The Concrete Pavement

ROAD MAP

The Concrete Pavement

ROAD MAP

Long-Term Plan for

Concrete Pavement

Research and Technology

An Executive Summary
LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 1

THE CP ROAD MAP

The Concrete Pavement (CP) Road Map is a comprehensive and strategic

plan for concrete pavement research that will guide the investment of

research dollars for the next several years. It will result in technologies and

systems that help the concrete pavement community meet the paving

needs of today, and the as-yet unimagined paving challenges of tomorrow.

In short, the CP Road Map will result in a new generation of concrete

pavements for the 21st century.

WHAT IS UNIQUE 

ABOUT THE CP ROAD MAP?

Strategic–It combines more than 250 research problem statements into

12 fully integrated, sequential, and cohesive tracks of research leading to

specific products that will dramatically affect the way concrete pavements

are designed and constructed.

Innovative–From the way it was developed, to its unique track structure

and cross-track integration, to the plan for conducting the research, the CP

Road Map introduces a new, inclusive, and far-reaching approach to pavement research.

Stakeholder Involvement–This CP Road Map plan is for the Federal,

State, or private concrete pavement community. Peers helped create it, so

it reflects all needs.

No cost or time limitations–In general, it is a 7- to 10-year plan with

an estimated overall cost of $250 million.

No ties to one agency or pot of money–Stakeholders with funds and

expertise will pool their resources, jointly conduct and coordinate the

research, and put the results into practice.

The plan incorporates innovative, effective research implementation to

quickly move useful new products and systems to the field.

A VISIONARY CHARGE

The Federal Highway Administration (FHWA) and the concrete pavement

industry have commissioned a national research plan for the 21st century.

Why is such a plan needed?

For most of the 20th century, the same materials—portland cement, high

quality aggregate, and water—were used in pavement concrete, with

only minor refinements. It was a fairly forgiving formula that allowed

some variations in subgrade quality, construction practices, and other variables without sacrificing pavement performance. For generations, the

industry had the luxury of keeping traffic off new concrete pavements for

several days, even weeks, while the concrete developed its internal design

strength.

In the last 15 years, the industry has experienced more changes than

those that occurred in the previous 80 years, and these changes are turning the process of building concrete pavements on end:

 Today’s concrete mix designs must integrate a multitude of new, sometimes marginal materials, resulting in serious compatibility problems

and reduced tolerance for variations.

 Motorists are more demanding.They will tolerate only minimal road

closures and delays due to road work, increasing the need for new

paving methods that allow road crews to get in, get out, and stay out.

And motorists want smoother, quieter pavements, pushing the industry

tocontrol pavement surface characteristics.

 Highway agency focus has shifted from building new pavements to

rehabilitating and maintaining existing ones, which requires different

designs, systems, materials, and equipment.

 Environmental pressures—traffic congestion, drainage and runoff

issues, etc.—are affecting mix designs and pavement construction

practices.

 Highway budgets are being squeezed at every level.The pavement

community simply has to do more with less.

In this environment, the old system for constructing concrete pavements is

not meeting today’s demands. Pavement failures have occurred that were

unheard of 25 years ago.The concrete pavement community cannot continue business as usual if it is going to meet the growing demands on

highway construction and rehabilitation.The CP Road Map gives the community an opportunity to proactively reinvent itself through research.
2 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

CONSTRUCTION

DESIGN

MIX AND MATERIALS

Lab of the Future

Designing for

Desired Performances

Mix Verification

Real-Time

Adjustments

PAVEMENT MANAGEMENT/

BUSINESS SYSTEMS

Long-Term

Smart Pavements Scheduling 

and Staging

CP ROAD MAP VISION

By 2015, the highway community will have a comprehensive, integrated, fully functional system of concrete

pavement technologies that provides innovative solutions for customer-driven performance requirements.
DRAWING A NEW MAP 

FOR CONCRETE PAVEMENTS

The project to develop the Long-Term Plan for Concrete Pavement

Technology began in 2001 through an agreement between the Innovative

Pavement Research Foundation and a team led by Iowa State University’s

Center for Portland Cement Concrete Pavement Technology (PCC Center).

