L o n g - Te rm Plan for Concrete Pavement

Research and Technology—The Concrete

Pavement Road Map: Volume II,Tracks

FHWA PUBLICATION NUMBER: HRT-05-053 SEPTEMBER 2005

Research, Development, and Technology

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296
Foreword 

The concrete paving industry has experienced many changes in the last 15 years. To achieve 

concrete pavement’s full potential in the 21st century, the industry has identified trends that call 

for dramatic, even revolutionary, improvements. With an aim toward a holistic approach, the 

improvements can best be served by a carefully developed and aggressively implemented 

strategic plan for research and technology transfer. The Long-Term Plan for Concrete 

Pavement Research and Technology (CP Road Map) is that plan. 

This is volume 2 of two volumes. It contains the research problem statements to be addressed 

under the CP Road Map. Sufficient copies of this report are being distributed to provide eight 

copies to each FHWA Resource Center, five copies to each FHWA Division, and a minimum of 

eight copies to each State highway agency. Direct distribution is being made to the division 

offices for their forwarding to the State highway agencies. Additional copies for the public are 

available from the National Technical Information Service (NTIS), 5285 Port Royal Road, 

Springfield, VA 22161. 

 

Steven B. Chase, Ph.D. 

Acting Director, Office of Infrastructure 

Research and Development 

Notice 

This document is disseminated under the sponsorship of the U.S. Department of Transportation 

in the interest of information exchange. The U. S. Government assumes no liability for the use 

of the information contained in this document. This report does not constitute a standard, 

specification, or regulation. 

The U.S. Government does not endorse products or manufacturers. Trademarks or 

manufacturers’ names appear in this report only because they are considered essential to the 

object of the document. 

Quality Assurance Statement 

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. 

Standards and policies are used to ensure and maximize the quality, objectivity, utility, and 

integrity of its information. FHWA periodically reviews quality issues and adjusts its programs 

and processes to ensure continuous quality improvement. 
Technical Report Documentation Page 

1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. 

FHWA-HRT-05-053 N/A N/A 

4. Title and Subtitle 5. Report Date 

September 2005 

 

Long-Term Plan for Concrete Pavement Research and Technology—

The CP Road Map: Volume II, Tracks 

 6. Performing Organization Code 

 N/A 

7. Authors(s) 8. Performing Organization Report No. 

Theodore R. Ferragut, TDC Partners, Ltd.; Robert Rasmussen, 

Transtec Group, Inc.; Michael Darter, ERES Consultants; Dale 

Harrington and Mark Anderson-Wilk, Iowa State University 

N/A 

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) 

 N/A 

 11. Contract or Grant No. 

DTFH 61-03-H-00103 

 13. Type of Report and Period Covered 

Center for Portland Cement Concrete Pavement Technology 

Iowa State University 

2901 South Loop Drive, Suite 3100 

Ames, IA 50010

Final Report

12. Sponsoring Agency Name and Address 14. Sponsoring Agency Code 

 

 

Office of Infrastructure Research and Development 

Turner-Fairbank Highway Research Center 

Federal Highway Administration 

6300 Georgetown Pike 

McLean, VA 22101 

15. Supplementary Notes 

Peter Kopac was the Contracting Officer’s Technical Representative, Federal Highway Administration, TurnerFairbank Highway Research Center, Office of Infrastructure Research and Development, HRDI-11. 

16. Abstract 

The Long-Term Plan for Concrete Pavement Research and Technology (CP Road Map) is a holistic, strategic 

plan for concrete pavement research and technology transfer. The CP Road Map is a 7- to 10-year plan that 

includes 12 distinct but integrated research tracks leading to specific products and processes. The resulting 

improvements will help the concrete pavement industry meet the challenges of, and achieve the industry’s full 

potential in, the 21st century. The plan was developed in close partnership with stakeholders representing all 

aspects of the concrete pavement community, public and private, and the research will be conducted through 

partnerships of stakeholders. The CP Road Map is presented in two volumes. Volume I (FHWA HRT-05-51) 

describes why the research plan is needed, how it was developed, and, generally, what the plan includes. Volume 

I also describes the research management plan that will guide the conduct and implementation of research. 

Volume II describes in detail the 12 tracks of research. Each track description includes a general overview, a 

track goal, track action items, a list of subtracks, and detailed problem statements within each subtrack. 

17. Key Words 18. Distribution Statement 

business systems, concrete pavement, construction, design, 

materials, mixtures, pavement management, pavement 

performance, portland cement concrete pavement, research 

and technology, research management plan

No restrictions. This document is available to the 

Public through the National Technical Information 

Service; Springfield, VA 22161 

19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price 

 Unclassified Unclassified 435 

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized (art. 5/94)
 ii 

SI* (MODERN METRIC) CONVERSION FACTORS 

APPROXIMATE CONVERSIONS TO SI UNITS

Symbol When You Know Multiply By To Find Symbol 

LENGTH 

in inches 25.4 millimeters mm 

ft feet 0.305 meters m 

yd yards 0.914 meters m 

mi miles 1.61 kilometers km 

AREA 

in2 square inches 645.2 square millimeters mm2

ft2 square feet 0.093 square meters m2

yd2 square yard 0.836 square meters m2

ac acres 0.405 hectares ha

mi2 square miles 2.59 square kilometers km2

VOLUME 

fl oz fluid ounces 29.57 milliliters mL 

gal gallons 3.785 liters L 

ft3 cubic feet 0.028 cubic meters m3 

yd3 cubic yards 0.765 cubic meters m3 

NOTE: volumes greater than 1000 L shall be shown in m3

MASS 

oz ounces 28.35 grams g

lb pounds 0.454 kilograms kg

T short tons (2000 lb) 0.907 megagrams (or "metric ton") Mg (or "t") 

