TABLE OF CONTENTS

Table of Contents ............................................................................................................................ 1

List of Tables................................................................................................................................... 4

List of Figures ................................................................................................................................. 5

1.0 Introduction ............................................................................................................................. 6

2.0 Test Plan Objectives................................................................................................................ 7

2.1 Accelerated Pavement Testing ............................................................................................ 8

2.1.1 Fatigue, Reflection Cracking and Rutting of the Unbound Layers ............................. 8

2.1.2 Rutting of the Asphalt-Bound Layers.......................................................................... 9

2.2 Laboratory Testing ............................................................................................................ 11

3.0 Pavement Structure and Section Layouts .............................................................................. 12

3.1 Section Numbers ............................................................................................................... 12

3.2 Pavement Structures.......................................................................................................... 14

3.2.1 Permanent Deformation Study .................................................................................. 14

3.2.2 Fatigue Study............................................................................................................. 14

4.0 Site pReparation .................................................................................................................... 18

4.1 Overlay Construction ........................................................................................................ 18

4.2 Installation of MDDs......................................................................................................... 20

4.3 Installation of Thermocouples........................................................................................... 20

5.0 HVS Test Program ................................................................................................................ 26

5.1 Failure mechanisms........................................................................................................... 26

5.1.1 Failure mechanism for ambient temperature tests (F1 to F4).................................... 26

5.1.2 Failure mechanism for high temperature tests (R1 to R10) ...................................... 28

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 5.2 Test Program for Individual HVS Sections....................................................................... 28

5.2.1 Pavement condition prior to construction of the overlays......................................... 28

5.2.2 Pavement condition prior to HVS testing ................................................................. 29

5.2.3 Loading conditions .................................................................................................... 30

6.0 Instrumentation and Methods of Monitoring ........................................................................ 33

6.1 Road Surface Deflectometer (RSD) .................................................................................. 33

6.2 Multi-depth Deflectometer (MDD) ................................................................................... 34

6.3 Laser profilometer ............................................................................................................. 35

6.4 Thermocouples .................................................................................................................. 35

6.5 Nuclear density gauge ....................................................................................................... 35

6.6 Visual inspection ............................................................................................................... 36

6.7 Trench................................................................................................................................ 36

7.0 Laboratory Test Program....................................................................................................... 37

7.1 Laboratory testing.............................................................................................................. 38

7.2 Mix design and construction control tests......................................................................... 39

7.3 Sampling of fatigue and shear test specimens................................................................... 40

7.4 Shear Testing and Rutting Study....................................................................................... 40

7.5 Fatigue Cracking, Reflection Cracking and Rutting of the Unbound Layers Study ......... 44

8.0 Time Scales ........................................................................................................................... 48

8.1 HVS field tests .................................................................................................................. 48

8.2 Laboratory tests ................................................................................................................. 49

8.3 Project planning................................................................................................................. 49

9.0 Benefits.................................................................................................................................. 51

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10.0 Implementation.................................................................................................................. 58

11.0 Recommendations for Follow-Up Goals........................................................................... 59

12.0 References ......................................................................................................................... 60

Appendix A: Test Plan Goal 3 ...................................................................................................... 62

Appendix B: Materials Required.................................................................................................. 63

3
LIST OF TABLES

Table 1 Matrix of existing cracked pavement structure types and overlay design strategies to be

tested by CAL/APT HVS No. 1 for fatigue cracking, reflection cracking and rutting of the

unbound layers. ....................................................................................................................... 8

Table 2 Experiment matrix for CAL/APT HVS No. 1 tests for rutting of the mix ................... 10

Table 3 Temporary test section numbers and test parameters. .................................................. 13

Table 4 Layer thicknesses of various sections........................................................................... 15

Table 5a In depth position of thermocouples for fatigue study................................................... 21

Table 5b In depth position of thermocouples for rutting study ................................................... 21

Table 6 Average maximum deflections (@ 20°C) for the fatigue study sections measured under

a 40 kN dual wheel load with the RSD ................................................................................. 29

Table 7 Laboratory and in-situ testing ....................................................................................... 37

Table 8 Experiment design for rutting laboratory testing.......................................................... 44

Table 9 Experimental design for fatigue laboratory testing....................................................... 47

4
LIST OF FIGURES

Figure 1. Relative position of Goal 3 sections in test area ........................................................... 16

Figure 2. Experimental layout of CALHVS1 Goal 3 test sections............................................... 19

Figure 3a. Depth locations of MDD modules Section F1 ............................................................ 22

Figure 3b. Depth locations of MDD modules Section F2............................................................ 23

Figure 3c. Depth locations of MDD modules Section F3 ............................................................ 24

Figure 3d. Depth locations of MDD modules Section F4............................................................ 25

Figure 4. HVS wandering traffic distribution applied for fatigue sections .................................. 32

5
1.0 INTRODUCTION

Goal 3 was included in the CAL/APT Strategic Plan by the CAL/APT Steering

Committee (1). In this document the objectives for the CAL/APT Goal 3 accelerated pavement

tests (APT) are explained together with the test plan to achieve those objectives, a description of

the anticipated benefits, and the implementation plan. The test plan includes components for

Caltrans Heavy Vehicle Simulator (HVS) No. 1, laboratory experiments, and analysis.

The main objective of Goal 3 is the evaluation of the performance of two rehabilitation

strategies: 1) conventional Dense Graded Asphalt Concrete (DGAC) overlay, and; 2) Asphalt

Rubber Hot Mix Gap-Graded (ARHM-GG) overlay. The thickness of the DGAC overlay was

calculated following Caltrans Test Method 356 (2). The ARHM-GG overlay thickness is half

that of the DGAC as per Caltrans procedures. These overlays represent typical pavement

structures currently in use throughout California. They are used to rehabilitate asphalt concrete

pavements (ACP), portland cement concrete pavements (PCCP), composite pavements, and

cracked and seated PCCP sections.

The overlays will be constructed over the existing pavement sections constructed for

CAL/APT Goal 1 (1, 3) at the UC-Berkeley Richmond Field Station (RFS). The overlaid

locations of the previously failed Goal 1 test sections will be subjected to accelerated trafficking

by the HVS to determine the pavement behavior of the overlays on the drained and undrained

pavement structures at moderate temperatures. HVS loading will also be applied at other

locations on the overlays at high temperatures to evaluate the mix rutting behavior of the two

overlay materials. Prior to construction of the overlays, and as time permits, the rutting behavior

of the DGAC surface of the Goal 1 pavements will also be tested at high temperatures.

6
 As a part of the program, laboratory tests are planned to evaluate the properties of the

overlay mixes, to evaluate the effects of construction and design variables on their performance,

and to extrapolate the HVS results to other Caltrans pavement structures and environments.

These tests and analyses will include fatigue, rutting, and reflection cracking.

2.0 TEST PLAN OBJECTIVES

The test plan objectives are designed to evaluate the long-term and short-term

performance of the two overlay strategies. Long-term performance is defined as failure from

fatigue cracking, reflection cracking, or rutting of the unbound pavement layers. Short-term

performance is defined as failure by rutting of the asphalt bound materials, including the overlay,

underlying asphalt concrete or asphalt treated permeable base (ATPB).

The HVS tests to be performed for Goal 3 all involve testing the pavement sections with

essentially as-built water contents. To provide performance data for pavements in wet

environments typical of several regions in California, it is strongly recommended that the test

sections be subjected to water infiltration. Water infiltration and simultaneous HVS testing

should be applied after completion of testing to failure of the Goal 3 structures while dry; or, if

the Goal 3 structures substantially exceed their design life while testing, with as-built water

contents.

7
2.1 Accelerated Pavement Testing

2.1.1 Fatigue, Reflection Cracking and Rutting of the Unbound Layers

Caltrans has published a guideline (2) allowing the use of reduced thickness of ARHM

overlays in lieu of DGAC overlays, based primarily on the Ravendale field test results (4). HVS

testing will be performed on four test sections to evaluate the performance of a 38 mm ARHM-

GG overlay and a 75 mm conventional DGAC overlay on pavement structures originally

designed for a traffic index of 9, as per Table 1.

Table 1 Matrix of existing cracked pavement structure types and overlay design
strategies to be tested by CAL/APT HVS No. 1 for fatigue cracking,
reflection cracking and rutting of the unbound layers.

