Journal of the Transportation Research Board

TRANSPORTATION RESEARCH RECORD

NO.

1716

Pavement
Assessment and Testing
Pavement Design, Management, and Performance
Click on article title to reach abstract; abstracts link to full textclick on Full Text icon.

CONTENTS
Foreword

Evaluating Runway Pavements at Seattle-Tacoma International Airport: Continuous Deflection Profiles

Measured with the Rolling Dynamic Deflectometer
James A. Bay, Kenneth H. Stokoe II, Michael T. McNerney, Suttisak Soralump,
David A. Van Vleet, and Dan K. Rozycki

Its 10 oClock: Do You Know Where Your Sensors Are?

Richard N. Stubstad, Lynne H. Irwin, Erland O. Lukanen,and M. Lawrence Clevenson

Effect of Moisture on Modulus Values of Base and Subgrade Materials

Khaled Ksaibati, Jamshid Armaghani, and Jason Fisher

Temperature Correction on Falling Weight Deflectometer Measurements

Dar-Hao Chen, John Bilyeu, Huang-Hsiung Lin, and Mike Murphy

Estimating Subgrade Stiffness and Bedrock Depth: Combined Falling Weight Deflectometer and
Simplified Spectral Analysis of Surface Waves Measurements
Marwan F. Aouad, Kenneth H. Stokoe II, and Sung-Ho Joh

Dynamic Interpretation of Falling Weight Deflectometer Test Results: Spectral Element Method
Rafid Al-Khoury, Athanassios Scarpas, Cor Kasbergen, and Johan Blaauwendraad

Curvilinear Behavior of Base Layer Moduli from Deflection and Seismic Methods
Kamal Tawfiq, John Sobanjo, and Jamshid Armaghani

Backcalculation of Thermally Deformed Concrete Pavements

Samir N. Shoukry

Evaluating Measured Tire Contact Stresses to Predict Pavement Response and Performance
Reynaldo Roque, Leslie Ann Myers, and Bjorn Birgisson

Rutting of Thin Pavements: Full-Scale Study

Jorge A. Ceratti, Washington P. Nez, Wai Y. Y. Gehling, and Jos A. de Oliveira

Using Transverse Profile Data to Compute Plastic Deformation Parameters for

Asphalt Concrete Pavements
Hesham A. Ali and Shiraz D. Tayabji

Super-Accelerated Testing of Flexible Pavement with Stationary Dynamic Deflectometer

Kenneth H. Stokoe II, James A. Bay, Brent L. Rosenblad, Michael R. Murphy,
Kenneth W. Fults, and Dar-Hao Chen

Performance Prediction of Louisiana Accelerated Loading Facility Test Sections

Ludfi Djakfar and Freddy L. Roberts

Accelerated Pavement Testing of Rutting Performance of Two Caltrans Overlay Strategies

John Harvey and Lorina Popescu

Performance of Superpave Mixtures Under Accelerated Load Testing

Zhong Wu, Mustaque Hossain, and Andrew J. Gisi

Truck Travel Time Around Weigh Stations: Effects of Weigh in Motion and Automatic Vehicle
Identification Systems
Rahim F. Benekohal, Yoassry M. El-Zohairy, and Stanley Wang

Using a Road Surface Analyzer to Explain Noise Characteristics of Portland Cement Concrete
Pavement Surface Texture
David A. Kuemmel, Ronald C. Sonntag, John R. Jaeckel, James A. Crovetti,
Yosef Z. Becker, and Alex Satanovsky

Transportation Research Record 1716

ISSN 0361-1981
ISBN 0-309-06695-6
Subscriber Category
IIB pavement design, management, and performance
Printed in the United States of America
Sponsorship of Transportation Research Record 1716
GROUP 2DESIGN AND CONTRUCTION OF TRANSPORTATION FACILITIES
Raymond K. Moore, University of Nebraska at Lincoln (Chairman)
Pavement Management Section
Newton C. Jackson, N. C. Jackson Consulting, Inc. (Chairman)