TEMPERATURE (exact degrees) o

F Fahrenheit 5 (F-32)/9 Celsius oC 

or (F-32)/1.8 

ILLUMINATION 

fc foot-candles 10.76 lux lx

fl foot-Lamberts 3.426 candela/m2 cd/m2

FORCE and PRESSURE or STRESS 

lbf poundforce 4.45 newtons N 

lbf/in2 poundforce per square inch 6.89 kilopascals kPa 

APPROXIMATE CONVERSIONS FROM SI UNITS 

Symbol When You Know Multiply By To Find Symbol 

LENGTH

mm millimeters 0.039 inches in 

m meters 3.28 feet ft 

m meters 1.09 yards yd 

km kilometers 0.621 miles mi 

AREA mm2

 square millimeters 0.0016 square inches in2 

m2 square meters 10.764 square feet ft2 

m2 square meters 1.195 square yards yd2 

ha hectares 2.47 acres ac

km2 square kilometers 0.386 square miles mi2 

VOLUME 

mL milliliters 0.034 fluid ounces fl oz 

L liters 0.264 gallons gal 

m3 cubic meters 35.314 cubic feet ft3 

m3 cubic meters 1.307 cubic yards yd3 

MASS 

g grams 0.035 ounces oz

kg kilograms 2.202 pounds lb

Mg (or "t") megagrams (or "metric ton") 1.103 short tons (2000 lb) T 

TEMPERATURE (exact degrees) o

C Celsius 1.8C+32 Fahrenheit oF 

ILLUMINATION 

lx lux 0.0929 foot-candles fc 

cd/m2 candela/m2 0.2919 foot-Lamberts fl

FORCE and PRESSURE or STRESS 

N newtons 0.225 poundforce lbf 

kPa kilopascals 0.145 poundforce per square inch lbf/in2

*SI is the symbol for th International System of Units. Appr e opriate rounding should be made to comply with Section 4 of ASTM E380. 

(Revised March 2003)
iii 

TABLE OF CONTENTS 

EXECUTIVE SUMMARY ........................................................................................................................ 1

THE CP ROAD MAP .......................................................................................................................... 3

WHAT IS UNIQUE ABOUT THE CP ROAD MAP?...................................................................... 3

A VISIONARY CHARGE................................................................................................................... 3

DRAWING A NEW MAP FOR CONCRETE PAVEMENTS ........................................................ 4

A “Living” Research Database..................................................................................................... 4

Stakeholder Input .......................................................................................................................... 4

From Stakeholder Input to Plan................................................................................................... 6

Problem Statements....................................................................................................................... 6

Track Integration........................................................................................................................... 6

CP ROAD MAP RESEARCH TRACKS ........................................................................................... 6

REACHING THE DESTINATION.................................................................................................... 8

Philosophy for Managing Research ............................................................................................. 9

Governing Structure...................................................................................................................... 9

THE CP ROAD MAP TRACKS AND SUBTRACKS.................................................................... 10

1. Performance-Based Concrete Pavement Mix Design System ($30–68 M*)........................ 10

2. Performance-Based Design Guide for New and Rehabilitated Concrete Pavements 

($41–60 M)................................................................................................................................. 10

3. High-Speed Nondestructive Testing and Intelligent Construction Systems ($20–41 M)... 10

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

($25–54 M) ................................................................................................................................ 11

5. Concrete Pavement Equipment Automation and Advancements ($26–56 M)................... 11

6. Innovative Concrete Pavement Joint Design, Materials, and Construction ($10–15 M) .. 11

7. High-Speed Concrete Pavement Rehabilitation and Construction ($10–20 M)................. 11

8. Long Life Concrete Pavements ($11–17 M) .......................................................................... 11

9. Concrete Pavement Accelerated and Long-Term Data Collection ($10–16 M)................. 11

10.Concrete Pavement Performance ($3–4 M).......................................................................... 11

11. Concrete Pavement Business Systems and Economics ($21–31 M)................................... 12

12. Advanced Concrete Pavement Materials ($11–23 M) ........................................................ 12

ORGANIZATION OF VOLUMES I AND II.................................................................................. 12

HOW CAN YOU PARTICIPATE?.................................................................................................. 13

TRACK 1. PERFORMANCE-BASED CONCRETE PAVEMENT MIX DESIGN 

SYSTEM (MD).......................................................................................................................................... 15

TRACK 1 (MD) OVERVIEW........................................................................................................... 19

Track Goal.................................................................................................................................... 19

Track Objectives .......................................................................................................................... 19

Research Gaps.............................................................................................................................. 20

Research Challenges .................................................................................................................... 20

Research Track 1 (MD) Phasing ................................................................................................ 21

Research Track 1 (MD) Estimated Costs .................................................................................. 22

Track Organization: Subtracks and Problem Statements....................................................... 23

SUBTRACK MD 1. PCC MIX DESIGN SYSTEM DEVELOPMENT AND INTEGRATION 24

Problem Statement MD 1.0. Framework for PCC Mix Design System Development and 

Integration (Subtrack MD 1)................................................................................................... 25

Problem Statement MD 1.1. PCC Pavement Mix Design System Integration Stage 1: 

Volumetrics-Based Mix Design (Mix Proportioning)............................................................ 26

Problem Statement MD 1.2. PCC Pavement Mix Design System Integration Stage 2: 

Property-Based Mix Design..................................................................................................... 27
 iv 

Problem Statement MD 1.3. PCC Pavement Mix Design System Integration Stage 3: 

Performance-Based Mix Design .............................................................................................. 28

Problem Statement MD 1.4. PCC Pavement Mix Design System Integration Stage 4: 

Functionally Based Mix Design ............................................................................................... 29

Problem Statement MD 1.5. Integrating Recycled Materials into PCC Mix 

Design System ........................................................................................................................... 30

SUBTRACK MD 2. PCC MIX DESIGN LABORATORY TESTING AND EQUIPMENT...... 31

Problem Statement MD 2.0. Framework for PCC Mix Design Laboratory Testing and 

Equipment (Subtrack MD 2) ................................................................................................... 33

Problem Statement MD 2.1. Laboratory Mixer to Replicate PCC Field Batching ............... 34

Problem Statement MD 2.2. Laboratory Compactor to Replicate Concrete 

Paving Practice ......................................................................................................................... 35

Problem Statement MD 2.3. Aggregate Tests for PCC Mix Characterization ...................... 36

Problem Statement MD 2.4. Performance-Based Cementitious Materials Specifications.... 37

Problem Statement MD 2.5. PCC Mix Durability Tests .......................................................... 38

Problem Statement MD 2.6. PCC Mix Compatibility Tests .................................................... 39

Problem Statement MD 2.7. PCC Mix Property Test Development....................................... 40