Existing Cracked TI = 9 Goal Dense-Graded Asphalt Asphalt-Rubber Hot Mix

1 Pavement Structure Concrete (DGAC) Overlay Gap-Graded (ARHM-GG)
Overlay

Drained (with ATPB layer) HVS Test at Moderate HVS Test at Moderate
Temperature Temperature

Undrained (no ATPB layer) HVS Test at Moderate HVS Test at Moderate
Temperature Temperature

These HVS tests will permit:

• validation of the existing deflection-based Caltrans thickness design procedures for

DGAC and ARHM-GG with respect to fatigue cracking, reflection cracking and

rutting of the unbound layers (depending on failure mode);

• validation of mechanistic-empirical design procedures for fatigue and unbound layers

rutting;

8
 • quantification of the effective elastic moduli of the various pavement layers, based on

the linear-elastic or quasi linear-elastic approach using surface and in-depth elastic

deflections;

• determination of the failure mechanisms of the two pavements at moderate

temperatures, and

• determination of the permanent deformation behavior in all the layers at moderate

temperatures.

Comparison of the fatigue performance of ARHM-GG using type 2 asphalt rubber binder,

with that of DGAC will serve to validate, or disprove, the results of a similar study conducted in

South Africa in 1993 for Caltrans, and the Ravendale studies. However, this experiment will be

performed under more typical California conditions than those studies, which will permit

comprehensive recommendations to Caltrans regarding the two overlay strategies.

2.1.2 Rutting of the Asphalt-Bound Layers

Rutting of the asphalt-bound layers, in particular the newly laid overlay, can occur within

a few years after rehabilitation. Typically, a rutting failure will occur within five years after

construction, before aging of the asphalt and strain-hardening and densification from trafficking

significantly increase the resistance of the mix to permanent shear deformation. HVS testing will

be performed following the matrix shown in Table 2, to evaluate the rutting performance of the

existing DGAC surface on the Goal 1 pavements (as time permits before overlay construction),

the DGAC overlay and the ARHM-GG overlay.

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Table 2 Experiment matrix for CAL/APT HVS No. 1 tests for rutting of the mix

Tire/Wheel Type Goal 1 DGAC Goal 3 DGAC Goal 3 ARHM-GG

Surface* Overlay Overlay

Radial Dual HVS Test at High HVS Test at High HVS Test at High
Temperature Temperature Temperature

Wide Base Single HVS Test at High HVS Test at High HVS Test at High
Temperature Temperature Temperature

Bias-Ply Dual HVS Test at High HVS Test at High HVS Test at High
Temperature Temperature Temperature

Aircraft High- HVS Test at High HVS Test at High HVS Test at High
Pressure Single Temperature** Temperature** Temperature**
*
as time permits before overlay construction
**
as time and available locations on the test pavements permit

These HVS tests will permit:

• validation of existing Caltrans mix design methods for DGAC and ARHM-GG with

respect to rutting of the mix (stability);

• validation of mechanistic-empirical procedures for predicting rutting behavior,

developed by UC-Berkeley as part of SHRP;

• validation data for mechanistic modeling of rutting in combination with VRSPTA (3-

D Load Cell) data (5);

• comparison of rutting caused by radial, bias-ply, wide base single (super single), and

high-pressure aircraft type tires and wheels, and

• comparison of rutting behavior of typical Caltrans DGAC and ARHM-GG overlay

materials.

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 With the inclusion of the HVS tests for rutting to the Goal 3, comprehensive

recommendations can be made to Caltrans with respect to the use of the two overlay

rehabilitation strategies, including both short- and long-term performance.

2.2 Laboratory Testing

Laboratory testing should be considered an integral part of test section analysis for the

following reasons (6):

• Construction quality assurance. It is important that assumptions regarding the HVS

test sections be checked, so that correct conclusions can be drawn from the test

section structural and functional performance data;

• Validation of design models and technology. As the ability to predict in-situ

performance from laboratory testing becomes a reality, it is essential that validation

data be acquired;

• Interpolation and extrapolation of test section results. Laboratory testing and

validated performance prediction models allow interpolation of HVS test results

between accelerated loading variables, material variables, construction variables and

other pavement structure variables.

The Goal 3 laboratory test and analysis plan is designed to investigate the influence of the

following variables on the performance of the overlays or their design:

• construction compaction (air-void content);

• asphalt content;

• temperature environment;

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 • frequency and loading;

• laboratory compaction method;

• aging, and

• water sensitivity,

with respect to fatigue cracking, rutting of the asphalt bound materials, rutting of the unbound

materials and reflection cracking.

3.0 PAVEMENT STRUCTURE AND SECTION LAYOUTS

3.1 Section Numbers

Two studies are incorporated in the Goal 3 CAL/APT accelerated pavement testing:

• rutting study (short-term failure), and

• fatigue cracking, reflection cracking, unbound layer rutting study (long-term failure).

Since the order of testing is not fixed at this point, due to delays in the construction of the

overlays, temporary section numbers will be used in this report. The real HVS test section

numbers will be assigned chronologically as testing commences, with the first section to be

tested assigned the number 504RF, the second section 505RF and so forth. The numbers used in

this plan are explained in Table 3.

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Table 3 Temporary test section numbers and test parameters.

Test Tire/Wheel Surface Type Underlying Load Temp Wheel

STUDY 1
No. Type Pavement 2 Pattern Load

PERMANENT R1 dual radial Goal 1 DGAC to be channelized 50°C 40 kN

DEFORMATION determined
OF ASPHALT
BOUND R2 super single Goal 1 DGAC to be channelized 50°C 40 kN
LAYERS determined

R3 dual bias-ply Goal 1 DGAC to be channelized 50°C 40 kN

determined

R4 aircraft single Goal 1 DGAC to be channelized 50°C 40 kN

determined

R5 dual radial DGAC overlay to be channelized 50°C 40 kN

determined

R6 super single DGAC overlay to be channelized 50°C 40 kN

determined

R7 dual bias-ply DGAC overlay to be channelized 50°C 40 kN

determined

R8 aircraft single DGAC overlay to be channelized 50°C 40 kN

determined

R9 dual radial ARHM-GG to be channelized 50°C 40 kN

overlay determined

R10 super single ARHM-GG to be channelized 50°C 40 kN

overlay determined

R11 dual bias-ply ARHM-GG to be channelized 50°C 40 kN

overlay determined

R12 aircraft single ARHM-GG to be channelized 50°C 40 kN

overlay determined

FATIGUE, F1 dual DGAC drained wander 20°C 100 kN

REFLECTION, biased/radial3
UNBOUND
LAYERS F2 dual ARHM-GG drained wander 20°C 100 kN
RUTTING biased/radial3

F3 dual DGAC undrained wander 20°C 100 kN

biased/radial3

F4 dual ARHM-GG undrained wander 20°C 100 kN

biased/radial3
1.
OL = overlay type or existing Goal 1 dense graded asphalt concrete
2.
DR = drained (ATPB) or undrained (no ATPB)
3.
to be decided after analysis of the 3D stress data

13
3.2 Pavement Structures

The thickness designs for the Goal 1 sections and the Goal 3 overlays were based on a

subgrade R-value of 10 (7) and a traffic index (TI) of 9. Figure 1 illustrates the positions of the

fatigue study section (with overlay) and the rutting study sections (without overlay) relative to the

position of the Goal 1 sections. Table 4 summarizes the pavement structures of the new test

sections.

3.2.1 Permanent Deformation Study

The permanent deformation study will be conducted on the overlays, and, if time before

construction permits, on the DGAC surface of the existing pavement structure built for Goal 1.

The pavement layers constructed for Goal 1 are described in detail in the Test plan for Goal 1 and

the Interim Report (3, 4).

3.2.2 Fatigue Study

The fatigue study will be conducted on the overlaid sections. Two overlay materials are

being placed over the existing pavement structure:

• Conventional Dense Graded Asphalt Concrete (DGAC) with thickness 75 mm, and

• Asphalt Rubber Hot Mix Gap-Graded (ARHM-GG) with thickness 38 mm.

The overlay thicknesses were determined using Road Surface Deflectometer (RSD)

deflections, which are equivalent to Benkelman Beam deflections, and Caltrans Test Method

356. The thickness design process is documented in the Goal 3 Overlay Thickness Design

Memorandum of Understanding included in Appendix A. An area of thicker ARHM-GG overlay

14
material between test sections F2 and F4 will be constructed to provide a sampling area for

laboratory specimens.