Committee on Strength and Deformation Characteristics of Pavement Sections

Tom Scullion, Texas A&M University (Chairman), Don R. Alexander, Judith B. Corley-Lay, Chuck A. Gemayel, Max G.
Grogg, Dennis R. Hiltunen, Anastasios M. Ioannides, Lynne H. Irwin, Lev Khazanovich, Brian Mark Killingsworth,
Y. Richard Kim, Richard W. May, Mark W. McDaniel, Roger W. Meier, Soheil Nazarian, Rasmus S. Nordal, Gonzalo R.
Rada, David L. Rettner, Cheryl A. Richter, Glenn J. Rix, Timo Saarenketo, Larry A. Scofield, Peter E. Sebaaly, Stephen B.
Seeds, R. N. Stubstad, Marshall R. Thompson, Per Ullidtz, Jacob Uzan, Wei-Shih Yang
Task Force on Full-Scale/Accelerated Pavement Testing
Nicolaas F. Coetzee, Dynatest Consulting, Inc. (Chairman), Don R. Alexander, Jamshid M. Armaghani, Lawrence W. Cole,
Jean Francois Corte, Dale S. Decker, Glenn M. Engstrom, Jon A. Epps, Kenneth W. Fults, Dennis R. Hiltunen, Mustaque
Hossain, Matti Huhtala, Vincent C. Janoo, Larry N. Lynch, Joe P. Mahoney, John B. Metcalf, Andre A. A. Molenaar, Carl L.
Monismith, William D. Paterson, Bryan Dale Pidwerbesky, Masood Rasoulian, Larry A. Scofield, Tom Scullion, Kieran G.
Sharp, Per Ullidtz, Thomas D. White, R. Christopher Williams, Leif G. Wiman
Committee on Highway Traffic Monitoring
David L. Huft, South Dakota Department of Transportation (Chairman), David Preston Albright, Shyamal Basu, Alan
Chachich, Benjamin Coifman, Craig A. Copelan, Wiley D. Cunagin, Curtis Dahlin, Michael J. Dalgleish, Glenda Fuller,
Mark P. Gardner, Ralph A. Gillmann, Richard G. Griffin, Jr., Patricia S. Hu, Bernard Jacob, Perry M. Kent, Michael W.
Lawson, Clyde E. Lee, Tracy Lindquist, Bill M. McCall, Frederick P. Orloski, Richard B. Rogers, Manohar Singh,
Douglas B. Terhune, Alex T. Visser
Committee on Surface PropertiesVehicle Interaction
Thomas J. Yager, NASA Langley Research Center (Chairman), Jeffrey Adler, Arild Andresen, Gary A. Billiard,
Christopher A. Brown, Guy Descornet, Emmanuel G. Fernando, Tony G. Gerardi, Lawrence E. Hart, Brian S. Heaton,
David L. Huft, Priyantha W. Jayawickrama, Andrew M. Johnson, Khaled Ksaibati, Kenneth J. Law, Jian John Lu, Georg
Magnusson, Wayne H. Marsey, Al Mazur, Kenneth H. McGhee, James E. McQuirt, Jr., Dennis G. Richardson, David L.
Rigsbee, Richard B. Rogers, Peter E. Sebaaly, Dennis Sixbey, Alan G. Veith, Roger S. Walker, James C. Wambold
Transportation Research Board Staff
D. W. Dearasaugh, Jr., Engineer of Design
Lizy Mani, Administrative Assistant
Sponsorship is indicated by a footnote at the end of each paper. The organizational units, officers, and members are as of
December 31, 1999.

FOREWORD
The papers contained in this volume were among those presented at the 79th Annual Meeting of the Transportation Research
Board in January 2000. Nearly 1,600 papers were submitted by authors; more than 1,000 were presented at the meeting; and
approximately 600 were accepted for publication in the 2000 Transportation Research Record series. The published papers will
also be issued on CD-ROM, which will be available for purchase in late 2000. It should be noted that the preprint CD-ROM distributed at the 2000 meeting contains unedited, draft versions of presented papers, whereas the papers published in the 2000
Records include author revisions made in response to review comments.
Starting with the 1999 volumes, the title of the Record series has included Journal of the Transportation Research Board to
reflect more accurately the nature of this publication series and the peer-review process conducted in the acceptance of papers
for publication. Each paper published in this volume was peer reviewed by the sponsoring committee acknowledged at the end
of the text; members of the sponsoring committees for the papers in this volume are identified on page ii. Additional information about the Transportation Research Record series and the peer-review process can be found on the inside front cover. The
Transportation Research Board appreciates the interest shown by authors in offering their papers and looks forward to future
submissions.

Evaluating Runway Pavements at

Seattle-Tacoma International Airport
Continuous Deflection Profiles Measured with the
Rolling Dynamic Deflectometer
James A. Bay, Kenneth H. Stokoe II, Michael T. McNerney,
Suttisak Soralump, David A. Van Vleet, and Dan K. Rozycki
J. A. Bay and S. Soralump, Department of Civil and Environmental Engineering, Utah State University, Logan, UT 84322-4110.
K. H. Stokoe II, Department of Civil Engineering, The University of Texas at Austin, Austin, TX 78712. M. T. McNerney,
Aviation Research Center, Center for Transportation Research, 3208 Red River, Suite 200, Austin, TX 78705-2650.
D. A. Van Vleet, Airfield Line of Business, Seattle-Tacoma International Airport, P.O. Box 68727, Seattle, WA 98168-0727.
D. K. Rozycki, Transtec Consultants, Inc., 1012 East 38-1 2 Street, Austin, TX 78751.