In May 2003, FHWA initiated a new agreement with the PCC Center to

complete the work.The Transportation Research Board (TRB) Committee

for Research on Improved Concrete Pavements acted as the project advisorypanel.Twenty percent of total funding for the project was provided by

Iowa State University.The concrete pavement industry and State departments of transportation provided valuable input to the CP Road Map and

support its implementation.

An Iowa State University-led team facilitated development of the CP Road

Map.They developed a database of existing research and gathered input,

face-to-face, from the highway community.The team identified gaps in

research that became the basis for problem statements, which are organized into a cohesive, strategic research plan.

A “Living” Research Database

The research database is a thorough catalog of recently completed and inprogress research projects and their products. If regularly updated and

maintained, as recommended in the research management plan

(described later in this brochure), the database will be a valuable resource

for many years.

Stakeholder Input 

Toensure the adoption and success of the CP Road Map,it was developed

through a cooperative process involving high levels of stakeholder teamwork.

Five major brainstorming and feedback sessions were conducted by the

Iowa team at the following events: the October 2003 meeting of the

Midwest Concrete Consortium in Ames, IA; a special November 2003

regional workshop for eastern and southern stakeholders in Syracuse, NY;

the May 2004 meeting of the American Concrete Pavement Association in

Kansas City, MO; a special January 2004 regional teleconference for western stakeholders; and, in October 2004, a final meeting of national stakeholders hosted by FHWA at the Turner-Fairbank Highway Research Center

in McLean,VA.

Through these events, plus special presentations at more than 20 professional conferences and workshops across the country, more than 400 engineers and managers provided direct input into the CP Road Map.

Participants represented the following entities:

 State and local departments of transportation.

 FHWA.

 American Concrete Pavement Association, including several State 

chapters.

 Portland Cement Association.

 American Association of State Highway and Transportation Officials.

 National Ready Mixed Concrete Association.

 TRB/National Cooperative Highway Research Program committees.

 American Public Works Association.

 National Association of County Engineers.

 Contractors.

 Materials suppliers.

 Research universities especially departments conducting applied

research.

 Private concrete testing laboratories.

Input was provided in 4 broad categories:

 Mixtures and materials.

 Design.

 Construction.

 Pavement management/business systems.

Again and again, stakeholders who participated in these brainstorming

events said they needed more and better analysis tools for measuring the

hows and whys of pavement failures and successes—that is, to measure

pavement performance. Better quality assurance and quality control

methods/tools are needed for every stage of the pavement system, particularly mix design, design, and construction. Because variables in each stage

affect the others, the methods/tools must be integrated across stages.

From these concepts of pavement performance and systems integration,

the following overall vision for the CP Road Map was developed:

LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 3
4 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

By 2015, the highway community will have a comprehensive, integrated,

fully functional system of concrete pavement technologies that provides

innovative solutions for customer-driven performance requirements.

Based on this goal and other stakeholder input, dozens of specific research

objectives were identified:

 Maximize public convenience.

 Improve the driving experience.

 Integrate design, mixtures and materials, and construction with pavement performance predictions.

 Improve pavement reliability.

 Identify new and innovative business relationships to focus on performance requirements.

 Constrain costs while improving pavement performance

 Protect and improve the environment.

 Expand opportunities to use concrete pavement.

The objectives were “filtered” through the project team’s database of existing research to determine gaps in research.These gaps became the basis

for problem statements.

Approximately 250 problem statements were written, reviewed, and finetuned. Final versions of the problem statements were added to the

research database as work to be accomplished via the CP Road Map.

Research problem statements, projects, budgets, timelines, and research

results in the database must be regularly updated.The CP Road Map will

succeed only if the database is managed and maintained.