As these sections have been subjected to accelerated pavement testing under the HVS,

permanent deformation has already occurred in the various pavement layers. The layer

thicknesses as determined for Goal 1 were therefore adjusted with the amount of permanent

deformation measured in each layer as determined from the MDDs.

Table 4 Layer thicknesses of various sections.

STUDY FATIGUE STUDY 1 RUTTING STUDY

OVERLAY DGAC ARHM-GG none DGAC ARHM-

GG

Test Section F1 F3 F2 F4 R1,R2 R5,R6 R9,R10,

old old old old R3,R4 R7,R8 R11,R12
500RF 501RF 502CT 503RF

Type of layer Layer thickness (mm)

Overlay 60 75 38 38 - 75 38 2

Patch to fill rut 15 - - - - - -

Asphalt concrete 129 132 131 131 * * *

ATPB 75 - 75 - * * *

Aggregate base 180 272 183 270 * * *

Aggregate subbase 135 214 214 303 * * *

Subgrade (SG)
1.
layer thicknesses adjusted for permanent deformation
2.
if possible, HVS tests will also be performed on 62 mm ARHM-GG overlay
*
depending on final location of test section

15
Figure 1. Relative position of Goal 3 sections in test area

16
3.2.2.1 Mix design for overlays

The DGAC used will meet Caltrans Standard Specifications for 19 mm (3/4 in.) coarse

gradation, Type A material. The ARHM-GG used will meet Caltrans Standard Special Provision

for 12.5 mm (1/2 in.) gap-graded gradation, Type 2 material. The mix design for the ARHM-GG

was based on a 4 percent air-void content and minimum stability of 23. The required asphalt

content is 7.6 to 7.9 percent by mass of aggregate. The mix design for the DGAC was based on a

4 percent air-void content, minimum stability of 37 and on flushing. The required asphalt content

is 5.0 to 5.3 percent.

3.2.2.2 Deflections

The influence of temperature on deflections will be monitored as part of this study.

Deflections at three temperature (10°, 20° and 30°C) will be measured under a 40 kN dual wheel

load with the RSD at similar points as indicated in Figure 2. The present Caltrans overlay design

method uses deflections as input. However, the pavement surface temperature is not measured

during the taking of the deflections; nor are the deflections corrected for temperature. The aim of

this study is to quantify the influence of pavement surface temperature on the magnitude of the

deflections used for the overlay design method and whether this change will influence the

overlay thickness.

17
4.0 SITE PREPARATION

The sites are prepared before HVS testing commences (see Figure 2). This preparation

includes the construction of the two overlays, marking out the test site, and instrument

installation.

4.1 Overlay Construction

Both overlays will be compacted following the method specification described in Caltrans

Standard Specifications (2), which for research purposes will also be checked with the nuclear

gauge (Caltrans Test Method 375). The target air-void contents are 8 to 10 percent for the

DGAC, and 7 to 11 percent for the ARHM-GG. These values are representative of those

currently encountered in the field. If air-void contents are found to be at the lower limits of these

ranges, compaction will be stopped, even if the compaction specified by the method specification

has not been completed. The existing sections will be covered with a tack coat prior to

construction of the overlays. The lowest compaction temperature is 133°C (270°F) for the

ARHM-GG.

In order to do comparative tests it is of vital importance that the overlays meet the

necessary requirements regarding uniformity. These include uniformity in:

• overlay mix designs

− gradation

− asphalt content

− air void content (compaction)

− aggregate type

layer thicknesses after compaction

18
* RSD deflections # In depth nuclear gauge
! Thermocouples -- Laser profilometer
Figure 2. Experimental layout of CALHVS1 Goal 3 test sections

19
 The design tool which is usually used to evaluate uniformity in structural behavior of the

pavement system as a whole, is elastic surface deflection measurements. The Falling Weight

Deflectometer (FWD) and Road Surface Deflectometer (RSD) will be used after construction for

this purpose.

4.2 Installation of MDDs

Two additional Multi-Depth Deflectometers (MDDs) will be installed in each section.

The positions are indicated in Figure 3. The existing MDDs at points 4 and 12 will also be used

as described in Section 6.2. The installation method is described in Appendix B. At a later stage

the use of “mini MDDs” will be investigated as the minimum spacing between the modules are

reduced from 150 mm to 85 mm.

4.3 Installation of Thermocouples

Thermocouples will be installed at various depths in the four overlay sections as indicated

in Table 5. This is important for analysis of the performance of the HVS test sections, and its

translation to field conditions. The temperature at a depth of 50 mm is critical for evaluation of

permanent deformation performance, as this is approximately the depth at which critical shear

stresses occur under typical in-situ loading (8). The temperatures on the underside of the asphalt

concrete and overlay is important for the evaluation of fatigue cracking performance (9) since

this is where the maximum value of tensile strain is assumed to occur. Ambient temperature will

also be measured to evaluate the program adopted by UCB which predicts in depth pavement

temperature conditions from data obtained from the weather bureau. It is expected that there will

be a direct correlation between in depth pavement temperatures and ambient temperatures.

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Table 5a In depth position of thermocouples for fatigue study

SECTION F1 F2 F3 F4

critical position to evaluate 50 mm 50 mm 50 mm 50 mm

permanent deformation

bottom of overlay 60 mm 38 mm 75 mm 38 mm

bottom of AC top lift 140 mm 104 mm 141 mm 104 mm

bottom of AC lower lift 204 mm 170 mm 207 mm 169 mm

Table 5b In depth position of thermocouples for rutting study

SECTION

R1,R2,R3,R4,R5,R6,R7,R8,R9,R10,R11,R12

surface

bottom of AC top lift

bottom of AC lower lift

bottom of ATPB lift (where applicable)

21
Figure 3a. Depth locations of MDD modules Section F1

22
Figure 3b. Depth locations of MDD modules Section F2

23
Figure 3c. Depth locations of MDD modules Section F3

24
Figure 3d. Depth locations of MDD modules Section F4

25
5.0 HVS TEST PROGRAM

In order to meet the set objectives a carefully designed HVS test plan is necessary. For

example, very high accelerated trafficking loads (100 kN) in the beginning of an HVS test may

induce premature cracking, which does not simulate real field behavior. Therefore, in order to

simulate real field behavior, a lower wheel load (40 kN) will initially be applied to the test

section. Another example is that of temperature variation. An elevated pavement temperature

causes a drop in asphalt stiffness values, which in turn causes the pavement to rut at a rate higher

than normal. If the objective is to investigate the fatigue cracking behavior (as a failure

mechanism), the application of additional heat should be avoided. The test program is therefore

designed around the expected failure mechanism within the boundaries of the set objectives.

5.1 Failure mechanisms

5.1.1 Failure mechanism for ambient temperature tests (F1 to F4)

One of the main failure mechanisms in the overlays is expected to be permanent

deformation. This is due to the relatively high applied load (100 kN), testing of a fresh overlay,

and, possibly, to a lack of void control during construction. Cracking is another main failure

mechanism, due to ambient temperature control (20°C ± 4°C). This temperature is used to

evaluate fatigue damage (cracking and elastic surface deflection) (9). Shoving could also occur if

the tack coat is applied inefficiently on the old AC layers. As it is not entirely certain at this stage

which of these failure mechanisms will be dominant in the behavior of the overlay test sections,

all possible failure mechanisms will be monitored. Part of the uncertainty results from the fact

26
that it is difficult to characterize the stiffness of the Goal 1 section layers as a material since

specimens cannot be obtained at this point in time. Reflective cracking due to the cracked upper

AC layer may also occur.

5.1.1.1 Fatigue damage

Two types of fatigue damage will be monitored:

• cracking, and

• elastic surface deflections.

The failure criteria will be based on a combination of the above and will involve

engineering judgment as used in the field. The suggested target failure for fatigue cracking of the

DGAC and ARHM-GG pavements is the appearance of a significant amount of alligator cracking

on the surface. As this is subjective to engineering judgement, it is difficult to quantify the extent

in a fixed amount. However, previously a cracking guideline of 12 percent of the surfacing, as a

percentage of length of the wheelpath, was used.

The Caltrans TM356 overlay design procedure (California Test Method 356) is used to

predict the failure criteria from the maximum elastic surface deflections. The maximum

deflections at failure are expected to be in the order of 0.356 mm. However, the predicted life to

fatigue failure can only be fully quantified once the constructed overlays have been subjected to

deflection tests. The deflections will be monitored with the Dynaflect, falling weight

deflectometer (FWD), heavy vehicle deflectometer (HWD) and road surface deflectometer

(RSD).