Problem Statement MD 2.8. PCC Mix Thermal Tests ............................................................. 41

Problem Statement MD 2.9. PCC Mix Performance Testing Equipment .............................. 42

Problem Statement MD 2.10. PCC Mix Functional Testing Equipment................................ 43

Problem Statement MD 2.11. Expert System for PCC Mixes.................................................. 44

SUBTRACK MD 3. PCC MIX DESIGN MODELING.................................................................. 45

Problem Statement MD 3.0. Framework for PCC Mix Design Modeling (Subtrack MD 3) 46

Problem Statement MD 3.1. Aggregate Models for Optimizing PCC Mixtures .................... 47

Problem Statement MD 3.2. Fresh PCC Pavement Behavior Models .................................... 48

Problem Statement MD 3.3. Hardened PCC Pavement Behavior Models............................. 49

Problem Statement MD 3.4. Improved PCC Pavement Performance Models Adaptation .. 50

Problem Statement MD 3.5. Functional PCC Pavement Models Adaptation........................ 51

Problem Statement MD 3.6. Characterizing Concrete Materials Variability........................ 52

Problem Statement MD 3.7. PCC Mix Model Calibration ...................................................... 53

Problem Statement MD 3.8. PCC Mix Model Validation ........................................................ 54

SUBTRACK MD 4. PCC MIX DESIGN EVALUATION AND IMPLEMENTATION............. 55

Problem Statement MD 4.0. Framework for PCC Mix Design Evaluation and 

Implementation (Subtrack MD 4)........................................................................................... 56

Problem Statement MD 4.1. PCC Pavement Mix Design System Conferences and 

Workshops................................................................................................................................. 57

Problem Statement MD 4.2. Support for FHWA Mobile Concrete Laboratory 

Demonstrations ......................................................................................................................... 58

Problem Statement MD 4.3. Standardized Databases and Electronic Communications 

Protocols for the Concrete Pavement Industry...................................................................... 59

Problem Statement MD 4.4. Web-Based Training System for Implementation of PCC 

Research Products .................................................................................................................... 60

Problem Statement MD 4.5. PCC Mix Design Equipment for States ..................................... 61

TRACK 2. PERFORMANCE-BASED DESIGN GUIDE FOR NEW AND REHABILITATED 

CONCRETE PAVEMENTS (DG) .......................................................................................................... 63

TRACK 2 (DG) OVERVIEW ........................................................................................................... 67

Track Goal.................................................................................................................................... 67

Track Objectives .......................................................................................................................... 68

Research Gaps.............................................................................................................................. 68

Research Challenges .................................................................................................................... 68

Research Track 2 (DG) Phasing ................................................................................................. 70
v 

Research Track 2 (DG) Estimated Costs ................................................................................... 71

Track Organization: Subtracks and Problem Statements....................................................... 72

SUBTRACK DG 1. DESIGN GUIDE STRUCTURAL MODELS................................................ 73

Problem Statement DG 1.0. Framework for Design Guide Structural Models 

(Subtrack DG 1)........................................................................................................................ 74

Problem Statement DG 1.1. Development of Benchmark Problems for Concrete Pavement 

Structural Models Validation .................................................................................................. 75

Problem Statement DG 1.2. Improvement of 2D and/or 3D Structural Models for Jointed 

Plain Concrete Pavement and Continuously Reinforced Concrete Pavement Used for 

Reconstruction and Overlays................................................................................................... 76

Problem Statement DG 1.3. Development of Model for Erosion Related to Material 

Properties under Dynamic Wheel Loading............................................................................ 77

Problem Statement DG 1.4. Improvements to Dynamic Modeling of Concrete Pavement 

Systems for Use in Design and Analysis ................................................................................. 78

Problem Statement DG 1.5. Structural Models for Special New Types of Concrete 

Pavements and Overlays .......................................................................................................... 79

SUBTRACK DG 2. DESIGN GUIDE INPUTS, PERFORMANCE MODELS, AND 

RELIABILITY ................................................................................................................................... 80

Problem Statement DG 2.0. Framework for Design Guide Inputs, Performance Models, 

and Reliability (Subtrack DG 2).............................................................................................. 81

Problem Statement DG 2.1. Enhancement and Validation of Enhanced Integrated 

Climatic Models for Temperature, Moisture, and Moduli ................................................... 82

Problem Statement DG 2.2. Development and Enhancement of Concrete Materials 

Models for Improved Pavement Design ................................................................................. 83

Problem Statement DG 2.3. Enhancement and Validation of Traffic Loading Models 

Unique to Concrete Pavements................................................................................................ 84

Problem Statement DG 2.4. Improved Jointed Plain Concrete Pavement Deterioration 

Models........................................................................................................................................ 85

Problem Statement DG 2.5. Improved Continuously Reinforced Concrete Pavement 

Cracking and Punchout Prediction Models ........................................................................... 86

Problem Statement DG 2.6. Improved Consideration of Foundation and Subdrainage 

Models........................................................................................................................................ 87

Problem Statement DG 2.7. Identify and Implement New and Practical Ways to 

Incorporate Reliability into Concrete Pavement Design and Rehabilitation...................... 88

SUBTRACK DG 3. SPECIAL DESIGN AND REHABILITATION ISSUES ............................. 89

Problem Statement DG 3.0. Framework for Special Design and Rehabilitation Issues 

(Subtrack DG 3)........................................................................................................................ 91

Problem Statement DG 3.1. Concrete Pavement Design Aspects Related to 

Multiple/Additional Lanes ....................................................................................................... 92

Problem Statement DG 3.2. Characterization of Existing PCC or Hot-Mix Asphalt 

Pavement to Provide an Adequate Rehabilitation Design .................................................... 93

Problem Statement DG 3.3. Improvements to Concrete Overlay Design Procedures........... 94

Problem Statement DG 3.4. Improvements to Concrete Pavement Restoration/ 

Preservation Procedures .......................................................................................................... 95

Problem Statement DG 3.5. Development of New and Innovative Concrete 

Pavement Type Designs............................................................................................................ 96

Problem Statement DG 3.6. Optimizing Procedure for New Design and Future 

Maintenance and Rehabilitation Capable of Minimizing Total Life Cycle Costs, Lane 