From Stakeholder Input to Plan 

Most of the 250-plus problem statements did not neatly fit into just one

of the brainstorming categories (mixtures and materials, design, construction, and pavement management/business systems).To capture the crosscategories and the integrated nature of the problem statements, the problem statements were organized into 12, product-focused tracks of research

within the database. This structure encourages various stakeholder groups

tostep forward as champions for a specific track.

Problem Statements 

Each problem statement is a topical summary only. Most problem statements will be further broken down into specific research project statements

that provide detailed descriptions of the research to be accomplished, budgets, and timelines.The research management plan (described later in this

document) makes research track team leaders responsible for data entry of

detailed project statements into the database.

Track Integration 

As noted in the 12 brief track descriptions on pages 8-11, research in one

track often affects or is affected by research in another track. In the CP Road

Map, this interdependence and other critical relationships are outlined in

the track and problem statement descriptions. It will be the responsibility

of research track team leaders, as described later in this document, to

ensure that research is appropriately coordinated and integrated.

Moreover, the research database can be sorted to isolate problem statements on a variety of subjects. For example, several important problem

statements related to foundations and drainage systems, maintenance

and rehabilitation, and environment advancements are included in various

tracks. In the CP Road Map, problem statements related to these particular

topics have been listed in separate cross-reference tables.

Research problem 

statements, projects, 

budgets, timelines, and

research results in the 

database must be regularly

updated. The CP Road Map

will succeed only if the 

database is managed 

and maintained. 
RESEARCH DATABASE

FIVE MAJOR 

BRAINSTORMING EVENTS

RESEARCH OBJECTIVES

GAPS IN RESEARCH

PROBLEM STATEMENTS

TRACK INTEGRATION

THE 12 TRACKS

CP ROAD MAP DEVELOPMENT PROCESS.

A database of recent and

in-progress concrete

pavement-related

research was developed.

Issues identified at the

brainstorming events

weredeveloped into

dozens of specific

research objectives.

The research objectives

werefiltered through the

research database to 

identify gaps in research.

Gaps in research became

the basis for 250 problem

statements.

Track 1 Mix Design

Track 2 Design Guide 

Track 3 Nondestructive Testing

Track 4 Surface Characteristics 

Track 5 Equipment Advancements

Track 6 Innovative Joints 

Track 7 Rehabilitation and Construction

Track 8 Long Life Concrete

Track 9 Data Collection

Track 10 Pavement Performance 

Track 11 Business & Economics

Track 12 Advanced Materials

Several hundred stakeholders identified critical

issues in design, mix and materials, construction, and pavement management/business

systems. In a reciprocal brainstorming process,

participants at each event fine-tuned and

added to previous discussions.

LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 5

Problem statements were

fine-tuned, sorted, and

scheduled into phased

tracks of research.
6 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

CP ROAD MAP RESEARCH TRACKS

Each of the CP Road Map tracks is a full research program in itself, with its

own budget, 2 to 7 subtracks, and as many as 20 problem statements.

Tracks 1 through 9 consist of timed sequences of research leading to particular products that are essential to reaching overall research goals. In the

CP Road Map, one subtrack in every phased track is devoted to developing

innovative technology transfer, training tools, and methods to ensure that 

innovative research products are quickly and efficiently moved into practice.Tracks 10, 11, and 12 are not phased because timing is not as critical.

The products developed through the first four tracks may be especially critical to helping the industry achieve the full potential of concrete pavements.

Following is a brief description of each research track:

1. Performance-Based Concrete Pavement Mix Design

System.The final product of this track will be a practical yet innovative concrete mix design procedure with new equipment, consensus

target values, common laboratory procedures, and full integration with

both structural design and field quality control—a lab of the future.

This track also lays the groundwork for the concrete paving industry to

assume more responsibility for mix designs as State highway agencies

move from method specifications to more advanced acceptance tools.

For such a move to be successful, it is important that the concrete

paving industry and owner-agencies refer to a single document for

mix design state-of-the-art.