27
5.1.1.2 Permanent deformation level on the surface

The functional failure limit for permanent surface deformation (rutting) of the test section

will be an average maximum of 13 mm (0.5 inches). This is a safety aspect to prevent water

ponding on the surface which could result in skidding of the vehicles (i.e. hydroplaning).

Both the MDD and laser profilometer will be used to measure rutting on the overlay.

However, it is expected that the MDD data might not give to accurate results of the rutting in the

overlay due to the fact that the MDD modules at the top and bottom of these layers will be

installed at separate positions (i.e., MDD4 and MDD12).

5.1.2 Failure mechanism for high temperature tests (R1 to R10)

The failure mechanism for the permanent deformation tests at high temperature (50°C) is

rutting, and failure will be defined as a 13 mm (0.5 inches) rut.

5.2 Test Program for Individual HVS Sections

In this section the relevant data to perform the actual HVS test is detailed. This includes

the traffic wheel load, tire pressures, instrumentation layout, measurement schedule and any other

relevant data such as pavement condition to perform the test as planned.

5.2.1 Pavement condition prior to construction of the overlays

Deflections were measured on the ambient temperature sections after completion of the

Goal 1 tests and prior to construction of the overlays. The deflections measured are indicated in

Table 6. It must be noted that these are the average deflections measured over the test sections

28
corrected according to the CSIR temperature correction method (NCHRP116, 1984) for variation

in temperatures. A healing study will be conducted to study the possibility of healing of visco-

elastic material during unloaded periods. This will be done prior to the construction of the

overlay materials. The sections will be tested under a 100 kN load with the HVS to bring the

deflections back to its original values. From this table it might be concluded that the healing

phenomenon is restricted to the drained sections. The healing study will be conducted at 20°C.

Table 6 Average maximum deflections (@ 20°C) for the fatigue study sections
measured under a 40 kN dual wheel load with the RSD

SECTION F1 (500 RF) F2 (502 CT) F3 (501 RF) F4 (503 RF)

End of Goal 1 736 microns 808 microns 780 microns 912 microns

Prior to overlay 395 microns 367 microns 692 microns 721 microns

5.2.2 Pavement condition prior to HVS testing

A full set of elastic surface deflections will be taken with the FWD and with the RSD

after completion of the overlays. These deflections will be taken using a standard 40 kN dual

wheel load for the FWD and a 40 kN dual wheel load for the RSD at three temperatures (10°C,

20°C, 30°C). Deflections will be measured at the following points on the HVS sections:

• center line: points 1–16;

• 200 mm to the left of the center line: points 1–16, and

• 200 mm to the right of the center line: points 1–16.

This is necessary to adequately ensure the investigation into the uniformity of the

overlays and to predict the life to cracking. Another test to investigate the uniformity is a sound

test to identify possible loose sections.

29
5.2.3 Loading conditions

5.2.3.1 Fatigue study

The accelerated tests will begin with a 40 kN dual wheel load and a tire inflation pressure

of 690 kPa. Since the fresh asphalt concrete has not been subjected to normal environmental

aging, nor post construction compaction, a lower initial test load is suggested. This load (40 kN)

will be applied until reaching the end of the “bedding-in” phase which is defined as the initial

compaction of the layer due to the applied load and not due to shear deformation. It is envisaged

that the end of this phase will be reached at approximately 75,000 load repetitions, after which

the pavement response is expected to be constant. However, monitoring of the actual behavior is

important to prevent the wheel load being changed before the bedding-in phase is complete, if in

fact this phase takes longer than 75,000 load repetitions.

At this point the wheel load should be increased to 80 kN and the tire inflation pressure

should remain constant at 690 kPa. These conditions should continue until the second “bedding-

in” phase has been completed or failure criteria is met.

It is emphasized again that if the pavement behavior (e.g., deflection, layer deformation)

is not constant during the initial loading, the test conditions should not change; otherwise the

effects of the changes cannot be adequately quantified. It is also advisable for only one test

condition to be changed at a time in order to be able to relate the change in pavement behavior to

the change in that condition. This test plan should be constantly monitored to ensure the required

results are being observed and any changes can be made at any stage which will contribute to

improved test results.

30
 If the pre-mentioned failure conditions (permanent deformation, deflection) are not met

after the application of 125,000 load repetitions, the applied dual wheel load shall be increased to

100 kN with a tire inflation pressure of 690 kPa to induce failure.

The test conditions and planned measurements are detailed in Appendix A. It should be

noted that this is a proposed test plan and some adjustments may be necessary depending on

pavement behavior under the accelerated trafficking.

At this point it is not sure what type of tire, either biased or radial, will be used. The CSIR

database is based on biased tire data and therefore this type of tire was used for the Goal 1

sections in order to obtain comparable data. However, since less than ten percent of tires in the

USA are biased, to make the tests more relevant here, it is preferred that radial tires be used. The

final decision on the type of tire will be made after completion of a 3-D stress sensor (Vehicle

Road Surface Pressure Transducer Array, VRSPTA) comparison of the two types of tires.

The test wheel will traffic the length of the eight meter section. Lateral wander over the

one meter width of the test section is programmed, as shown in reference (6), to simulate traffic

wander on a typical highway lane. The traffic distribution is indicated in Figure 4.

5.2.3.2 Permanent deformation study

This study will be conducted under a 40 kN dual wheel load at 50°C. A channelized uni-

directional traffic distribution will be used.

31
Figure 4. HVS wandering traffic distribution applied for fatigue sections

32
6.0 INSTRUMENTATION AND METHODS OF MONITORING

The standard field instrumentation and monitoring methods available for use during these

HVS tests are the following:

• Road Surface Deflectometer (RSD)

• Multi-depth Deflectometer (MDD)

• Laser profilometer

• Thermocouples

• Visual inspections & crack growth monitoring

• Nuclear gauge (depth and surface)

A brief discussion on the use of the instrumentation and the results obtained is included

below.

6.1 Road Surface Deflectometer (RSD)

The Road Surface Deflectometer measures the elastic surface deflection of a pavement

under the action of a wheel load. The RSD is a modification of the Benkelman Beam. The

output from the RSD is elastic surface deflection basins which can be used to:

• characterize pavement behavior;

• backcalculate effective elastic moduli (stiffness);

• monitor changes in the stiffness of the pavement with number of load/stress

repetitions over time, and

• determine stress dependency of pavement layers (non-linear elastic behavior)

33
 During an HVS test the RSD measuring points on the pavement are clearly marked to

ensure that the deflection is measured at the same point each time. An adequate number of RSD

readings should be taken to ensure that the behavior of the full test section is monitored (refer to

Figure 2).

6.2 Multi-depth Deflectometer (MDD)

MDDs are installed in the pavement sections to allow measurement of both elastic

deflection and permanent deformation at in-depth positions. Two sets of MDDs were installed

before testing of the Goal 1 sections on the centerline of the sections at positions 4 and 12. These

MDDs will be connected to the data acquisition system with cables installed underneath the

overlay and will therefore be able to measure pavement response during actual trafficking (at

speeds of 3 to 10 km/h). Two additional MDDs will be installed after the construction of the

overlays at positions 8 and 10. These MDDs will only be able to measure data at creep speed (at

speeds of 2 to 3 km/h). This will potentially allow for the comparison of pavement response data

under various trafficking speed.

The outputs from an MDD are influence lines of deflection at the selected depths within

the pavement and the permanent deformation of the pavement with time, obtained by the

permanent vertical movement of the various pavement layers as measured by the MDD modules.

MDD measurements can be used to:

• characterize the behavior of the full pavement system;

• monitor changes in the stiffness of the various layers in the pavement with time;

• backcalculate effective E moduli (stiffness) of the various layers;

34
 • determine stress dependency of pavement layers (non-linear elastic behavior), and

• determine the permanent deformation (compression) of all pavement layers

The depth of installation of the MDDs are illustrated in Figure 3.

6.3 Laser profilometer

The laser profilometer is used to measure the profile of the surface of a test section. This

output allows the determination of surface rut progression. The profilometer traverses the test

section and the 17 points of measurement are clearly marked to ensure the same point is always

measured at the different time intervals (refer to Figure 2).