Closure Time, and Other Design Goals over the Range of Design Life............................... 97

SUBTRACK DG 4. IMPROVED MECHANISTIC DESIGN PROCEDURES........................... 98

Problem Statement DG 4.0. Framework for Improved Mechanistic Design Procedures 

(Subtrack DG 4)........................................................................................................................ 99
 vi 

Problem Statement DG 4.1. Incremental Improvements to Mechanistic-Empirical 

Pavement Design Guide Procedures ...................................................................................... 100

Problem Statement DG 4.2. New Mechanistic-Empirical Pavement Design Guide 

Procedures for Paradigm Shift Capabilities ........................................................................ 101

SUBTRACK DG 5. DESIGN GUIDE IMPLEMENTATION ..................................................... 102

Problem Statement DG 5.1. Implementation of the Mechanistic-Empirical 

Pavement Design Guide .......................................................................................................... 103

TRACK 3. HIGH-SPEED NONDESTRUCTIVE TESTING AND INTELLIGENT 

CONSTRUCTION SYSTEMS (ND)..................................................................................................... 105

TRACK 3 (ND) OVERVIEW.......................................................................................................... 107

Track Goal.................................................................................................................................. 107

Track Objectives ........................................................................................................................ 108

Research Gaps............................................................................................................................ 108

Research Challenges .................................................................................................................. 108

Research Track 3 (ND) Phasing ............................................................................................... 109

Research Track 3 (ND) Estimated Costs ................................................................................. 110

Track Organization: Subtracks and Problem Statements..................................................... 111

SUBTRACK ND 1. FIELD CONTROL......................................................................................... 112

Problem Statement ND 1.0. Framework for Field Control (Subtrack ND 1)....................... 113

Problem Statement ND 1.1. Field Quality Control/Quality Assurance Tests for 

Performance-Based Concrete Mix Design............................................................................ 114

Problem Statement ND 1.2. Field Validation of Field Quality Control/Quality Assurance 

Tests ......................................................................................................................................... 115

Problem Statement ND 1.3. Revise Performance-Related Specifications to Include 

Concrete Mix Properties ........................................................................................................ 116

SUBTRACK ND 2. NONDESTRUCTIVE TESTING METHODS ............................................ 117

Problem Statement ND 2.0. Framework for Nondestructive Methods (Subtrack ND 2).... 119

Problem Statement ND 2.1. Concrete Temperature and Moisture Sensing......................... 120

Problem Statement ND 2.2. Concrete Pavement Thickness Sensing .................................... 121

Problem Statement ND 2.3. Dowel/Tie Bar Alignment Sensing ............................................ 122

Problem Statement ND 2.4. Concrete Curing Effectiveness Sensing.................................... 123

Problem Statement ND 2.5. Concrete Pavement Support Sensing ....................................... 124

Problem Statement ND 2.6. Workability Sensing................................................................... 125

Problem Statement ND 2.7. Sensing of Air Systems in Concrete Pavement ........................ 126

Problem Statement ND 2.8. Concrete Mix Density and Volumetrics Sensing ..................... 127

Problem Statement ND 2.9. Concrete Pavement Smoothness Sensing ................................. 128

Problem Statement ND 2.10. Concrete Pavement Texture (Skid Resistance, 

Splash/Spray) Sensing ............................................................................................................ 129

Problem Statement ND 2.11. Tire-Pavement Noise Sensing.................................................. 130

Problem Statement ND 2.12. Integrated Intelligent Concrete Paving System..................... 131

SUBTRACK ND 3. NONDESTRUCTIVE TESTING AND INTELLIGENT CONTROL 

SYSTEM EVALUATION AND IMPLEMENTATION............................................................... 132

Problem Statement ND 3.0. Framework for Nondestructive Testing and Intelligent 

Control System Evaluation and Implementation (Subtrack ND 3) ................................... 133

Problem Statement ND 3.1. Workshops on Field Quality Control Testing of Concrete 

Pavement ................................................................................................................................. 134

Problem Statement ND 3.2. Workshops on Nondestructive Testing and Evaluation of 

Concrete Pavements ............................................................................................................... 135

Problem Statement ND 3.3. Web-Based Training for Implementing Concrete Pavement 

Research Products .................................................................................................................. 136

Problem Statement ND 3.4. Unified Concrete Pavement Management System .................. 137
vii 

TRACK 4. OPTIMIZED SURFACE CHARACTERISTICS FOR SAFE, QUIET, AND 

SMOOTH CONCRETE PAVEMENTS (SC) ...................................................................................... 139

TRACK 4 (SC) OVERVIEW .......................................................................................................... 143

Track Goal.................................................................................................................................. 144

Track Objectives ........................................................................................................................ 144

Research Gaps............................................................................................................................ 144

Research Challenges .................................................................................................................. 145

Research Track 4 (SC) Phasing ................................................................................................ 146

Research Track 4 (SC) Estimated Costs.................................................................................. 147

Track Organization: Subtracks and Problem Statements..................................................... 148

SUBTRACK SC 1. CONCRETE PAVEMENT TEXTURE AND FRICTION ......................... 149

Problem Statement SC 1.0. Framework for Concrete Pavement Texture and Friction 

(Subtrack SC 1)....................................................................................................................... 150

Problem Statement SC 1.1. High-Speed 3D Macrotexture Assessment Equipment............ 151

Problem Statement SC 1.2. In Situ 3D Microtexture Assessment Equipment..................... 152

Problem Statement SC 1.3. High-Speed 3D Microtexture Assessment Equipment............. 153

Problem Statement SC 1.4. Behind-the-Paver Texture Sensing Equipment........................ 154

Problem Statement SC 1.5. Multidimensional Concrete Pavement Friction Assessment... 155

Problem Statement SC 1.6. Unified Concrete Pavement Texture and Friction Model ....... 156

SUBTRACK SC 2. CONCRETE PAVEMENT SMOOTHNESS ............................................... 157

Problem Statement SC 2.0. Framework for Concrete Pavement Smoothness 

(Subtrack SC 2)....................................................................................................................... 158

Problem Statement SC 2.1. High-Speed, High-Resolution 3D Concrete Pavement 

Profiling ................................................................................................................................... 159