2. Performance-Based Design Guide for New and

Rehabilitated Concrete Pavements. Under this track, the

concrete pavement research community will expand the mechanistic

approach to pavement restoration and preservation strategies.This

track builds on the comprehensive work done under NCHRP 1-37A

(development of the Mechanistic-Empirical Pavement Design Guide)

and continues to develop the models from that key work.The work in

this track needs to be closely integrated with track 1.

3. High-Speed Nondestructive Testing and Intelligent

Construction Systems.This track will develop high-speed, nondestructive quality control systems to continuously monitor pavement

properties during construction. As a result, on-the-fly adjustments can

be made to ensure the highest quality finished product that meets

given performance specifications. Many problem statements in this

track relate to both tracks 1 and 2.
4. Optimized Surface Characteristics for Safe, Quiet, and

Smooth Concrete Pavements.This track will result in a better

understanding of concrete pavement surface characteristics. It will

provide tools for engineers to help meet or exceed predetermined

requirements for friction/safety, pavement-tire noise, smoothness,

splash and spray, wheel path wear (hydroplaning), light reflection,

rolling resistance, and durability (longevity). Each of the functional elements of a pavement listed above is critical.The challenge is to

improve one characteristic without compromising another characteristic, especially when it comes to safety of the public.

5. Equipment Automation and Advancements.This track will

result in process improvements and equipment developments for

high-speed, high quality concrete paving equipment to meet the concrete paving industry’s projected needs and the traveling public’s

expectations for highway performance in the future. Examples include

the next generation of concrete batching and placement equipment;

behind-the-paver equipment to improve curing, surface treatment,

jointing, etc.; mechanized ways to place and control subdrains and

other foundation elements; equipment to remove/replace the slab in

one-pass construction; improved repair processes that decrease the

time of operations and provide the workforce and traveling public

with less exposure; and methods for evaluating new equipment on

actual construction projects.

6. Innovative Concrete Pavement Joint Design, Materials,

and Construction.Potential products for this track include a new

joint design, high-speed computer analysis techniques for joint performance, a more accurate installation scheme, and faster rehabilitation strategies.The problem statements in this track address the

basics—joint design, materials, construction, and maintenance activities.The track also specifies research that will help develop breakthrough technologies and extremely high-speed joint repair techniques.This is a crosscutting track to ensure that all topics related to

innovative joints are addressed. Much of the proposed research will

develop important incremental improvements.

LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 7
8 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

7. High-Speed Concrete Pavement Rehabilitation and

Construction.Faster techniques and higher quality can and must be

accomplished in the future.This track addresses a series of activities,from

the planning and simulation of high-speed construction and rehabilitation,

precast and modular options for concrete pavements,and fast-track concrete pavement construction and rehabilitation,to the evaluation and technology transfer of high-speed construction and rehabilitation products and

processes developed through research.Some high-speed construction

issues will likely be investigated in tracks 1 and 3,and those efforts will be

closely coordinated with this track.

8. Long Life Concrete Pavements.The need for pavements

that last longer between maintenance, restoration, or rehabilitation is

integrated throughout the CP Road Map. However, this track draws

attention to some specific research that may address pavement life

approaching 60 years or more.

9. Concrete Pavement Accelerated and Long-Term Data

Collection.This track provides the infrastructure—data collection

and reporting tools, testing methods, etc.—for a future national program that will plan accelerated loading and long-term data needs,

construct test sections, and collect and share data.The problem statements in this track will explore which data are most useful and determine the amount of time needed to collect the data.

In the CP Road Map, one subtrack in every phased track is devoted to 

developing innovative technology transfer, training tools, and methods to ensure

that innovative research products are quickly and efficiently moved into practice.

Tracks 10, 11, and 12 are not phased because timing is not as critical.
10. Concrete Pavement Performance.This track addresses key

elements of pavement management and asset management systems.

Such systems determine if and how pavements meet performance characteristics for highway agencies and users.Research in this track will

determine and address the functional aspects of concrete pavement performance,particularly factors such as pavement-tire noise,friction,

smoothness,and others.Research also will provide rapid concrete pavement performance feedback and examine ways to schedule surface

characteristics and condition improvements.Developing feedback loops

in highway agencies’pavement management systems will be crucial to

monitor performance effectively and rapidly.

