Location
Section 420.
Description
CIR involves milling a portion of the existing HMA, mixing the milled material
with emulsified asphalt and additives, and paving the roadway with the
milled/emulsified mix. These activities are all performed in one pass of a CIR
train. The paved CIR material is then compacted and, after a suitable curing
time, it is paved with HMA pavement.
Design Life
20 years
Good Candidate

Will support the CIR train.
Poor Candidate

Support for the heavy CIR train cannot be provided during construction.
Pros
CIR layer may retard reflective cracking.

Removes surface distresses.
Cons
Will not repair subgrade problems.

Retains the distresses and any materials problems of material that is left
remaining.
12
940 Rehabilitation with Rubblization/Crack & Seat
Table 940.1 Rubblization

Manual Location
Section 430.
Description
Rubblization is intended to reduce the existing PCC modulus in order to prevent

reflective cracking of the new HMA pavement and allow it to act as new base.
Rubblization involves breaking the existing PCC slab into pieces (3.0 inches
maximum at surface and 9.0 inches maximum at the bottom of pavement),
compacting the rubblized material, and paving an HMA pavement.
Design Life
20 years
Good Candidate
Subgrade with an average R-Value of at least 17 or at least 12 inches of

granular material.
Room to permit a raise in road profile.
Poor Candidate

Subgrade with an R-Value of less than 17 and less than 12 inches of granular
material.
Rise in road profile not permissible.
Pros
Less expensive than reconstruction.

Removes surface distresses and allows the existing PCC pavement to act as
base for a new HMA pavement.
Rubblized PCC is stronger than aggregate base.
Cons
Requires a solid subgrade that doesnt require subgrade repairs.

Significant rise in road profile.
Edge-drains must be installed prior to rubblization.
13
Table 940.2 Crack and Seat

Manual Location
Section 430.
Description
The Crack & Seat process involves cracking the existing PCC pavement into 3 to
4-foot pieces, firmly seating the pieces, and paving HMA pavement. The
intention is to reduce the size of the PCC pieces to minimize movements at
existing cracks and joints. This will minimize the frequency and severity of
reflective cracking. It is an especially useful technique when moving or rocking
panels have been identified.
Design Life

Good Candidate
Roadway with a good subgrade that does not require extensive repairs.
Room to permit a raise in road profile.
Poor Candidate
Saturated subgrade which cannot be addressed through edge drain

installation.
Rise in road profile not permissible.
Pros
Less expensive than reconstruction.

Removes surface distresses and allows the existing PCC pavement to act as
base for a new HMA pavement.
Cracked PCC is stronger than aggregate base.
Cons
Requires a solid subgrade that doesnt require subgrade repairs.

Significant rise in road profile.
Edge-drains need to be installed prior to Crack and Seat.
14
950 New/Reconstruction
Table 950.1 New/Reconstruction

Manual Location
Section 400 (HMA) or Section 500 (PCC).
Description
Removal of any existing pavement and construction of new pavement placed

on new or existing base and subbase.
Design Life
20 or 35 (PCC only) years.
Good Candidate
Poor Candidate
Projects in which less expensive options are available.
New alignment.
Structurally and functionally unsound pavement.
Requires changes in geometry.
Requires widespread subgrade repairs.
Doesnt have room to permit a rise in the road profile.
Pros
Cons
Typically, the most expensive alternate.

Generally, a longer construction period than other alternates.
Construction operations are susceptible to elements.
Subgrade repairs may be performed and subsurface drainage installed.

Geometric problems may be addressed.
Pavement subsurface may be constructed with frost resistant materials.
Removes previous distresses and poor materials.
Controls final road profile.
Long design life.
Provide a sound platform for future rehabilitations.
15
960 Noneconomic Factors
Table 960.1 Noneconomic Factors to Consider When Evaluating

Pavement Alternates
Technical
Other
Roadway geometrics (e.g., varying lane widths,

presence of vertical curves, longitudinal
grades).
Continuity of adjacent pavements and lanes.
Characteristics of subgrade soils.
Traffic during construction.
Future needs on geometric or capacity changes.
Safety considerations, such as delineating the
contrast between pavement and shoulder.
Availability of local materials and

experience.
Conservation of materials and energy.
Local government preferences or local
politics.
Stimulation of competition among paving
materials suppliers.
Noise issues due to work-zone construction
or tire-pavement friction.
Experimental materials or design concepts.
Maintenance experience and equipment.
Industry capability to perform the required
work.
Sustainability, such as through energy
efficiency, emissions reduction, and
resource conservation.
16

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MnDOT Pavement Design Manual, Jul 15, 2015