Problem Statement SC 2.2. Next Generation Smoothness Index Development and 

Specifications........................................................................................................................... 160

Problem Statement SC 2.3. Behind-the-Paver Smoothness Sensing Equipment ................. 161

Problem Statement SC 2.4. Design and Construction Guidelines to Improve Concrete 

Pavement Smoothness ............................................................................................................ 162

SUBTRACK SC 3. TIRE-PAVEMENT NOISE ........................................................................... 163

Problem Statement SC 3.0. Framework for Tire-Pavement Noise (Subtrack SC 3)........... 164

Problem Statement SC 3.1. Standardized Tire-Pavement Noise Measurement .................. 165

Problem Statement SC 3.2. Standardized Vehicle Interior Noise Measurement................. 166

Problem Statement SC 3.3. Tire-Pavement Noise Thresholds............................................... 167

Problem Statement SC 3.4. Behind-the-Paver Noise Sensing Equipment............................ 168

Problem Statement SC 3.5. Unified Tire-Pavement Noise Model that Includes 

Texture and Absorptivity....................................................................................................... 169

SUBTRACK SC 4. OTHER CONCRETE PAVEMENT SURFACE CHARACTERISTICS . 170

Problem Statement SC 4.0. Framework for Other Concrete Pavement Surface 

Characteristics (Subtrack SC 4)............................................................................................ 171

Problem Statement SC 4.1. Splash and Spray Assessment Equipment ................................ 172

Problem Statement SC 4.2. Rolling Resistance Assessment Equipment............................... 173

Problem Statement SC 4.3. Reflectivity/Illuminance Assessment Equipment ..................... 174

Problem Statement SC 4.4. Tire and Vehicle Wear Assessment Equipment ....................... 175

SUBTRACK SC 5. INTEGRATION OF CONCRETE PAVEMENT SURFACE 

CHARACTERISTICS ..................................................................................................................... 176

Problem Statement SC 5.0. Framework for Integration of Concrete Pavement Surface 

Characteristics (Subtrack SC 5)............................................................................................ 177

Problem Statement SC 5.1. Comprehensive Concrete Pavement Surface Characteristics 

Field Study............................................................................................................................... 178

Problem Statement SC 5.2. Time Stability Evaluations of Concrete Pavement Surface 

Characteristics ........................................................................................................................ 179
 viii 

Problem Statement SC 5.3. Unified Model for Concrete Pavement Texture, Friction, 

Noise, and Smoothness ........................................................................................................... 180

Problem Statement SC 5.4. PCC Pavement Mix Design System Integration Stage 4: 

Functionally Based Mix Design ............................................................................................. 181

Problem Statement SC 5.5. Relating Pavement Surface Characteristics to Vehicle 

Accidents.................................................................................................................................. 182

SUBTRACK SC 6. EVALUATION OF PRODUCTS FOR CONCRETE PAVEMENT 

SURFACE CHARACTERISTICS ................................................................................................. 183

Problem Statement SC 6.0. Framework for Evaluation of Products for Concrete 

Pavement Surface Characteristics (Subtrack SC 6)............................................................ 184

Problem Statement SC 6.1. Porous Concrete and Related Issues ......................................... 185

Problem Statement SC 6.2. Exposed Aggregate in Two-Course Paving............................... 186

Problem Statement SC 6.3. Engineered/Optimized Wet Concrete Texturing ..................... 187

Problem Statement SC 6.4. Engineered/Optimized Hardened Concrete Grinding and 

Grooving.................................................................................................................................. 188

Problem Statement SC 6.5. Precast Pavement Surfaces ........................................................ 189

SUBTRACK SC 7. CONCRETE PAVEMENT SURFACE CHARACTERISTICS 

IMPLEMENTATION...................................................................................................................... 190

Problem Statement SC 7.0. Framework for Concrete Pavement Surface Characteristics 

Implementation (Subtrack SC 7) .......................................................................................... 191

Problem Statement SC 7.1. Workshops on Products to Improve Concrete Pavement 

Surface Characteristics .......................................................................................................... 192

Problem Statement SC 7.2. Workshops on Measurement of Concrete Pavement Surface 

Characteristics ........................................................................................................................ 193

Problem Statement SC 7.3. Web-Based Training for Implementing Research Products 

for Concrete Pavement Surface Characteristics.................................................................. 194

TRACK 5. CONCRETE PAVEMENT EQUIPMENT AUTOMATION AND 

ADVANCEMENTS (EA) ....................................................................................................................... 195

TRACK 5 (EA) OVERVIEW.......................................................................................................... 199

Track Goal.................................................................................................................................. 199

Track Objectives ........................................................................................................................ 199

Research Gaps............................................................................................................................ 200

Research Challenges .................................................................................................................. 200

Research Track 5 (EA) Phasing................................................................................................ 201

Research Track 5 (EA) Estimated Costs.................................................................................. 202

Track Organization: Subtracks and Problem Statements..................................................... 203

SUBTRACK EA 1. CONCRETE BATCHING AND MIXING EQUIPMENT ......................... 204

Problem Statement EA 1.0. Framework for Concrete Batching and Mixing Equipment 

(Subtrack EA 1) ...................................................................................................................... 205

Problem Statement EA 1.1. High-Efficiency Concrete Batching .......................................... 206

Problem Statement EA 1.2. Automated Aggregate Feed Sensing: Moisture, Gradation, 

Shape, and Texture................................................................................................................. 207

SUBTRACK EA 2. CONCRETE PLACEMENT EQUIPMENT................................................ 208

Problem Statement EA 2.0. Framework for Concrete Placement Equipment 

(Subtrack EA 2) ...................................................................................................................... 209

Problem Statement EA 2.1. Stringless Concrete Paving ........................................................ 210

Problem Statement EA 2.2. Roller-Compacted Concrete Paving ......................................... 211

Problem Statement EA 2.3. Zero-Clearance Paving............................................................... 212

Problem Statement EA 2.4. Two-Course Concrete Paving.................................................... 213

Problem Statement EA 2.5. Automated Material Sensing and Equipment Adjustments... 214

Problem Statement EA 2.6. Fully Automated One-Pass Paving ........................................... 215
ix 

SUBTRACK EA 3. CONCRETE PAVEMENT CURING, TEXTURING, AND JOINTING 

EQUIPMENT ................................................................................................................................... 216