11. Concrete Pavement Business Systems and Economics.

Roles and responsibilities are changing in the highway industry,

affecting the way paving projects are designed, bid, built, and maintained. Contractors are being asked to assume more control of the

operation and quality control inspections. By including warranty provisions in project contracts, owner-agencies are asking for additional

assurance that pavements will be built and will perform as expected.

Internationally, many countries have made dramatic changes in project funding methods and in the roles of contractors and suppliers.

This track captures some important research that should be considered as this process of transformation continues in the United States.

Problem statements cover contracting options, new technology

transfer systems, public-private partnerships, economic models, etc.

12. Advanced Concrete Pavement Materials.The problem

statements in this track address the development of new materials and

refine or reintroduce existing advanced materials to enhance performance,improve construction,and reduce waste.Many of the existing

materials studied in this track have been used thus far on a small scale or

in laboratory evaluations only.Many of them have not been used in the

United States but show promise based on work done in other countries.

This track will experiment with such materials on a larger scale and will

develop standards and recommendations for their use.The research will

foster innovation in the development of additional,new,and innovative

concrete pavement materials.

LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 9
10 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

REACHING THE DESTINATION 

The CP Road Map is accompanied by a research management plan that outlines a progressive,cooperative approach to managing and conducting the

research.Under this plan,organizations identify common interests,partner

with one another in executing specific contracts,and,in the end,produce and

share a product that is greater than the sum of the parts.

The research management plan emphasizes scope control,phasing of research,

reporting,systems integration,voluntary peer review,maintenance of the

research database,program-wide technology transfer,and assistance to organizations that want to leverage their funds and human resources.

Philosophy for Managing Research

The research management plan is based on these assumptions:

 The CP Road Map is a national research plan,not a plan solely for FHWA,

but for State agencies,and the industry as well.

 The CP Road Map is not restricted to any single funding source.Publicly

financed highway research is decentralized and will probably remain so

through the next highway bill.

 Even in a decentralized arena like research, it is possible—indeed,

critical—for stakeholder groups to come together voluntarily.Federal,

State, and industry research staff and engineers around the country are

looking for more opportunities to pool their funds and other resources in

win-win situations.The Midwest Concrete Consortium is an example of a

successful cooperative approach to research.

 The all-too-common disconnection between research results and implementation of those results must be fixed.Communication,technology

transfer,and outreach activities must be elevated to the same level of

importance as research itself.

 The CP Road Map is too comprehensive and too important for a part-time

implementation effort.Managing the overall research program effectively

and judiciously will require full-time,dedicated personnel with adequate

resources.

Governing Structure 

In line with this general philosophy,the research management plan outlines a

four-tier system of participation and responsibility:an executive advisory committee,an administrative support group,research track team leaders,and sustaining organizations.

A tri-party executive advisory committee,representing FHWA,State departments of transportation,and industry,will provide broad oversight of the CP

Road Map.It will be a decision- and policymaking,facilitation group with many

responsibilities including:

 Assembling research track team leaders.

 Promoting partnering arrangements.

 Ensuring adequate integration of research across tracks.

 Developing and implementing a strategy to ensure that software products

developed through various research tracks will be compatible with each

other.

 Identifying new research program areas.

 Overseeing updates to and maintenance of the research database.

 Developing a comprehensive technology transfer and training program for

products of the CP Road Map.

 Developing a communications effort to keep the CP Road Map and its

products in front of stakeholders and the public.

 Conducting self-evaluation studies.

 Keeping the momentum focused on outcomes,not just output.

An administrative support group will provide professional management services for the executive advisory committee and,to a lesser degree,the research

track team leaders.It will be the “doing”body for coordination and support

activities,like maintaining the research database.

Research track team leaders will coordinate and oversee all activities within a

specific research track:

 Validating and updating the track.