FULL
TEXT

The rolling dynamic deflectometer (RDD) is a relatively new tool for assessing the condition of
pavements. Continuous deflection profiles, rather than deflections at discrete points, are measured with
the RDD. The results of RDD tests on two runways at the Seattle-Tacoma International Airport
(Sea-Tac) are presented. These results illustrate how continuous deflection profiles can be used to assess
the condition of pavements without the use of backcalculation. Continuous deflection profiles allow
sections of pavement exhibiting large or anomalous deflections to be quickly and easily identified.
The extent to which pavements are damaged and degraded can be determined by comparison of the
deflections of intact, lightly trafficked pavements with the deflections of the pavements in question. The
condition and load transfer capacity of all transverse joints and cracks in rigid pavements can be
determined by observation of the measured deflections as the RDD approaches and crosses each joint or
crack. The RDD is a valuable tool for rapidly identifying regions of pavement requiring rehabilitation.
Critical regions of pavement identified with the RDD for possible rehabilitation can be studied further
with use of traditional discrete testing methods. These capabilities make the RDD a valuable tool in
airfield pavement management.

Its 10 oClock
Do You Know Where Your Sensors Are?
Richard N. Stubstad, Lynne H. Irwin, Erland O. Lukanen, and
M. Lawrence Clevenson
R. N. Stubstad, Consulpav International, P.O. Box 700, Oak View, CA 93022. L. H. Irwin, Cornell University Local
Roads Program, 416 Riley-Robb Hall, Ithaca, NY 14853. E. O. Lukanen, Braun Intertec Corporation, 6875 Washington
Avenue South, Minneapolis, MN 55439. M. L. Clevenson, California State University, Northridge, 11051 Puesta del Sol,
Oak View, CA 93022.

FULL
TEXT

More than 400 falling weight deflectometer (FWD) devices are presently in use throughout the world,
and deflection reading accuracy is very important. Deflections are measured in microns, or hundredths
of a mil, and even very small errors in the deflection readings can have a profound effect on the results
of backcalculation. One question that has somehow escaped scrutiny is the one alluded to in the title to
this paperexactly where along the deflection basin are the FWD deflection sensors positioned? This is
an extremely important issue for proper definition of the deflection basin as a function of distance from
the center of the loading plate. A review of the FWD load-deflection data in the Long Term Pavement
Performance (LTPP) study found that in at least 7 percent of some 4 million lines of FWD deflection
data in the National Information Management System (NIMS) database, the sensors were not
positioned as reported. This problem is not limited to LTPP and NIMS, and it occurs all too frequently
on FWDs everywhere. How sensor positioning errors influence backcalculated moduli, even if all other
facets of the FWD data are 100 percent correct, is described. Examples of the errors found in NIMS are
also presentedreal-life illustrations of what can go wrong and how much influence these errors can
have on pavement analysis. A method of scanning for sensor positioning errors without carrying out
backcalculation is presented. By use of the suggested transform, sensor positioning errors are clearly
evident when suspect data are compared with correct data along the same, or other, pavement sections.

Effect of Moisture on Modulus Values of

Base and Subgrade Materials
Khaled Ksaibati, Jamshid Armaghani, and Jason Fisher
K. Ksaibati and J. Fisher, Civil Engineering Department, University of Wyoming, P.O. Box 3295, University Station,
Laramie, WY 82071. J. Armaghani, State Materials Office, Florida Department of Transportation, 2006 N.E. Waldo Road,
Gainesville, FL 32603.

FULL
TEXT

Moisture in the base and subgrade layers of pavement can significantly decrease the modulus values
of these layers. Recently, a study was performed on several Florida state roads for the purpose of
evaluating the decrease in moduli of bases and subgrades due to the proximity of the water table.
Dynaflect and falling weight deflectometer (FWD) tests were performed on pavement test sections
throughout Florida for the purpose of backcalculation of the modulus values of the different layers.
Testing was performed at different times of the year, and the water table fluctuations were recorded
throughout the study. The Dynaflect and FWD deflections, water contents, depths to water table, layer
thicknesses, pavement temperatures, and air temperatures were recorded on all test sections over a
5-year period. EVERCALC was used for backcalculation of modulus values on the basis of FWD tests.
The Dynaflect data were also used for calculation of layer properties on the basis of a procedure
developed by the Florida Department of Transportation. Both Dynaflect and FWD showed that the
water table had a significant negative impact on the modulus values of the base and subgrade materials.
Such results are extremely beneficial aids for establishing acceptable embankment depths so that the
effects of moisture on the modulus values of pavements may be reduced.

