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Evolution of Pavement Design at
ADOT
Paul Burch, PE
Chief Pavement Design Engineer
Arizona Department of Transportation
2012 Arizona Pavements / Materials Conference
October 30-31, 2012
Arizona State University
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A Little History
1960’s to Present
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The 60’s
AASHO Interim Guide for the Design of Rigid and Flexible Pavements - 1961
Asphalt Institute Thickness Design (MS-1) – April1965
Traffic Analysis – 18 kip single axle loads
Mechanical Strength Tests – (CBR, R-Value, Plate Bearing Test)
Thickness Design Charts
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The 70’s
1972 AASHTO Interim Guide for Pavement Structures
Deflection Based Designs for O/L’s
Pavement Management System
Soil Stabilization
Recycle projects
Asphalt Rubber SAM’s and SAMI’s
Heater Scarification
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The 80’s
AASHTO 1986
Milling Machines
Falling Weight Deflectometer (FWD)
SODA
Cold In-Place Recycling
Asphalt Rubber
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Where We Are:
ADOT Current Design Practices
1993 AASHTO Pavement Design Guide Flexible Pavements
Rigid Pavements
Materials Superpave Mix Design
PG Binder Grading System
WMA
Back to RAP
CIR and HIR
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Designing New Pavements
1993 AASHTO Pavement Design Guide
Calculates Structural Number (SN)
Traffic (cumulative 18 –Kip ESAL’s)
Standard error for traffic and overall pavement performance prediction (S0)
Initial and Terminal design serviceability index (P0 & Pt)
Reliability (ZR) – likelihood of pavement failure within design period. Typically 90% – 99% used.
Resilient Modulus (MR)
Seasonal Variation Factor (SVF)
8.07 - )(Mlog2.32
1) SN(
109440.0
1.5 - 4.2
PSIlog
0.20 - 1) (SNlog9.36 S Z )(WLog R10
5.19
10
10OR1810
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ADOT Current Design Practices
Structural Overlay Design for Arizona
(SODA)
Rehabilitation of existing
flexible pavements
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Pavement Rehabilitation
Structural Overlay Design for Arizona
(SODA)
Traffic (18-Kip ESAL’s)
Deflection Data (FWD)
Spreadability Index
Seasonal Variation Factor (SVF)
Road Roughness (IRI)
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A Vision for the Future – SPR-
402
“Development of Performance Related
Specifications for Asphalt Pavements in
the State of Arizona”
Arizona State University
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Plan and Committee
Five year research effort
3 phases
14 individual projects
$1.5 million effort
Began in 1999
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Three Phases
Phase I, (project 1) - work plan for long
range pavement research program
Phase II, (project 2 – 11) - materials
characterization
Phase III, (project 12 – 14) - calibration
/validation, performance related
specifications
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SPR-402 – Phase II
Materials Characterization
Subgrade materials
Base materials
Binders
Mixes
Acquired Testing Equipment
2006 – ran out of $
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Three Phases
Phase I, (project 1) - work plan for long
range pavement research program
Phase II, (project 2 – 11) - materials
characterization
Phase III, (project 12 – 14) - calibration
/validation, performance related
specifications
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Traffic Inputs – SPR 672
Development of a Traffic Data Input System in AZ for the MEPDG
Research completed by ARA Default Statewide level 2/3 traffic inputs
Vehicle class distribution
Monthly adjustment factors
Hourly distribution
Axle load distribution factors
Number of axles per truck
Lateral wander
Truck wheel base
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Calibration & Validation – SPR-606
“Calibration and Implementation of the
AASHTO Mechanistic-Empirical
Pavement Design Guide in Arizona”
Applied Research Associates
ARA
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Why Local Calibration?
To ensure that all design inputs are proper and that
they are tailored to Arizona conditions and resources.
To ensure that the distress and IRI prediction models
are unbiased (e.g., do not consistently over or under
predict).
To reduce the error of prediction of the distress and
IRI models (used in design reliability).
To provide a user’s guide and training for ADOT
designers.
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Calibration Steps
Verification
Verification involved testing the model
predictions using global coefficients but
using only AZ performance data. If the
model showed bias (over or under
prediction overall) it was identified for re-
calibration.
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Calibration Steps
Re-Calibration
Re-Calibration involved deriving new local
coefficients for each model using the AZ
performance data to remove the bias and
reduce the prediction error. (90% of
calibration database used).