 Developing broad problem statements into specific,separate research projects,with scopes of work,timelines,and budgets.

 Identifying organizations to conduct or partner in the research.

 Establishing and overseeing subordinate technical expert working groups

toguide complex work.

 Ensuring proper integration of work within the track and across track lines.

 Developing status reports.

Sustaining organizations—agencies,consultants,universities,professional

associations,and other organizations with specialized interests and skills that

are interested in pooling dedicated funds—will assume responsibility for conducting research through cooperation,partnerships,and funding agreements.

Some people and organizations will assume multiple roles.

In addition,sustaining organizations conducting research under the CP Road

Map may retain full fiscal and technical control of the work under their jurisdictions.The key to successful conduct of the research,however,is cooperation,

and the research management plan facilitates and supports cooperative

efforts.
RESEARCH MANAGEMENT PLAN

oLONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 11

EXECUTIVE ADVISORY COMMITTEE

Responsible for guidance and oversight of the CP Road Map 

including:

Strategic Road Map updates, integration of research tracks

Research database management

 Integration of new software products

Communications and technology transfer

Partnering and fund management

Innovative research

Members of executive advisory committee are representatives 

from Federal, State, and industry organizations.

Potential Sustaining Organizations

Federal Highway Administration (FHWA) 

National Cooperative Highway Research Program (NCHRP)

American Association of State Highway and Transportation Officials (AASHTO)

National Ready Mixed Concrete Association (NRMCA)

American Concrete Paving Association (ACPA) 

National Stone, Sand & Gravel Association (NSSGA)

Transportation Research Board (TRB) 

Portland Cement Association (PCA) 

Individual State departments of transportation

Midwest Concrete Consortium

ADMINISTRATIVE SUPPORT GROUP

Provides support to executive steering committee and research 

track team leaders by:

Providing lists of potential track leaders

Suggesting and facilitating partnering arrangements

Helping integrate research across tracks

Updating and maintaining the research database

Obtaining information from State and Federal agencies on current research

Developing recommendations for improving, adjusting, or 

adding new research

Soliciting new and innovative ideas and concepts

Organizing continuous expert review and advice on conduct of research

Recommending strategies to ensure software compatibility

Addressing intellectual property rights issues

Identifying and recommending technology transfer activities

Identifying and facilitating the development of specific, track-related 

training efforts

Developing and implementing a communications effort

RESEARCH TRACK TEAM 

LEADERS

Oversee work within each 

track—schedules, budgets, 

integration, plan updates.

Track 1 Leaders

Mix design

Track 2 Leaders 

Design guide 

Track 3 Leaders

Nondestructive testing

Track 4 Leaders

Surface characteristics

Track 5 Leaders

Equipment advancements

Track 6 Leaders

Innovative joints

Track 7 Leaders

Rehabilitation and construction

Track 8 Leaders

Long life

Track 9 Leaders

Data collection

Track 10 Leaders

Pavement performance

Track 11 Leaders (Executive 

Committee)

Business systems and 

economics

Track 12 Leaders

Advanced materials
12 LONG-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY

THE CP ROAD MAP 

TRACKS AND SUBTRACKS

The CP Road Map is a 7- to 10-year plan for concrete pavement research

consisting of the following tracks and subtracks.

The general range of costs associated with each track represents

the time dedicated to the CP Road Map by multiple stakeholders

who contributed to its development. The support needed for this

effort comes from in-kind services and funding provided by a

number of participants including industry organizations, State

departments of transportation, and Federal agencies. These estimates are subject to change as the CP Road Map evolves.

1. Performance-Based Concrete Pavement Mix Design System

$30-68M*

•Portland Cement Concrete (PCC) Mix Design System Development and

Integration.

•PCC Mix Design Laboratory Testing and Equipment.

•PCC Mix Design Modeling.

•PCC Mix Design Evaluation and Implementation.

2. Performance-Based Design Guide for New and Rehabilitated

Concrete Pavements $41-60M 

• Design Guide Structural Models.