Temperature Correction on Falling Weight

Deflectometer Measurements
Dar-Hao Chen, John Bilyeu, Huang-Hsiung Lin, and Mike Murphy
D.-H. Chen, J. Bilyeu, and M. Murphy, Texas Department of Transportation, Design Pavement Section,
4203 Bull Creek Road #37, Austin, TX 78731. H.-H. Lin, 206A North 12th Street, Brigantine, NJ 08203.

FULL
TEXT

Repeated falling weight deflectometer (FWD) tests were conducted at three sites. The tests were
conducted at regular intervals for 2 to 3 consecutive days per location, and also done during different
seasons in order that the widest possible range of temperatures could be obtained. The influence of
cracks on temperature correction was also investigated. Temperature correction equations for
deflection and moduli were developed so that users could be allowed to input their own reference
temperatures. For all test pads, only the W1 and W2 deflections were found to be significantly affected
by temperature. Comparisons with other reported temperature correction equations showed close
agreement for deflection, but not for moduli. Tests were also run on cracked locations. Temperature did
not affect the response of the cracked pavement as much as it did the intact pavement. Due to the
different temperature-dependent characteristics of intact and cracked locations, the equations
developed from the intact locations may not be used on cracked locations.

Estimating Subgrade Stiffness and

Bedrock Depth
Combined Falling Weight Deflectometer and Simplified
Spectral Analysis of Surface Waves Measurements
Marwan F. Aouad, Kenneth H. Stokoe II, and Sung-Ho Joh
M. F. Aouad, Olson Engineering, Inc., 5191 Ward Road, Suite 1, Wheat Ridge, CO 80033. K. H. Stokoe II, Department of
Civil Engineering, The University of Texas at Austin, Austin, TX 78712. S.-H. Joh, Department of Civil Engineering,
Chung Ang University, An Sung-Gun, KyungKi-Do, S. Korea.

FULL
TEXT

The spectral analysis of surface waves (SASW) method is an in situ seismic technique that is used for
evaluation of the stiffnesses of pavement systems at low strain levels. The stiffness of the surface layer
can be determined by direct measurements in the field. Stiffnesses of the layers beneath the surface
layer require forward modeling of SASW field data in order for the pavement profile to be obtained.
The forward modeling process can be time consuming, especially if a three-dimensional model is used.
A simplified procedure is proposed for determining an average value of the subgrade stiffness without
performing forward modeling. Additionally, the simplified procedure can be used for determining the
depth of shallow bedrock beneath pavement sites. The recommended procedure is based on SASW tests
performed at 24 flexible pavement sections in the state of Texas. Parametric studies were also conducted
with idealized rigid and flexible pavement profiles for the purpose of verifying the accuracy of the
procedure and evaluating its limitations. An important point is that SASW measurements associated
with the simplified procedure can be performed in conjunction with falling weight deflectometer (FWD)
measurements using the drop weight as a source. The drop-weight source generates the frequency range
required for SASW receiver spacings of 3, 6, and 9 m, which are recommended in the simplified
procedure. The subgrade stiffness and depth to bedrock (if it exists) determined by the simplified
procedure can be used as input parameters for enhancement of the backcalculation procedure
associated with FWD measurements.

Dynamic Interpretation of Falling Weight

Deflectometer Test Results
Spectral Element Method
Rafid Al-Khoury, Athanassios Scarpas, Cor Kasbergen, and
Johan Blaauwendraad
Section of Structural Mechanics, Faculty of Civil Engineering and Geosciences, Delft University of Technology,
Stevinweg 1, 2628 CN Delft, Netherlands.

FULL
TEXT

The use of spectral analysis as a means of analyzing the dynamic impact of falling weight deflectometer
(FWD) load pulses on pavements is covered. The spectral element technique is utilized. Only forward
analyses of pavement dynamics are presented, with the emphasis on the suitability of the method for
solving inverse problems. LAMDA (layered media dynamic analysis), a newly developed spectral
element program, is utilized for the simulation of the interaction between the FWD load pulse and the
pavement structure. In LAMDA, the formulation of the wave propagation, reflection, and refraction in
a layer is done in a closed form. The assembling of the elements (in the multilayer system) is carried out
in a manner similar to that in the finite element method. Consequently, the size of the mesh of a
pavement structure is as large as the number of the layers involved. This reduces the computational
requirements substantially and hence enables utilization of LAMDA in iterative algorithms for
backcalculation purposes.