Problem Statement EA 3.0. Framework for Concrete Pavement Curing, Texturing, and 

Jointing Equipment (Subtrack EA 3) ................................................................................... 217

Problem Statement EA 3.1. High-Speed, Early, and Efficient Concrete Pavement 

Jointing .................................................................................................................................... 218

Problem Statement EA 3.2. Advanced Concrete Pavement Surface Texturing 

Equipment ............................................................................................................................... 219

Problem Statement EA 3.3. Accelerated Concrete Hydration Equipment........................... 220

Problem Statement EA 3.4. Advanced Concrete Pavement Joint Forming ......................... 221

SUBTRACK EA 4. CONCRETE PAVEMENT FOUNDATION EQUIPMENT ...................... 222

Problem Statement EA 4.0. Framework for Concrete Pavement Foundation Equipment 

(Subtrack EA 4) ...................................................................................................................... 223

Problem Statement EA 4.1. Rapid Subgrade/Subbase Stabilization .................................... 224

Problem Statement EA 4.2. Automated Subdrain Installation in Concrete Pavement 

Construction............................................................................................................................ 225

SUBTRACK EA 5. CONCRETE PAVEMENT RECONSTRUCTION EQUIPMENT ........... 226

Problem Statement EA 5.0. Framework for Concrete Pavement Reconstruction 

Equipment (Subtrack EA 5) .................................................................................................. 227

Problem Statement EA 5.1. High-Speed, In Situ PCC Pavement Breakup, Removal, and 

Processing................................................................................................................................ 228

Problem Statement EA 5.2. Recycled Concrete Processing/Improvement........................... 229

Problem Statement EA 5.3. High-Speed, In Situ, One-Pass, Full Concrete Pavement 

Reconstruction ........................................................................................................................ 230

SUBTRACK EA 6. CONCRETE PAVEMENT RESTORATION EQUIPMENT.................... 231

Problem Statement EA 6.0. Framework for Concrete Pavement Restoration Equipment 

(Subtrack EA 6) ...................................................................................................................... 232

Problem Statement EA 6.1. Rapid, High-Production Concrete Pavement Grinding.......... 233

Problem Statement EA 6.2. Automated Concrete Pavement Crack Sensing and Sealing .. 234

Problem Statement EA 6.3. Fully Automated Concrete Pavement Restoration 

Equipment ............................................................................................................................... 235

SUBTRACK EA 7. ADVANCED EQUIPMENT EVALUATION AND 

IMPLEMENTATION...................................................................................................................... 236

Problem Statement EA 7.0. Framework for Advanced Equipment Evaluation and 

Implementation (Subtrack EA 7).......................................................................................... 237

Problem Statement EA 7.1. Advanced Concrete Paving Equipment Workshops and 

Demonstrations ....................................................................................................................... 238

Problem Statement EA 7.2. Concrete Paving Equipment Purchases for States .................. 239

TRACK 6. INNOVATIVE CONCRETE PAVEMENT JOINT DESIGN, MATERIALS, AND 

CONSTRUCTION (IJ)........................................................................................................................... 241

TRACK 6 (IJ) OVERVIEW............................................................................................................ 243

Track Goal.................................................................................................................................. 243

Track Objectives ........................................................................................................................ 243

Research Gaps............................................................................................................................ 244

Research Challenges .................................................................................................................. 244

Research Track 6 (IJ) Phasing.................................................................................................. 245

Research Track 6 (IJ) Estimated Costs.................................................................................... 246

Track Organization: Subtracks and Problem Statements..................................................... 246

SUBTRACK IJ 1. JOINT DESIGN INNOVATIONS .................................................................. 247

Problem Statement IJ 1.0. Framework for Joint Design Innovations (Subtrack IJ 1)........ 248
 x 

Problem Statement IJ 1.1. Identify, Develop, and Evaluate Innovative Concepts for 

Concrete Pavement Joint Design, Materials, and Construction......................................... 249

Problem Statement IJ 1.2. Select Promising Innovative Joint Design, Materials, and 

Construction Concepts and Further Develop to Trial Test Stage...................................... 250

Problem Statement IJ 1.3. Optimization of Mechanical Load Transfer Devices for Load 

Transfer Efficiency and Deterioration Models .................................................................... 251

Problem Statement IJ 1.4. Development of an Advanced, High-Speed Joint 

Analysis Tool........................................................................................................................... 252

Problem Statement IJ 1.5. Development of Advanced Joint Sealing Procedures ................ 253

Problem Statement IJ 1.6. Guidelines for Implementing New and Innovative Joint 

Design, Materials, and Construction Concepts.................................................................... 254

SUBTRACK IJ 2. JOINT MATERIALS, CONSTRUCTION, EVALUATION, AND 

REHABILITATION INNOVATIONS........................................................................................... 255

Problem Statement IJ 2.0. Framework for Joint Materials, Construction, Evaluation, 

and Rehabilitation Innovations (Subtrack IJ 2) .................................................................. 256

Problem Statement IJ 2.1. Construction, Testing, and Evaluation of Promising Concrete 

Pavement Joint Design Concepts .......................................................................................... 257

Problem Statement IJ 2.2. Development of Innovative Ways for Detecting Joint 

Deterioration in New and Older Pavements......................................................................... 258

Problem Statement IJ 2.3. Determining the Need and Identifying the Feasibility of 

Alternative Ways to Provide Pressure Relief and Load Transfer Efficiency for 

Concrete Pavements ............................................................................................................... 259

SUBTRACK IJ 3. INNOVATIVE JOINTS IMPLEMENTATION............................................ 260

Problem Statement IJ 3.1. Implementation of Innovative Concrete Pavement Joint 

Design, Materials, and Construction .................................................................................... 261

TRACK 7. HIGH-SPEED CONCRETE PAVEMENT REHABILITATION AND 

CONSTRUCTION (RC) ........................................................................................................................ 263

TRACK 7 (RC) OVERVIEW.......................................................................................................... 265

Track Goal.................................................................................................................................. 265

Track Objectives ........................................................................................................................ 265

Research Gaps............................................................................................................................ 266

Research Challenges .................................................................................................................. 266

Research Track 7 (RC) Phasing ............................................................................................... 267