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Calibration Steps
Validation
Validation involved a further independent
check of the models using the 10 percent of
the calibration database withheld from the
calibration effort.
This process was done to check that the
MEPDG “local Arizona” models work as
intended
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Why Calibrate?
The goodness of fit for the HMA IRI
model improved from R2 = 30% with
global coefficients to 80% with Arizona
specific coefficients. The standard error
of IRI was reduced from 19 to 8 in/mile.
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Calibration Sites
Total of 180 sections
120 LTPP
36 ADOT Pavement Management Sections
20 ADOT SPR 264 sections (concrete pavements)
4 ADOT WRI sections
All sites had detailed design, construction,
materials testing and distress survey data.
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SPS-
1 & -9
WRI
SPS-5
New HMA & HMA/HMA Pavements
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New JPCP and CRCP
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Composite (HMA overlaid JPCP and CRCP)
Pavement
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Summary Of Changes To DARWin-ME
For Arizona
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Summary Of AZ Calibration Changes
Distress & IRI prediction model coefficients were
modified to provide improved prediction & design:
HMA pavement
Total rutting
Fatigue cracking (bottom up)
IRI
Transverse cracking (could not be calibrated, will
not predict cracking for warm climate locations)
JPCP & Composite
Transverse fatigue cracking
Joint faulting
IRI
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Summary Of Other AZ Changes
Changes in various design input
recommendations:
Design reliability levels for AZ
Design standard deviation models all distresses for
AZ
AZ recommended Level 2 and 3 inputs for all
materials and design types
Recommended procedure for AC overlay design
Numerous other input recommendations tailored to
AZ conditions (initial IRI, strength of PCC, traffic
inputs, unbound base resilient modulus, other
material defaults, etc.)
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ADOT DARWin-ME Users Guide
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ADOT DARWin-ME Users Guide
Overview of Manual
General Information
Performance Criteria
Reliability
Traffic Inputs
Climate
Materials
Sensitivity
Concrete
Rehabilitation
AZ Calibration Factors
Example Problems
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Design Example – New HMA US 93, MP 2.4 to MP 17.2
93’ AASHTO DESIGN
ESAL’s – 16,200,000
R-value – 46
Mr – 26,000
SVF – 1.2
Reliability – 95%
Std Dev – 0.35
SNreq – 3.55
SNdes – 3.60
5” AC over 10” AB
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Same Project – DARWin-ME
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Same Project – DARWin-ME at 4.5” AC
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Same Project – DARWin-ME at 4”
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Design Example – Rehabilitation I-40, MP 239.95 to MP 250.25
Constructed 2009 SODA Design
AADT - 16,500 (2007); 47% Trucks;
AADTT - 7,755;
ESAL’s – 18,800,000 (10 years)
Existing 11” AC; 4” BB; 2” AB, 6” SM
SODA: @4” mill – No Overlay needed; 2005
FWD
Design: 5” mill, 4.5” replace and ½” AR-ACFC
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Same Project – DARWin-ME (As – Built)
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Same Project – Optimized
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Existing Composite Pavement
Comparison At Calibration Site I-10, MP 60 – MP 70
Constructed 1994, outer lane
0.5-in ARFC
14-in JPCP, 1.5-dowels, widened slab
13, 15, 17-ft perpendicular joint spacing
6-in Aggregate base
HMA shoulders
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Example AZ Composite Design:
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DARWin–ME Design
(Calibration Site)
Project on I-10, MP 60
20 year design trucks = 42 million
Climate: Desert
Soil: A-2-4, Mr = 28,000 psi (back-
calculated & adjusted)
DARWin-ME design results (99% R)
1-in ARFC
11-in JPCP, 15-ft joint space, 1.5-in dowels
6-in Aggregate base
HMA shoulder
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Existing Composite ARFC/JPCP
(Calibration Site)
After 17 years
IRI = 54 in/mi
Negligible rutting,
trans. jt. refl. cracks
no JPCP fatigue cracks
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Implementation of DARWin-ME
ADOT currently running DARWin-ME
designs on all projects
Training continuing with ARA (AASHTO Service
Units)
Plan to begin phasing in DARWin-ME
designs on a case by case basis
Consultant community
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Future Improvements
Evaluation of ASU Lab Testing
Evaluation of Low Temperature Cracking
Model
Research into cause of transverse cracking of
HMA in desert warm non-freezing areas
WIM data collection (SPR – 672
Recommendations)
Asphalt Rubber Mixes
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