Curvilinear Behavior of Base Layer

Moduli from Deflection and
Seismic Methods
Kamal Tawfiq, John Sobanjo, and Jamshid Armaghani
K. Tawfiq and J. Sobanjo, Department of Civil Engineering, FAMU-FSU College of Engineering, Tallahassee, FL 32310.
J. Armaghani, Florida Department of Transportation, Materials Office, Gainesville, FL 32609.

FULL
TEXT

The reality of curvilinear relationships of stiffness versus deformation is usually neglected when moduli
values from seismic methods are compared with those of deflection methods. On the basis of extensive
field testing, results showed that moduli values for the base layers from deflection methods did not
conform to those of seismic methods. Deflection testing techniques were signified by the falling weight
deflectometer (FWD) and the Dynaflect methods. Seismic testing was carried out by use of the seismic
pavement analyzer (SPA) method. The SPA test results yielded moduli values higher than those
obtained from the deflection methods. Utilizing pavement parameters obtained from the SPA data,
researchers determined surface deflections by use of frequency response functions of signals from the
two groups of sensors used in the testing setup. Because of the types of hammers in the SPA testing, two
different deflection basins were obtained at each testing point. Comparison of surface deflections from
these methods indicated that deflection amplitudes from the FWD method were about 100 times higher
than those obtained from the high-frequency hammer of the SPA. At certain pavement sections,
deflections from the Dynaflect method were comparable to those obtained with the SPA low-frequency
hammer. Accordingly, curvilinear relationships between surface deformation versus stiffness values
were derived. These relationships can be used to determine moduli values at all surface deflections,
including those from service loads.

Backcalculation of Thermally Deformed

Concrete Pavements
Samir N. Shoukry
Department of Civil and Environmental Engineering and Department of Mechanical and Aerospace Engineering,
West Virginia University, 517 Engineering Sciences Building, Morgantown, WV 26506.

FULL
TEXT

Nonlinear explicit three-dimensional finite element (3-D FE) modeling is used to investigate the
performance of the falling weight deflectometer (FWD) test in the evaluation of layer moduli of jointed
plain concrete pavements (JPCP) subjected to nonlinear thermal gradient through the slab thickness.
Concrete slab separation from the base, in-plane friction at the concrete-base interface, the
gravitational forces, and the interface characteristics between dowel bars and surrounding concrete are
all represented in the 3-D FE model. Experimental verification of the model is obtained through
comparison of the 3-D FE generated response to (a) the FWD measured deflection basin and (b) the
measured response of an instrumented rigid pavement section located in Ohio to a loaded truck moving
at 21.8 m /s (48 mph). Several cases of linear and nonlinear thermal gradients are applied to the model,
and deflection basins are obtained. Two backcalculation programs, MODULUS 5.0 and EVERCALC
4.0, are used for prediction of the layer moduli in each case, and the values are compared. The results
indicate that thermal curling of the slab due to negative thermal gradient has little effect on the
accuracy of backcalculated moduli. Warping of the slab due to positive thermal gradient greatly
influences the measured FWD deflection basin and leads to significant errors in the backcalculated
moduli. These errors may be minimized if the time an FWD test is conducted falls between the late
afternoon and midmorning (from 5:30 p.m. to 9:30 a.m. during summer in West Virginia).

Evaluating Measured Tire Contact

Stresses to Predict Pavement
Response and Performance
Reynaldo Roque, Leslie Ann Myers, and Bjorn Birgisson
Department of Civil Engineering, University of Florida, 345 Weil Hall, P.O. Box 116580, Gainesville, FL 32611-6580.

FULL
TEXT

Recent research has indicated that measured contact stress distributions under radial truck tires are
highly complex. These stress distributions help to explain near-surface distresses that have become
more prevalent since the inception of radial tires, indicating that realistic contact stresses must be
considered when pavement response and performance are evaluated. However, because of the
complexities involved in measuring contact stresses under tires, obtaining these measurements directly
on real pavements is not possible. Consequently, contact stress measurements have been made on
systems having rigid foundations with embedded sensors. Therefore, determining whether tire contact
stresses measured on a rigid foundation are significantly different from contact stresses under the same
tire on an actual pavement is critical. Finite element analyses conducted indicated that both vertical and
lateral tire contact stresses measured on rigid foundations accurately represent the contact stresses for
the same tire on typical asphalt pavement structures. Some minor differences were observed for thin
(50-mm surface) pavements on weak bases, but the correspondence in terms of both distribution and
magnitude was still very good. The conclusion was that contact stresses measured by devices with rigid
foundations appear to be suitable for predicting response and performance of highway pavements.