Research Track 7 (RC) Estimated Costs ................................................................................. 268

Track Organization: Subtracks and Problem Statements..................................................... 268

SUBTRACK RC 1. REHABILITATION AND CONSTRUCTION PLANNING AND 

SIMULATION.................................................................................................................................. 269

Problem Statement RC 1.0. Framework for Rehabilitation and Construction Planning 

and Simulation (Subtrack RC 1)........................................................................................... 270

Problem Statement RC 1.1. Paving Process Simulations and Constructability Review ..... 271

Problem Statement RC 1.2. Traffic Management Simulations ............................................. 272

Problem Statement RC 1.3. Virtual Construction Simulations............................................. 273

SUBTRACK RC 2. PRECAST AND MODULAR CONCRETE PAVEMENTS ...................... 274

Problem Statement RC 2.0. Framework for Precast and Modular Concrete Pavements 

(Subtrack RC 2)...................................................................................................................... 275

Problem Statement RC 2.1. Refinement of Precast, Posttensioned Concrete Pavement 

Technology .............................................................................................................................. 276

Problem Statement RC 2.2. Precast Concrete Pavements for Slab Replacement................ 277

Problem Statement RC 2.3. Lightweight Precast Concrete Pavements................................ 278

Problem Statement RC 2.4. Precast Joints for Joint Replacement ....................................... 279

Problem Statement RC 2.5. Precast Quiet Pavement Surfaces ............................................. 280
xi 

SUBTRACK RC 3. FAST-TRACK CONCRETE PAVEMENTS............................................... 281

Problem Statement RC 3.0. Framework for Fast-Track Concrete Pavements 

(Subtrack RC 3)...................................................................................................................... 282

Problem Statement RC 3.1. Synthesis of Practice for Accelerated (Fast-Track) Paving.... 283

Problem Statement RC 3.2. Accelerated Paving Techniques ................................................ 284

Problem Statement RC 3.3. Accelerated Hydration Methods ............................................... 285

Problem Statement RC 3.4. Accelerated Concrete Pavement Restoration Techniques...... 286

SUBTRACK RC 4. REHABILITATION AND CONSTRUCTION EVALUATION AND 

IMPLEMENTATION...................................................................................................................... 287

Problem Statement RC 4.0. Framework for Rehabilitation and Construction Evaluation 

and Implementation (Subtrack RC 4) .................................................................................. 288

Problem Statement RC 4.1. Workshops on Fast-Track Concrete Paving............................ 289

Problem Statement RC 4.2. Workshops on Precast and Modular Concrete Pavement 

Solutions .................................................................................................................................. 290

Problem Statement RC 4.3. Workshops on Rehabilitation and Construction Simulation 

and Modeling........................................................................................................................... 291

Problem Statement RC 4.4. Web-Based Training for Implementation of Rehabilitation 

and Construction Research.................................................................................................... 292

TRACK 8. LONG LIFE CONCRETE PAVEMENTS (LL) .............................................................. 293

TRACK 8 (LL) OVERVIEW.......................................................................................................... 295

Track Goal.................................................................................................................................. 296

Track Objectives ........................................................................................................................ 296

Research Gaps............................................................................................................................ 296

Research Challenges .................................................................................................................. 296

Research Track 8 (LL) Phasing................................................................................................ 297

Research Track 8 (LL) Estimated Costs.................................................................................. 298

Track Organization: Subtracks and Problem Statements..................................................... 298

SUBTRACK LL 1. PAVEMENT STRATEGY FOR LONG LIFE CONCRETE 

PAVEMENTS................................................................................................................................... 299

Problem Statement LL 1.0. Framework for Pavement Strategy for Long Life Concrete 

Pavements (Subtrack LL 1) ................................................................................................... 300

Problem Statement LL 1.1. Identifying Long Life Concrete Pavement Types, Design 

Features, Foundations, and Rehabilitation/Maintenance Strategies ................................. 301

Problem Statement LL 1.2. Design Catalog for Long Life Concrete Pavements................. 303

Problem Statement LL 1.3. Strategic Application of Preservation Treatments to 

Preserve Long Life Concrete Pavement ............................................................................... 304

SUBTRACK LL 2. CONSTRUCTION AND MATERIALS FOR LONG LIFE CONCRETE 

PAVEMENTS AND OVERLAYS .................................................................................................. 305

Problem Statement LL 2.0. Framework for Construction and Materials for Long Life 

Concrete Pavements (Subtrack LL 2)................................................................................... 306

Problem Statement LL 2.1. Development of Quality Control/Quality Assurance Testing 

Standards to Ensure Long Life Concrete Pavements.......................................................... 307

Problem Statement LL 2.2. Identification of Material Requirements and Tests for 

Long Life Concrete Pavements.............................................................................................. 308

Problem Statement LL 2.3. Design, Construct, and Evaluate Experimental Long Life 

Concrete Pavements ............................................................................................................... 309

Problem Statement LL 2.4. Design, Construct, and Evaluate Concrete Overlays .............. 310

SUBTRACK LL 3. LONG LIFE CONCRETE PAVEMENT IMPLEMENTATION.............. 311

Problem Statement LL 3.1. Implementation of Long Life Concrete Pavements ................. 312
 xii 

TRACK 9. CONCRETE PAVEMENT ACCELERATED AND LONG-TERM DATA 

COLLECTION (DC) .............................................................................................................................. 313

TRACK 9 (DC) OVERVIEW.......................................................................................................... 315

Track Goal.................................................................................................................................. 315

Track Objectives ........................................................................................................................ 315

Research Gaps............................................................................................................................ 316

Research Challenges .................................................................................................................. 316

Research Track 9 (DC) Phasing ............................................................................................... 317

Research Track 9 (DC) Estimated Costs ................................................................................. 318

Track Organization: Subtracks and Problem Statements..................................................... 318

SUBTRACK DC 1. PLANNING AND DESIGN OF ACCELERATED LOADING AND 

LONG-TERM DATA COLLECTION........................................................................................... 319

Problem Statement DC 1.0. Framework for Planning and Design of Accelerated 

Loading and Long-Term Data Collection (Subtrack DC 1) ............................................... 320

Problem Statement DC 1.1. Identification of Accelerated and Long-Term Data Needs..... 321