• Design Guide Inputs, Performance Models, and Reliability.

•Special Design and Rehabilitation Issues.

• Improved Mechanistic Design Procedures.

• Design Guide Implementation.

3. High-Speed Nondestructive Testing and Intelligent

Construction Systems $20-41M

• Field Control.

• Nondestructive Testing Methods.

• Nondestructive Testing and Intelligent Control System Evaluation, and

Implementation.

4. Optimized Surface Characteristics for Safe, Quiet, and Smooth

Concrete Pavements $25-54M 

•Concrete Pavement Texture and Friction.

•Concrete Pavement Smoothness.

•Tire-Pavement Noise.

• Integration of Concrete Pavement Surface Characteristics.

•Evaluation of Products for Concrete Pavement Surface Characteristics.

•Concrete Pavement Surface Characteristics Implementation.

• Other Concrete Pavement Surface Characteristics.

5. Concrete Pavement Equipment Automation and Advancements

$26-56M 

•Concrete Batching and Mixing Equipment.

•Concrete Placement Equipment.

•Concrete Pavement Curing,Texturing, and Jointing Equipment.

•Concrete Pavement Foundation Equipment.

•Concrete Pavement Reconstruction Equipment.

•Concrete Pavement Restoration Equipment.

• Advanced Equipment Evaluation and Implementation.

6. Innovative Concrete Pavement Joint Design, Materials, and

Construction $10-15M

• Joint Design Innovations.

• Joint Materials, Construction, Evaluation, and Rehabilitation

Innovations.

• Innovative Joints Implementation.

7. High-Speed Concrete Pavement Rehabilitation and

Construction $10-20M 

• Rehabilitation and Construction Planning and Simulation.

•Precast and Modular Concrete Pavements.

• Fast-Track Concrete Pavements.

• Rehabilitation and Construction Evaluation and Implementation.

8. Long Life Concrete Pavements $11-17M

•Pavement Strategy for Long Life Concrete Pavements.

•Construction and Materials for Long Life Concrete Pavements and

Overlays.

• Long Life Concrete Pavement Implementation.

9. Concrete Pavement Accelerated and Long-Term Data Collection

$10-16M 

•Planning and Designing Accelerated Loading and Long-Term Data

Collection.

• Materials, Construction, Monitoring, and Reporting on Testing.

• Accelerated Loading and Long-Term Data Collection Implementation.

10. Concrete Pavement Performance $3-4M

•Technologies for Determining Concrete Pavement Performance.

• Guidelines and Protocols for Concrete Pavement Performance.

11. Concrete Pavement Business Systems and Economics 

$21-31M

•Concrete Pavement Research and Technology Management and

Implementation.

•Concrete Pavement Economics and Life Cycle Costs.

•Contracting and Incentives for Concrete Pavement Work.

•Technology Transfer and Publications for Concrete Pavement Best

Practices.

•Concrete Pavement Decisions with Environmental Impact.

12. Advanced Concrete Pavement Materials $11-23M

•Performance-Enhancing Concrete Pavement Materials.

•Construction-Enhancing Concrete Pavement Materials.

•Environment-Enhancing Concrete Pavement Materials.

$218-405M Total

*All numbers are rounded
HOW CAN YOU PARTICIPATE? ARTICIPATE? 

Beginning a long-term research program is a long, slow process. In this case, the CP Road Map provides a framework for moving forward.

Stakeholders in the concrete pavement community are invited to participate:

 Toreceive a printed copy of the full two-volume CP Road Map, with complete problem statements (available mid- 2005),

contact Peter Kopac, Federal Highway Administration, 202–493–3151,peter.kopac@fhwa.dot.gov.

 An electronic version of the CP Road Map and the two-volume report will also be available on the Federal Highway Administration’s

Web site in mid- 2005. See www.tfhrc.gov.

 For more information, go to www.tfhrc.govand search for CP Road Map.
HRT-05-047

HRDI-11/06-05(10M)E