Rutting of Thin Pavements

Full-Scale Study
Jorge A. Ceratti, Washington P. Nez, Wai Y. Y. Gehling, and Jos A. de Oliveira
J. A. Ceratti, W. P. Nez, and W. Y. Y. Gehling, Universidade Federal do Rio Grande do Sul, Av. Osvaldo Aranha 99,
3 andar, 90.035, Porto Alegre, RS, Brazil. J. A. de Oliveira, Rio Grande do Sul State Roads Department, Av. Guaba 154,
90680-000, Porto Alegre, RS, Brazil.

FULL
TEXT

Since 1992, the Federal University of Rio Grande do Sul, along with the roads department of the same
Brazilian state, has undertaken comprehensive research on weathered basalts, with the purpose of
reducing the cost of low-volume pavements. Laboratory studies have led to a criterion (on the basis of
the point load test) used to select deposits of these intensely fractured rocks. A traffic simulator was
designed and built, and a pavement test facility was constructed on the university campus. A study was
done of rutting of thin pavements on which weathered basalts were used as base layers. The traffic
simulator applied more than 267,000 axle loads, ranging from 82 to 130 kN, on five full-scale test
sections. Two different weathered basalts and three base thicknesses were used. A postmortem
evaluation revealed that the base layer contributed the most to rutting. The axle load applications
caused the pavement structure to settle and consolidate. A total of 4,148 measurements of rut depth,
made at intervals, provided a statistically significant data set. Rutting evolution was shown to depend
not only on traffic characteristics but also on pavement structure. With consideration of rutting as a
major failure cause in thin pavements and a rut depth of 25 mm as a terminal criterion, load
equivalence factors were calculated by means of a reliability analysis.

Using Transverse Profile Data to Compute

Plastic Deformation Parameters for
Asphalt Concrete Pavements
Hesham A. Ali and Shiraz D. Tayabji
H. A. Ali, City of Tamarac, 6011 Nob Hill Road, Tamarac, FL 33321. S. D. Tayabji, CTL, 10130 Maxine Street,
Ellicott City, MD 21042.

FULL
TEXT

Previous studies have shown that the performance of in-service pavements may deviate significantly
from that predicted by use of laboratory-calibrated performance models. Therefore calibration of
performance prediction models with data from in-service pavements is important. Calibration of
mechanistic rutting models by use of transverse profile data is explored. A well-known family of
mechanistic rutting prediction models uses plastic deformation parameters [slope of elastic or plastic
strain (or both) and load hardening factor] for quantification of the amount of permanent deformation
resulting from each load application. For the purpose of obtaining these parameters, two traditional
methods have been used: repeated load testing in the laboratory and calibration by use of time-series
data from in-service pavements. Although the first suffers from the lack of compatibility between
laboratory-predicted and actual performance, the second requires collection of field data for an
extended period of time (years of monitoring) and may be interrupted by rehabilitation activities. The
transverse profile contains valuable information that can be used for determining the contribution of
each pavement layer to the observed rutting and the plastic deformation parameters. Transverse profile
data were used for calibration of rutting prediction models. The stability and sensitivity of the
computed parameters were also investigated.

Super-Accelerated Testing of Flexible

Pavement with Stationary
Dynamic Deflectometer
Kenneth H. Stokoe II, James A. Bay, Brent L. Rosenblad,
Michael R. Murphy, Kenneth W. Fults, and Dar-Hao Chen
K. H. Stokoe II, and B. L. Rosenblad, Department of Civil Engineering, The University of Texas at Austin, Austin, TX 78712.
J. A. Bay, Department of Civil and Environmental Engineering, Utah State University, Logan, UT 84322.
M. R. Murphy, K. W. Fults, and D.-H. Chen, Pavements Section/Design Division, Texas Department of Transportation,
Austin, TX 78731.

FULL
TEXT

The Texas Department of Transportation (TxDOT), in partnership with the Center for Transportation
Research, has implemented the Texas mobile load simulator (TxMLS) as a tool for accelerated testing of
in-service pavements. Although the TxMLS has been used successfully to test in-service pavements in
the Yoakum and Fort Worth districts, the fact that only one TxMLS machine exists limits the number
of accelerated pavement tests (APT) that can be performed. Therefore, TxDOT is evaluating a
modification of the rolling dynamic deflectometer (RDD) for use as a super-accelerated pavement tester.
In this application, the truck-mounted dynamic loading system is operated in a stationary mode, with
the loading rollers and rolling sensors of the RDD removed from operation. The servohydraulic
actuator is used for application of harmonic loading to a wheel footprint on the pavement surface.
Hundreds of thousands of load repetitions are applied in a matter of hours; hence the designation as
super-accelerated testing. This stationary dynamic deflectometer (SDD) is being studied as a possible
tool for use in expanding TxDOTs APT program. The SDD may allow TxDOT to increase, in a costeffective manner, the number of accelerated tests that can be performed. Preliminary tests have been
performed with the TxMLS and SDD on two different pavement recycling strategies constructed on the
northbound and southbound lanes of US-281 in the Fort Worth District. That the same conclusion was
reached about the relative performance of the test sections with both machines indicates the potential
usefulness of the SDD.