6.4 Thermocouples

Thermocouples are installed in the pavement to measure temperature at selected depths.

This allows for the monitoring of temperature fluctuations within the test section. In Figure 2 the

positions and depths of the thermocouples are shown.

6.5 Nuclear density gauge

The layer densities will be measured with a nuclear density gauge. Both the backscatter

and in-depth probe techniques will be used. The output from these tests are:

• wet density;

• dry density;

• air void content, and

• in-situ moisture content.

35
 Backscatter will be conducted in the test sections as this is a non-destructive test. In-depth

probe monitoring will be conducted at various positions (4–18 positions) scattered over the test

area at positions which will not influence the test section structures as this test requires the

drilling of holes in the pavement.

6.6 Visual inspection

Regular visual inspection of the test sections allows surface crack growth and bleeding

progression to be monitored. These results can be compared to the Caltrans criteria regarding the

degree of cracking to warrant maintenance or rehabilitation. The above factors are measured at

selected load repetitions (refer to Appendix A).

Crack monitoring will include visual inspection of the test pavement, direct measurement

of crack length and photographic documentation of the cracking progress. In addition to these

methods a digital image analysis (10) will be used to further explore the development of cracking

in asphalt pavements. The test section is marked with a lumber crayon and then photographed.

The photographs are then digitized, adjusted to remove camera perspective and distortion and

then combined. The final product is a 2-dimensional image of the crack pattern over the entire

test section. The cracks are traced and calibrated to real-life dimensions.

6.7 Trench

After completion of a test, a trench will be dug across each test section to gain an

understanding of the in-situ profile of the pavement. This will aid in understanding the pavement

behavior measured during the test. Material specimens for testing will also be obtained from the

36
trench. Depending on the next goal, the permanent deformation sections will also be trenched

after completion of the HVS testing.

7.0 LABORATORY TEST PROGRAM

The laboratory and field testing for this experiment will be a joint effort between the

many participating agencies and institutions as shown in Table 7.

Table 7 Laboratory and in-situ testing

Aggregate and mix collection UCB, Caltrans, Nichols Consulting

Engineers

Deflection tests, Dynatest

Back-calculation of Ei Dynatest, UCB/CSIR

Standard DGAC, ARHM-GG tests Caltrans District 4

Construction of overlays Ghilotti Brothers

Construction quality assurance Caltrans, District 4 Contra Costa

County

DGAC, ARHM-GG: RSST-CH UCB, Caltrans Translab

DGAC, ARHM-GG: fatigue beams UCB

LCPC wheeltrack device CT Translab

Superpave I (only DGAC) UCB, Caltrans Translab

Analysis UCB, Caltrans Translab

Report writing UCB, Caltrans Translab

37
The work plan incorporates testing of the two overlay materials at various stages:

• mix design and control prior to construction;

• as constructed in-situ (quality assurance);

• after constructed in situ, and

• laboratory tests.

The testing will provide information regarding the properties of the overlay materials, and

provide data needed to evaluate current Caltrans overlay specifications and design methods

(materials and layer thickness).

Mechanistic analysis (linear and non-linear elastic layer analysis as a minimum) will be

used to investigate the failure mechanisms and validate analytical procedures for predicting

pavement performance based on laboratory testing, such as:

• fatigue life based on maximum tensile strain in the asphalt overlays and laboratory

fatigue curves, and

• rutting of the asphalt concrete based on permanent shear strain from repetitive simple

shear testing.

7.1 Laboratory testing

The following laboratory studies will be performed on the overlay materials:

• Mix design and construction control tests;

• Shear testing and rutting study;

• Fatigue life study, and

38
 • Superpave level 1 tests on DGAC (conducted by CALTRANS).

7.2 Mix design and construction control tests

The following tests should be done during the mix design of the two overlays:

• LA Rattler (durability);

• swell (water susceptibility and durability);

• moisture vapor susceptibility (stability);

• Centrifuge Kerosene Equivalent (optimum binder content);

• Caltrans (Hveem) procedure;

• percent crushed particles (texture and interlocking);

• sand equivalent (clay coating);

• gradation;

• specific gravities, and

• Superpave aggregate tests.

The following should be done at the construction site

• in-place densities.

Loose mix samples should be retrieved from the construction site and compacted in the

laboratory. These mixes will be tested for:

• swell;

• moisture vapor susceptibility;

39
 • extracted asphalt content;

• moisture;

• ASTM D 2041 (maximum specific gravity), and

• air-void content.

7.3 Sampling of fatigue and shear test specimens

Samples are required for the laboratory study as well as material for Caltrans's study.

Three sampling procedures will be used for testing the overlays in the laboratory:

• retrieving cores and beams from the field compacted material;

• compacting samples of the field mix in the laboratory, and

• mixing and compacting the mix in the laboratory.

The amount of material required for the various laboratory tests are indicated in

Appendix B.

7.4 Shear Testing and Rutting Study

Rutting of asphalt-bound materials is a high temperature phenomenon that typically

occurs within about five years after construction. After five years, aging of the asphalt binder,

and densification and hardening from traffic reduce the risk of rutting. Rutting can occur at a

later date if an unusual high temperature event occurs, or if shear stresses are increased due to

increased loads, tire pressures, or a change in tire type. Permanent shear deformation has been

shown to be the primary mechanism responsible for rutting in asphalt concrete pavements. The

40
resistance of a mix to permanent shear deformation depends upon the shape and texture

characteristics of the aggregate, the aggregate gradation, the binder content, the properties of the

binder at high temperatures, and the temperatures and stresses that are applied to the mix in the

pavement.

Permanent shear deformation resistance can be measured using the repetitive simple shear

test at constant height (RSST-CH), developed at UC-Berkeley as part of the Strategic Highway

Research Program, Project A-003A. The RSST-CH is performed at a high temperature

determined from historical temperature data and representative of the location where the mix will

be placed. Currently, a repetitive shear stress of 68.9 kPa is applied to a cored or laboratory

compacted specimen, with a 0.1 second loading time and a 0.59 second rest period (1.45 Hz).

The test is usually carried out to about a five percent shear strain, which corresponds

approximately to a 13 mm (0.5 in.) rut in the pavement. Shear frequency sweeps are also

performed to evaluate the shear stiffness of the mix at various temperatures and frequencies of

loading. The results of shear frequency sweeps provide an indication of the effects of various

loading and temperature environments on permanent deformation. The RSST-CH and shear

frequency sweep test methods are described in more detail in the CAL/APT Interim Report (3).

The shear testing and rutting experimental plan included in this test plan is intended to

evaluate the rutting performance of the overlay materials, DGAC and ARHM-GG, and the

existing DGAC surface. The predicted performance of the mixes will be evaluated as they will

be constructed and tested at the RFS test sections. In addition, the plan includes studies to

evaluate the rutting performance of the overlay mixes for the following variables:

41
• Temperature environment, to compare the rutting performance of the overlay mixes

in different California environments and the HVS rutting study;

• Load speed (frequency), to compare the rutting performance on high and low speed

facilities and the HVS rutting study;

• Binder content (assuming current Caltrans aggregate gradation and aggregate

requirements), to evaluate the effects of selected binder content and binder content

selection method on rutting performance;

• Comparison between field cores and laboratory specimens compacted from field mix

using rolling wheel, linear kneading and SHRP gyratory compaction, to determine the

most effective means of preparing specimens for mix design and QC/QA, and the

method to determine rutting performance from cores that have as-constructed air-void

contents;

• Aggregate gradation and shape, to compare the predicted performance of the

typical Caltrans aggregate gradation (meeting coarse and medium specifications) with

the SHRP non-critical gradation, for a well-crushed and a partially crushed aggregate.

The results will be used to meet the following objectives:

1. validate equations used to estimate in-situ rut depths from RSST-CH results, which

can provide Caltrans with a more effective means of evaluating the rutting

performance of mixes than the Hveem stabilometer,

2. provide a link between the HVS rutting study results and field performance of the

overlay mixes in terms of temperature and loading speed,

42
 3. provide information regarding the effects of binder content and binder content

selection method on the rutting performance of the overlay mixes, which will provide

a basis for QC/QA pay factors for short-term performance (in addition to WesTrack

data),

4. permit rational selection of QC/QA field and laboratory compaction equipment based

on the ability to produce specimens with performance similar to that of field

compacted mixes, for use with estimated performance specifications,

5. permit evaluation of the effects of aggregate gradation and surface texture, which will

provide information regarding appropriate pay factors for these mix variables with

regard to short-term performance (rutting), and

6. provide a cost-effective and rapid evaluation of the gradation being proposed by

FHWA for use by all states for California materials, which can be used in addition to

the WesTrack data to make rational decisions for California.

