Density and mix test records, assembled by lot and sublot for your quality control manager.

A public paving job builds its quality file from four streams that never arrive together: load tickets from the plant, density readings from a gauge or the core lab, mix reports from the quality control lab, and daily reports from the crew. Somebody has to put them in one order, lot by lot where the specification uses lots, and find out what never came in.

In the test, AI reads copies of those records and assembles the project's quality record by lot or sublot, or by day or test section when the specification groups work that way. Each ticket, reading and report sits under its mix and job mix formula, and a separate list names what's missing. It accepts no result and submits nothing. Your reviewer compares the assembly with the file your team really sent.

A lot is whatever this agency says it is. Ohio's manual for its Item 446 treats one day or night of production as a lot, rolls a day under 400 tons into the next, and cuts five equal sublots with two cores each. Tennessee's roadway density provision sets lots by tonnage, 1,000 for surface mixes, 2,000 for intermediate and 3,000 for base, in five sublots. Wisconsin's percent within limits program samples mix per 750-ton sublot in 3,750-ton lots, but usually lays out density in sublots of 1,500 lane feet. North Carolina calls one day's production of a job mix formula a lot, starts another for each resurfacing map, layer, paving crew or control strip, and tests in sections of 2,000 linear feet. So the assembly starts by reading the specification you send and uses that agency's unit.

A density number leans on other records. Tennessee divides a lot's average core bulk specific gravity by the day's average maximum theoretical gravity, known as Gmm, and when a lot splits across two days, each core uses the Gmm from the day its sublot was paved. Kentucky's method sets each core's bulk specific gravity against the Gmm of its sublot. North Carolina's daily gauge form wants the gauge serial number, the day's standard counts, a correlated target from the control strip, and a Gmm from mix verification or a moving average. The draft shows which Gmm and target each entry relied on, carries the reading as your technician wrote it, and names the field the specification sets its limit on. Whether the entry meets that limit is not the draft's call.

Cores carry names, and someone has to account for each one. Kentucky labels the first core from the second sublot of the second lot 2-2-A and its first joint core 2-2-J1. Tennessee runs M1, M2 and J1, J2 through the whole project and keeps cores with copies of their results for spot checks. Ohio records locations on Form TE-217, cuts within 48 hours, takes three cold joint cores a lot, and holds a contractor's sister cores within 4 inches of the department's. Wisconsin has the department keep custody from coring through testing, and Louisiana's roadway report prints a chain of custody statement on the form. The draft keeps each core's label, station and result together and lists any core the lot called for that never appears.

Plant, lab and field have to tell one story. North Carolina's manual wants gyratory compactor and ignition furnace clocks within 5 to 10 minutes of the time on the load tickets, the sample number and initials written on the delivery ticket, and a copy of the sampled load's weigh ticket attached to the mix worksheet with the furnace printout. Its inspector's daily roadway report staples supporting density forms together for each day paved, records the tack batch from the bill of lading, counts contractor and department tests, and wants a reason written down if no density test happened. Louisiana's form files parking areas, turnouts and sections under 500 feet under one pavement code. The draft walks each sample from ticket to worksheet to daily report and says where the trail stops.

What your reviewer will look for. Did every ticket, reading and report land under the right lot, mix and day; does the missing-record list name what was really missing; and did the draft leave errors alone? North Carolina wants a mistaken entry struck with one line and initialed, no whiteout, and contractor forms kept at least three years after completion, so the draft never rewrites an entry. City work can run faster than state work: Conway, Arkansas' 2017 paving bid wanted test reports by the end of the first working day after production. None of this is legal or engineering advice. The specification in your contract controls, and your quality control manager signs.

Your reviewer's yes starts the same assembly on new lots for about 30 days.

Your quality control manager signs every submission, and each assembled file waits for that person before it goes anywhere.

Technicians keep certifying their own tests. Anything further is its own decision at its own fixed price, with monthly support after it runs.