Performance Prediction of Louisiana

Accelerated Loading Facility Test Sections
Ludfi Djakfar and Freddy L. Roberts
L. Djakfar, ATSER, Inc., 1150 Richcrest Drive, Houston, TX 77060. F. L. Roberts, Department of Civil Engineering,
Louisiana Tech University, 600 Arizona Ave., Ruston, LA 71272.

FULL
TEXT

Using the accelerated loading facility (ALF), the Louisiana Transportation Research Center recently
conducted an accelerated pavement test of nine test sections that consisted of the same asphalt wearing
course but had different types and thicknesses of crushed stone and soil cement bases and subbases.
One of the aims of the project was to compare observed field performance with that predicted with use
of the VESYS 3A-M mechanistic prediction model, which predicts the development of rutting, cracking,
and roughness, along with serviceability [present serviceability index (PSI)] over time. It was found that
VESYS provided a reasonable prediction of observed rutting and PSIalbeit an underestimationbut
a poor estimate of surface cracking. This was probably related to the fact that the observed cracking
was due to shrinkage of the soil cement rather than fatigue cracking under the load, and also to the fact
that VESYS is generally used to model unbound granular materials that have a modulus no greater
than 690 MPa (100 ksi). The modulus of soil cement material tested by ALF was 105 MPa (150 ksi) and
its behavior under load would be different from that of an unbound granular material. More research is
needed into the behavior of soil cement bases, their influence on the cracking of asphalt surfacings, and
the most appropriate input into VESYS to model this behavior.

Accelerated Pavement Testing of

Rutting Performance of Two Caltrans
Overlay Strategies
John Harvey and Lorina Popescu
J. Harvey and L. Popescu, Institute of Transportation Studies/Pavement Research Center, University of California at Berkeley,
Building 480, 1353 South 46th Street, Richmond, CA 94804.

FULL
TEXT

Results of accelerated pavement tests (APT) at elevated temperatures on dense graded asphalt concrete
and gap-graded asphalt rubber hot mix (ARHM-GG) are presented. APT testing was performed by use
of a Caltrans heavy vehicle simulator. The overlays were placed on previously untrafficked sections of
an existing flexible pavement. Variables included in the experiment were overlay type, ARHM-GG
overlay thickness, tire /wheel type (dual/ bias-ply; dual /radial, wide-base single, aircraft), and pavement
temperature (40C, 50C, at 50 mm depth). Results presented include the rut development for the
different variables, changes in layer thickness, and changes in air-void content. Analyses were
performed for evaluating the relative contributions of shear deformation and densification to rut
development.

Performance of Superpave Mixtures

Under Accelerated Load Testing
Zhong Wu, Mustaque Hossain, and Andrew J. Gisi
Z. Wu and M. Hossain, Department of Civil Engineering, Kansas State University, Manhattan, KS 66506.
A. J. Gisi, Kansas Department of Transportation, Bureau of Materials & Research, 2300 Van Buren, Topeka, KS 66611.

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The performances of two Superpave test sections, constructed with 12.5 mm (0.5 in.) nominal
maximum size Superpave mixture (SM-2A) with varying percentages of river sand at the Kansas
Accelerated Testing Laboratory (K-ATL), are described. A 150-kN (34-kip) tandem axle with dual
wheels and 620-kPa (90-psi) tire pressure was used for loading. After 10,000 repetitions, the sections
were loaded by 160-kN (36-kip), 150-kN (34-kip), and 144-kN (32.5-kip) tandem axles and 98-kN
(22-kip), 90-kN (20-kip), and 80-kN (18-kip) single axles, for estimating relative pavement damage due
to different axle loads and configurations. Critical pavement responses were measured on each test
section with the transverse strain gauges and soil pressure cells under both K-ATL tandem axle and
falling weight deflectomter (FWD) loads. The pavement responses were also estimated from a
multilayer elastic analysis program, ELSYM5. Laboratory fatigue tests were conducted on the SM-2A
beams. Fatigue and rutting damage analyses were then conducted. The results indicated very little
fatigue damage on these sections. The Superpave mixtures appeared to be less susceptible to fatigue
damage, presumably due to better aggregate structure and higher binder content than the traditional
asphalt mixtures. Rutting on the section with 15 percent river sand was mainly due to consolidation of
the SM-2A and /or other layers since no significant flow of the Superpave mixture was evident. The
AASHTO load equivalency factors were found to be much higher than those calculated in this study.