The rutting laboratory test program is outlined in more detail in Table 8.

43
Table 8 Experiment design for rutting laboratory testing.

VARIABLES 1 TOTAL TESTS 2

Temperature 3 temperatures 40, 50, 60°C 2 × 3 ×3 × 2 = 36

susceptibility (RSST- field mix and cores
CH) 2 compaction methods field, lab (RW)

Temperature, 3 temperatures 20, 40, 60 °C 2 × 3 × 3 × 2 = 36

frequency effect on
stiffness (FS) 2 compaction methods field, lab (RW) field mix and cores

Laboratory or field 2 air void contents AV1, AV2 3 2 × 3 × 2 × 2 × 3 = 72 +

compaction method 6 field
(RSST-CH) 2 temperatures 40, 50 °C – 18 redundant
= 62
3 lab compaction methods5 RW, SGC, LK, field field mix and cores

Frequency and load 3 frequencies4 F1, F2, F3 2 × 3 × 3 × 2 = 36

effect on rutting – 6 redundant
(RSST-CH) 2 stresses (proportional to 40, 100 kPa = 30
wheel loads shown) field cores

Mix Design Variables 3 gradations DGAC: Caltrans high 2 × 3 × 3 × 2 = 36

(RSST-CH) (DGAC only, dust refers to dust, low dust, SHRP; + 2 × 3 × 2 = 12
material passing 0.075 mm ARHM: Caltrans GG = 48
sieve)
lab mix, rolling wheel
3 binder contents depending on ARHM- compaction, 3 percent
GG or DGAC and air-voids
gradation

2 aggregates different surface

textures

Total number of tests 212

Note:
1.
two material types (DGAC, ARHM)
2.
three replicates at each point, except two replicates for mix design variables plan
3.
to be determined from the in-situ air void content
4.
to be determined based on traffic speeds of HVS, slow highway, fast highway
5.
RW=rolling wheel, SGC=SHRP gyratory, LK=linear kneading

7.5 Fatigue Cracking, Reflection Cracking and Rutting of the Unbound Layers Study

Fatigue properties and flexural stiffness will be measured with the SHRP A-003A beam

fatigue test. The beam is subjected to a 10Hz sinusoidal deformation wave, with the trough of the

44
wave occurring with the beam in its original undeformed position. Thus, the beam is subjected to

purely tensile stresses at the extreme bottom fiber. The first 49 repetitions are considered

conditioning. The initial flexural stiffness is measured at the fiftieth repetition. Failure is

considered to have occurred when the flexural stiffness is half of the initial value. The test

method is appended in Appendix D. The fatigue studies include:

• Standard fatigue tests at 20°C

• Temperature susceptibility of the overlay materials;

• Influence of construction compaction level (air void contents);

• Reflection cracking tests (to be performed at TransLab), using vertical and horizontal

crack movements under a standard wheel load recorded on the Goal 1 pavements

using the CSIR crack activity meter (CAM);

• Frequency sweep tests to measure the effect of traffic speed on stiffness;

• The influence of aging on the fatigue life;

• Water sensitivity of the overlay materials, and

• The influence of the asphalt cement content and the gradation on the fatigue life.

The following objectives will be met by this laboratory test and analysis program.

1. validate the fatigue cracking analysis system developed for Caltrans by UC-Berkeley

(7, 11).

2. provide a link between the HVS results and field performance of the overlay mixes

for different California temperature environments,

45
3. provide information regarding the effects of binder content and binder content

selection method on the fatigue performance of the overlay mixes, which will provide

more information for the QC/QA pay factors for long-term performance,

4. provide information regarding the effects of construction compaction on the fatigue

cracking and reflection cracking performance of the overlay materials,

5. provide information regarding the effects of variation in the material passing the

0.075 mm (No. 200) sieve on fatigue cracking performance, which will be of use in

developing appropriate QC/QA pay factor for long-term performance,

6. permit extrapolation of fatigue test results to different traffic speeds,

7. provide information regarding the effects of water conditioning on the fatigue

performance of the overlay mixes for two different levels of construction compaction,

which will potentially provide a solution to some stripping problems experience by

Caltrans, and

8. provide information regarding the aging characteristics of the overlay materials, and

their effect on predicted fatigue cracking performance.

The fatigue life tests are explained in detail in Table 9.

46
Table 9 Experimental design for fatigue laboratory testing.

FATIGUE STUDY VARIABLES 1 TOTAL TESTS 2

Standard test 1 temperature 20°C 2×2×4= 16

field cut beams

Temperature 3 temperatures 5, 15, 25°C 2×3×3×2= 36

susceptibility field cut beams

Frequency sweep 2 temperatures 15, 25°C 2×3×2×2= 24

field cut beams

Air void content 3 air voids AV1, AV2, AV3 3 2×3×3×2= 36

field mix

AC content and 2 AC contents AC1, AC2 3 2 × 3 × 2 × 2 × 2 =48

grading lab mix
2 gradings G1, G2 4

Water sensitivity 2 air-void contents AV1, AV2 3 2×3×2×2= 24

field mix

Ageing 2 air-void contents AV1, AV2 3 2×3×2×2= 24

field mix

Reflection Cracking 2 air-void contents, AV1, AV2 3 2 × 3 × 2 × 3 × 2 = 72

3 temperatures, 10, 20, 30 C
2 strain wave sets strain wave sets from
CAM

Total number of fatigue and frequency sweep tests 208

Total number of reflection crack tests 72

Note:
1.
all fatigue testing should be done on field samples unless otherwise specified for two material types at two strain
levels
2.
three replicates at each point except for the standard test which will require four repeats
3.
air voids decided after compaction of sections
4.
gradation to be determined after construction, percent passing 0.075 mm sieve will be varied

47
8.0 TIME SCALES

8.1 HVS field tests

In order to do an estimation of the time needed to complete Goal 3 of CALHVS1 testing

the following assumptions are made:

• Number of traffic repetitions per day: 16,000 (including daily service)

• Number of hours needed to complete a full set of measurements: 8 hours

• Number of hours needed to reposition CALHVS1 onto new test site: 4 hours

• Downtime of CALHVS1: 5 percent

It must be emphasized that the test plan is flexible and is subject to the actual

performance of the test section. It is predicted that the test sections will fail as follow:

• Sections F1 and F2 after 2 million repetitions (125 days of trafficking)

• Sections F3 and F4 after 1.5 million repetitions (94 days of trafficking)

• R1 to R10 after one week of testing

Assuming these repetitions, the time required to perform the HVS tests are as follows:

• Sections F1 and F2 will require five months each

• Sections F3 and F4 will require four months each

• Sections R1 to R10 will in total require 3 months

Therefore, to successfully complete all test sections will approximately take 21 months,

assuming a 24 hour and seven day a week operation. It should be noted that the overlays might

take longer to fail due to the strong uncracked lower AC lift. The old sections consists of a

48
cracked upper AC lift over an uncracked lower AC which is still in a fairly good condition. These

estimates may also be influenced by operational factors such as the availability of fuel and staff

during weekends, and pavement performance factors such as the influences from construction

and the effects of material quality.

First-level analysis of the results from HVS testing of each section should require about

one month per section.

8.2 Laboratory tests

The various laboratory tests are discussed in detail in Section 7 of this report. The time

required for the various laboratory studies are as follows:

• Mix design—completed

• Fatigue study—150 days

• Shear testing—100 days

• Reflection crack testing—72 days

These estimated testing durations are for continuous testing, with no mechanical

breakdowns or interruptions.

8.3 Project planning

It is expected that the overlay construction will occur at the end of March, 1997. Testing

of the fatigue cracking, reflection cracking and unbound rutting sections (F1, F2, F3 and F4) will

then commence after the installation of the MDD modules in mid-April 1997 and completion of

49
the rutting testing. Rutting testing will be performed before F1 through F4. The rutting tests are

estimated to take about two to three months in total. The laboratory tests will run concurrently.

The time required for each item of work described in this plan is stated for continuous

work, not an estimate of time to completion of work from the present date. Some tasks, such as

fatigue testing, do not require a full-time commitment, but must be regularly monitored.