Truck Travel Time Around Weigh Stations

Effects of Weigh in Motion and
Automatic Vehicle Identification Systems
Rahim F. Benekohal, Yoassry M. El-Zohairy, and Stanley Wang
R. F. Benekohal and Y. M. El-Zohairy, University of Illinois at Urbana-Champaign, 205 N. Mathew Ave., Urbana, IL 61801.
S. Wang, HNTB Corporation, Suite 880, 111 North Canal Street, Chicago, IL 60606-7252.

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Weigh in motion (WIM) technology may provide an efficient and cost-effective complement to static
weighing. An evaluation of the effectiveness of an automated bypass system around a weigh station in
Illinois is presented. The system combines the use of automatic vehicle identification (AVI), high-speed
weigh in motion (HSWIM), and low-speed weigh in motion (LSWIM) technologies to facilitate
preclearance for trucks at the weigh station. The preinstallation conditions were compared with postinstallation conditions of WIM/AVI so that the effects and benefits of the system could be evaluated.
During preinstallation, average delay was 4.9 min/truck, and 7 percent of trucks had delays of more
than 10 min. The station was intermittently closed to prevent the truck queue from backing up onto the
Interstate highway, allowing 15 to 51 percent of trucks to bypass the station without being weighed. In
postinstallation, the delay for trucks equipped with transponder and allowed to bypass on the freeway
was reduced by 4.17 min. The delay for trucks equipped with transponders and allowed to bypass inside
the weigh station was reduced by 2.02 min. The delay for trucks that reported to the weigh station
decreased by 1.25 min. On the other hand, less than 1 percent of trucks that have been observed in
after-study were able to bypass on the freeway. With greater numbers of trucks being checked, fewer
trucks on the road may exceed the allowable weight limits. Consequently, electronic screening
minimizes road deterioration and risks to public safety and levels the playing field for illegally operating
carriers and carriers who operate in compliance with the law.

Using a Road Surface Analyzer to Explain

Noise Characteristics of Portland Cement
Concrete Pavement Surface Texture
David A. Kuemmel, Ronald C. Sonntag, John R. Jaeckel, James A. Crovetti,
Yosef Z. Becker, and Alex Satanovsky
D. A. Kuemmel, R. C. Sonntag, J. A. Crovetti, and Y. Z. Becker, Department of Civil Engineering, Marquette University,
P.O. Box 1881, Milwaukee, WI 53201-1881. J. R. Jaeckel and A. Satanovsky, HNTB Corporation, Suite 500,
11270 Park Place, Milwaukee, WI 53224.

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Uniformly spaced, transverse-tined portland cement concrete (PCC) pavements have been in extensive
use in the United States since the early 1970s. Recent research by the Wisconsin Department of
Transportation (WisDOT) and FHWA has led to an interim guideline for randomization of the tining
pattern, with spacings varying from 10 to 40 mm and 50 percent of the spacings at or below 25 mm.
At least five states have experimented with this random pattern. A six-state research study, funded by
WisDOT and FHWA, was completed in 2000 by Marquette University and the HNTB Corporation.
This study investigated 57 different PCC pavement textures, including a wide range of transverse and
longitudinal tining patterns. One goal was to explain noise differences within and between various
textures as well as to document noise and texture differences. The laser-based road surface analyzer
(ROSAN), developed cooperatively by the Turner Fairbanks Research Center and private industry, was
utilized for surface textural measurements. Before the advent of laser-based texture measurement
devices, large studies of this type would have relied on manual volumetric (sand patch) measurements to
quantify surface textural differences, making virtually impossible the determination of reasons for
differences in noise characteristics of various textures. The use of ROSAN is described, tools developed
to analyze textural variations and noise characteristics of tined pavement surfaces are presented, and
correlations between ROSAN outputs and other variables, including noise level and sand patch
measurements, are provided. Examples of simple and more subtle causes of noise discrepancies on
random transverse tined PCC pavements are presented by use of ROSAN outputs. A great variation in
surface texture, including tine spacing, width, and depth, was found among different PCC pavement
sections constructed to identical tining specifications. Significant variations were also noted within any
given test section in all states. A low correlation between ROSAN estimated texture depth and noise was
observed. A more significant correlation between depth and width of tining was observed with use of
ROSAN outputs. Recommendations include the need for quality control of tine depth, the need for a wet
pavement accident study to determine tining depth requirements, and the development of an improved
measurement device for measuring longitudinally tined PCC pavements.