For the current scope of the experiment the following specimens, where applicable, are

required per mix type (AC overlay, ARHM):

• approximately 208 specimens for fatigue testing,

• approximately 72 specimens for reflection crack testing,

• approximately 212 specimens for RSST-CH, and

• approximately 18 specimens for gyratory compaction.

Analysis of the laboratory data and report writing will require approximately one to two

months per test section. Analysis and report writing will commence with the completion of each

test section for HVS results, and with the completion of each experiment within the laboratory

testing plan.

The total estimated time for completion of Goal 3 is about 20 to 30 months. Laboratory

test results, an interim report, and section reports will be produced at regular intervals as work is

completed, beginning with the interim report about 4 months after construction, and the HVS

section reports at approximately 6 month intervals.

50
9.0 BENEFITS

Goal 3 was included in the CAL/APT Strategic Plan by the Caltrans CAL/APT Steering

Committee because it was considered by them to be of importance. The list of potential benefits

to Caltrans and the public included herein is the best estimate available at this time and indicates

that substantial cost savings, improvements in safety for Caltrans and the public, and better

understanding of the nature of some important problems that face Caltrans, can be obtained by

completion of Goal 3, and implementation by Caltrans. It must be emphasized that no benefits

will occur from Goal 3 without implementation by Caltrans of the research results and

recommendations developed as part of Goal 3.

1. Evaluation of the current Caltrans thickness design method for the two most common

types of overlay, dense graded asphalt concrete (DGAC) and asphalt rubber hot mix gap-graded

(ARHM-GG), is included in Goal 3. Caltrans currently spends approximately $150,000,000 to

$200,000,000 on maintenance and rehabilitation of the existing highway network. The

California Transportation Commission is considering a large increase in the resources devoted to

M&R activities. A one percent decrease in the annual cost of Caltrans maintenance and

rehabilitation would be result in a benefit of about $ 2,000,000 per year, while a ten percent

decrease would result in a benefit of about $ 20,000,000 per year, at current M&R funding

levels.

Results of this evaluation include the following potential benefits, which at this time are

difficult to quantify, but which may, conservatively, result in a one to ten percent decrease in the

annual M&R costs of Caltrans after implementation:

51
a. Evaluation of the thickness design procedures for DGAC and ARHM-GG overlays

based on deflections. Potential improvements in that procedure could result in

overlays that better meet their required design life, without overdesigning.

Elimination of underdesigned overlays will result in cost savings and improved safety

for Caltrans workers and the public from less maintenance and later rehabilitation,

while elimination of overdesigned overlays will result in cost savings to Caltrans from

reduced initial cost. Improvements could include better accommodation of the effect

of temperature at the time of deflection measurement, adjustments to the tolerable

deflection versus thickness curves, and/or initiation of a mechanistic-empirical

overlay design procedure.

b. Determination of ratios between DGAC and ARHM-GG fatigue and reflection

cracking performance, which can be used to determine the cost-effectiveness of the

two strategies. The results will provide a much more definitive recommendation

regarding the relative performance of the strategies than is currently available.

Potential cost savings can occur if the results are used to determine where the

additional cost per ton for ARHM-GG is cost-effective in obtaining the same overlay

life as a DGAC overlay. Caltrans uses ARHM-GG for about five percent of its

overlay tonnage, which could decrease or increase based on the recommendations

from Goal 3.

c. Validation and development of the reflection cracking test and analysis procedure

initiated by TransLab. Potential benefits include development of more rational, and

cost-effective, methods of designing DGAC and ARHM-GG overlays for reflection

52
 cracking; and, evaluation of the relative performance of ARHM-GG and DGAC

overlay materials relative to reflection cracking, which can lead to a quantitative

evaluation of the cost-effectiveness of ARHM-GG versus DGAC with respect to

reflection cracking. Currently, overlay thicknesses for reflection cracking are

primarily based on engineering judgment.

2. Evaluation of the short-term performance (i.e., rutting of the mix) of DGAC and ARHM-

GG; identification of potential problems with the current mix design procedures for these

materials and recommendations for improvements in mix design procedures; and identification

of variables contributing to short-term failures are included in the plan for Goal 3. Short-term

failure by rutting is typically a function of the mix design and/or construction quality control.

Caltrans has recently experienced several failures of both ARHM-GG and DGAC overlays, each

costing about $10,000,000 to replace after less than two years of service. As tire pressures

increase, traffic increases, and tire types change, more of these failures can be expected. If

Caltrans mix design procedures can be improved to prevent one short-term overlay failure every

year, the potential cost savings is several million dollars each year.

Potential benefits to be obtained from this evaluation, which can likely improve the

rutting performance of Caltrans DGAC and ARHM-GG overlays and prevent early failures, are

as follows:

a. Quantification of the effect of tire type (radial, bias-ply, super single) on rutting

performance of the DGAC overlay, ARHM-GG overlay and DGAC original

pavement. Adjustment of Caltrans mix design procedures to account for changes in

tire type in the vehicle fleet may result from this comparison.

53
 b. Comparison of the short-term rutting resistance of DGAC and ARHM-GG overlay

materials at different temperatures. The relative rutting resistance of the two

materials may be different at different temperatures, with one binder being less

susceptible to temperature changes. Improved mix design criteria for different

temperature environments may result from the Goal 3 studies.

c. The effects of binder content, aggregate gradation, aggregate type and air-void content

on rutting resistance will be quantified for typical Caltrans DGAC and ARHM-GG

mixes. A better understanding of the importance of these variables in the mix design

process will be obtained.

d. The laboratory test program provides an opportunity to compare the results of the mix

designs developed using current Caltrans procedures for DGAC and ARHM-GG to

(1) the results of the suggested mix design procedure from SHRP-A003A based on

the simple shear tests and, (2) the volumetric mix design procedure being

implemented by other states and promoted by the FHWA (DGAC only).

3. Caltrans is currently implementing a QC/QA system for asphalt concrete. The results of

Goal 3 will provide information that can improve the Caltrans QC/QA system and provide

quantitative data for development of pay factors that indicate the relative importance of different

mix construction variables for fatigue cracking and rutting. Rational pay factors, based on

relevant data rather than judgment, will provide proper emphasis to construction variables within

the control of contractors. They also help ensure that Caltrans obtains reasonable compensation

for reduced life resulting from poor control of construction variables.

54
 The cost benefit of these results will depend on the improvement in construction quality

obtained under the new pay factors compared to that obtained under the current pay factors.

a. Data will be generated regarding the relative effect of control of the 0.075 mm (No.

200) sieve on fatigue cracking and rutting performance.

b. Data will be generated indicating the sensitivity of rutting performance to binder

content on rutting performance. This data can be used to calibrate the pay factors for

binder content developed by UC-Berkeley for Caltrans for rutting in addition to

fatigue cracking.

c. Data will be produced to validate pay factors developed by UC-Berkeley for fatigue

cracking as a function of construction compaction, binder content, and layer

thickness. The data will be for different Caltrans mixes than those used to develop

the original pay factors.

d. Data will be developed regarding the sensitivity of the fatigue cracking and rutting

performance of ARHM-GG to binder content and aggregate type, and that of fatigue

cracking performance to construction compaction. This data will permit extension of

the QC/QA system to ARHM-GG. It will also serve as a basis for similar extension

of QC/QA to other modified binder mixes.

e. The relative effectiveness of several systems for producing QC/QA specimens for

testing and comparison between mix design target values and results produced by the

contractor in the field will be evaluated. This will include comparison of shear test

results from several compaction devices with field cores and adjustment of QC/QA

results to mix design air-void contents for comparison purposes. Data will be

55
 generated that will help evaluate the effectiveness of shear test results for QC/QA as

well, which would be performed in the construction laboratory using a low-cost,

simplified version of the current simple shear testers.

4. Validation of the fatigue test and simple shear test and associated analysis procedures

developed at UC-Berkeley as part of the SHRP program to predict performance relative to

fatigue and rutting is part of Goal 3. Validation of these procedures is necessary for their

continued development and eventual implementation by Caltrans. Implementation of these

procedures could result in significant increases in the performance of Caltrans overlays, which

could potentially result in tens of millions of dollars in savings annually, as discussed under the

first two benefits presented herein.

a. Validation of the feasibility of mechanistic-empirical methods to predict performance

using layer elastic analysis is essential to implementation of the fatigue cracking

analysis system. The validation will include comparison of performance predictions

made using layer elastic theory with HVS test results, and, potentially, with more

sophisticated models to predict critical stresses and strains in the pavement.

b. Validation of simplifying assumptions regarding stresses applied by different tires to

the pavement can be validated from inclusion of the VRSPTA (3-D load cell) study

currently being completed by CAL/APT into the layer elastic theory calculations and

more sophisticated analyses.

c. The HVS results will provide full-scale validation data for the sophisticated models

being developed for UC-Berkeley to predict strains and stresses that lead to rutting

and strains leading to cracking.

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 d. Data will be produced that will contribute to validation of empirical transfer functions

relating simple shear test results to rutting in the field and fatigue cracking predictions

from laboratory beam testing to that in the field.

e. Validation of the UC-Berkeley procedures for fatigue cracking and rutting, validated

by HVS results, will provide tools for Caltrans to evaluate the effects of overload

permitted vehicles, NAFTA vehicles, new tire types and pressures, and new materials

and pavement structures. These problems and innovations can be initially evaluated

using inexpensive analysis developed by CAL/APT, rather than long-term field test

sections. The FHWA is currently considering incorporation of the UC-Berkeley type

procedures into recommended procedures for state DOTs to evaluate new binder and

mix modifiers. New product vendors who wish to obtain approval for use of their

product by a state DOT would need to pay to have it evaluated using a rutting and/or

fatigue performance testing and analysis system similar to that being used by UC-

Berkeley for CAL/APT.

5. Correlation with results developed in California with those developed in other locations

will benefit Caltrans in several ways. First, additional data and technology of use to Caltrans can

be imported into the state. Second, results developed by CAL/APT can be validated by results

obtained by other researchers. The benefits are more cost-effective research, and inclusion of

additional new ideas into the CAL/APT program and Caltrans. Goal 3 presents several direct

and immediate benefits through correlation with other research projects.

The laboratory testing, analysis, and performance prediction procedures to be performed

by CAL/APT for Goal 3 are essentially identical to those that will be performed on two FHWA

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projects: WesTrack and the Crumb Rubber Modifier (CRM) project. This will permit

comparison of Goal 3 results with results from WesTrack, which is being subjected to full-scale

truck loading under controlled conditions, and the CRM project, which includes performance

data from field test sections.

As part of the VRSPTA (3-D load cell) study, (5) the contact stresses applied to the

pavement surface by the WesTrack truck tires were measured using the same method used to

measure the CAL/APT HVS tires. This will allow additional correlation of the results of Goal 3

and WesTrack.

Depending on the laboratory testing program finally determined by the CRM project

team, some of the elements of the Goal 3 laboratory test plan may be completed at UC-Berkeley

and paid for by the CRM project.

10.0 IMPLEMENTATION

The accelerated tests will help define the relation between laboratory tests and actual field

performance. The results can be used to link laboratory data to expected pavement performance.

Performance of these and other supplementary test sections will be used to validate present

Caltrans design procedures and develop and validate new procedures, and may result in

modifications to the current Caltrans practices for pavement evaluation, design, and construction.

The laboratory results may also result in changes to current Caltrans specifications for the

structural design of overlays, the mix design thereof and the construction methods used.

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 Results of the rutting and fatigue cracking study may result in changes in permit

requirements for overloaded vehicles, and evaluation procedures for new mix and binder

modifiers.

11.0 RECOMMENDATIONS FOR FOLLOW-UP GOALS

It is recommended that the following goals be considered by the CAL/APT Steering

Committee for inclusion in the CAL/APT Strategic Plan, as follow-ups to Goal 3:

• Water Insertion. After the Goal 3 overlays have either failed, or exceeded their

design lives with a high level of reliabilityCgreater than 95 percent, water should be

inserted into the base, subgrade and/or surface of the Goal 3 test sections, or new

sections on the overlays. The sections would then be subjected to continued HVS

loading. This goal would provide performance data for the pavements similar to what

might occur in a very wet environment, as opposed to the very dry environment

simulated by Goal 1 and Goal 3 testing. The ability of the two underlying pavement

structures, drained and undrained, to function in a very wet environment would then

be validated.

• Second Overlay. After Goal 3 overlays have failed, either dry or wet, rehabilitate the

test sections with two strategies: DGAC and PCC. The new overlays would then be

subjected to HVS trafficking. This goal would provide validation to laboratory

testing and analysis regarding the effectiveness of each of these strategies for different

conditions, and the effects of construction and design on their performance. This goal

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 would also provide information regarding the feasibility of overlaying ARHM-GG

surfaces, with regard to bonding between the overlay and the underlying ARHM-GG.

• Recycling of the DGAC and ARHM-GG Overlays. This goal would be more

difficult to perform because of the very small quantities of recyclable material in the

Goal 3 overlays. However, it would provide information regarding the feasibility and

performance of recycled DGAC and ARHM-GG mixes, including the ability of the

UC-Berkeley systems to predict their rutting and fatigue cracking performance.

12.0 REFERENCES

1. California Department of Transportation, CAL/APT Strategic Plan (July 1995 - July 1997),
adopted by the CAL/APT Steering Committee, May 18, 1995

2. California Department of Transportation, Highway Design Manual, Section 600,

Sacramento, January 1990

3. Harvey, J., et al., Initial CAL/APT Program: Site Information, Test Pavements Construction,
Pavement Materials Characterizations, Initial CAL/HVS Test Results, and Performance
Estimates, Interim Report prepared for California Department of Transportation, UC
Berkeley, Institute of Transportation Studies, June 1996.

4. Doty, R.N., Flexible Pavement Rehabilitation Using Asphalt Rubber Combinations - a

Progress Report, Proceedings of the 67th annual meeting of the Transportation Research
Board, Washington DC, January 1988

5. University of California, Berkeley, and CSIR, Test Plan for VRSPTA Study for 3-D load cell,
Study conducted at Richmond Field Station, CAL/APT February/March 1997.

6. Harvey, J.T., and C.L. Monismith, Laboratory Evaluation of DGAC and ARHM-GG, UCB,
Berkeley for Caltrans, January 1994

7. Test plan for CALHVS1, UCB, Dynatest, CSIR, Berkeley, USA, May 1995

8. UC Berkeley, Permanent Deformation Response of Asphalt Aggregate Mixes, Report No.

SHRP-A-415: Strategic Highway Research Program, National Research Council,
Washington, D.C., 1994

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9. UC Berkeley, Fatigue Response of Asphalt-Aggregate Mixes, Report No. SHRP-A-404:
Strategic Highway Research Program, National Research Council Washington, D.C., 1994

10. Scheffy, C., Memo written on the digital analysis of cracks, UC, Berkeley, January 1997

11. Harvey, J., J. Deacon, B.W. Tsai, and C. L. Monismith. CAL/APT Fatigue Performance of
Asphalt Concrete Mixes and Its Relationship to Asphalt Concrete Pavement Performance in
California, Report prepared for California Department of Transportation, UC Berkeley,
Institute of Transportation Studies, October 1995.

12. Harvey, J.T., et al., CAL/APT Program: Test Results from Accelerated Pavement Test on
Pavement Structure Containing Asphalt Treated Permeable Based (ATPB)CSection 500RF,
UC Berkeley, USA, January 1997.

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APPENDIX A: TEST PLAN GOAL 3

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APPENDIX B: MATERIALS REQUIRED

AMOUNT OF CORES / BEAMS REQUIRED PER OVERLAY TYPE

Sampling method Cores Beams Ingots 1

Field mix, laboratory 81 48 70

compacted

Laboratory prepared mix 48 48 28

In situ compacted mix 82 112 na

Note:
1.
50 per cent added
2.
3 cores per ingot, 2 beams per ingot

PLANT SAMPLING OF MATERIAL

MATERIAL AMOUNT

3/4 in aggregate blend 2 × 55 gal barrel

1/2 in aggregate blend 2 × 55 gal barrel

3/4 in aggr bin sample 15 × 5 gal buckets

1/2 aggr bin sample 15 × 5 gal buckets

Asphalt cement DGAC 6 steel 5 gal buckets

Asphalt cement ARHM 6 steel 5 gal buckets

ARHM (bulk) 6 steel 5 gal buckets

Plant mix ARHM 72 steel 5 gal buckets

Plant mix DGAC 72 steel 5 gal buckets

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