Problem Statement DC 1.2. Concrete Pavement Data Management and Distribution....... 322

Problem Statement DC 1.3. Master Plan for Conducting Accelerated Testing of 

Products and Full-Scale Road Experiments......................................................................... 323

Problem Statement DC 1.4. Develop Experimental Designs and a Data Collection and 

Performance Monitoring Plan for Accelerated Loading Facilities and Full-Scale 

Products Testing ..................................................................................................................... 324

SUBTRACK DC 2. PREPARATION OF DATA COLLECTION/TESTING PROCEDURES 

AND CONSTRUCTION OF TEST ROAD ................................................................................... 325

Problem Statement DC 2.0. Framework for Preparation of Data Collection/Testing 

Procedures and Construction of Test Road (Subtrack DC 2) ............................................ 326

Problem Statement DC 2.1. Preparation of Concrete Pavement Data Collection and 

Testing Procedures ................................................................................................................. 327

Problem Statement DC 2.2. Construction of Accelerated Loading Sections and Test 

Road Sections .......................................................................................................................... 328

SUBTRACK DC 3. ACCELERATED LOADING AND LONG-TERM DATA 

COLLECTION IMPLEMENTATION.......................................................................................... 329

Problem Statement DC 3.1. Implementation of Accelerated Loading and Long-Term 

Data Collection........................................................................................................................ 330

TRACK 10. CONCRETE PAVEMENT PERFORMANCE (PP)...................................................... 331

TRACK 10 (PP) OVERVIEW ........................................................................................................ 333

Track Goal.................................................................................................................................. 333

Track Objectives ........................................................................................................................ 333

Research Gaps............................................................................................................................ 334

Research Challenges .................................................................................................................. 334

Research Track 10 (PP) Phasing .............................................................................................. 335

Research Track 10 (PP) Estimated Costs ................................................................................ 336

Track Organization: Subtracks and Problem Statements..................................................... 336

SUBTRACK PP 1. TECHNOLOGIES FOR DETERMINING CONCRETE PAVEMENT 

PERFORMANCE ............................................................................................................................ 337

Problem Statement PP 1.1. Stress-Sensing Concrete Pavements .......................................... 338

Problem Statement PP 1.2. Self-Inspecting Smart Concrete Pavements.............................. 339

Problem Statement PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements............ 340

SUBTRACK PP 2. GUIDELINES AND PROTOCOLS FOR CONCRETE PAVEMENT 

PERFORMANCE ............................................................................................................................ 341

Problem Statement PP 2.1. Guidelines for a Supplemental Pavement Management System 

and Feedback Loop for Continuous Concrete Pavement Improvements.......................... 342
xiii 

Problem Statement PP 2.2. Advancements in Forensic Analysis of Concrete Pavements .. 343

Problem Statement PP 2.3. Concrete Pavement Rating System for Highways.................... 344

TRACK 11. CONCRETE PAVEMENT BUSINESS SYSTEMS AND ECONOMICS (BE) .......... 345

TRACK 11 (BE) OVERVIEW........................................................................................................ 347

Track Goal.................................................................................................................................. 347

Track Objectives ........................................................................................................................ 347

Research Gaps............................................................................................................................ 348

Research Challenges .................................................................................................................. 348

Research Track 11 (BE) Phasing.............................................................................................. 350

Research Track 11 (BE) Estimated Costs................................................................................ 351

Track Organization: Subtracks and Problem Statements..................................................... 351

SUBTRACK BE 1. CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 

MANAGEMENT AND IMPLEMENTATION ............................................................................. 352

Problem Statement BE 1.1. The CP Road Map Research Management Plan 

Administrative Support Group ............................................................................................. 353

Problem Statement BE 1.2. Accelerated Evaluation and Implementation of Concrete 

Pavement Research and Technology .................................................................................... 354

SUBTRACK BE 2. CONCRETE PAVEMENT ECONOMICS AND LIFE CYCLE COSTS . 355

Problem Statement BE 2.1. Achieving Sustainability with Concrete Pavements ................ 356

Problem Statement BE 2.2. The Economic and Systemic Impacts of Concrete Pavement 

Mix-of-Fixes Strategies........................................................................................................... 357

Problem Statement BE 2.3. Advanced Concrete Pavement Life Cycle Cost Methods 

That Include User Costs......................................................................................................... 358

Problem Statement BE 2.4. Optimizing Concrete Pavement Life Cycle Decisions ............. 359

Problem Statement BE 2.5. Concrete Pavement Economic Analysis Series......................... 360

SUBTRACK BE 3. CONTRACTING AND INCENTIVES FOR CONCRETE PAVEMENT 

WORK............................................................................................................................................... 361

Problem Statement BE 3.1. Innovative Contracting Methods That Address PerformanceBased Maintenance and Warranties..................................................................................... 362

Problem Statement BE 3.2. The Next Generation of Incentive-Based Concrete Pavement 

Construction Specifications ................................................................................................... 363

SUBTRACK BE 4. TECHNOLOGY TRANSFER AND PUBLICATIONS FOR CONCRETE 

PAVEMENT BEST PRACTICES.................................................................................................. 364

Problem Statement BE 4.1. Concrete Pavement Best Practices Manual.............................. 365

Problem Statement BE 4.2. Accelerated Technology Transfer and Rapid Education 

Programs for the Future Concrete Paving Workforce ....................................................... 366

Problem Statement BE 4.3. Concrete Pavement Engineering Compendium....................... 367

Problem Statement BE 4.4. Concrete Pavement White Paper Series ................................... 368

SUBTRACK BE 5. CONCRETE PAVEMENT DECISIONS WITH ENVIRONMENTAL 

IMPACT............................................................................................................................................ 369

Problem Statement BE 5.1. The Impact of Concrete Pavement Reflectance, Absorption, 

and Emittance on the Urban Heat Island Effect.................................................................. 370

Problem Statement BE 5.2. Strategic and Technical Issues Related to the Design and 

Construction of Truck-Only Concrete Pavements .............................................................. 371

Problem Statement BE 5.3. Concrete Pavement Restoration Guidelines Specifically for 

City Streets and Arterials ...................................................................................................... 372

TRACK 12. ADVANCED CONCRETE PAVEMENT MATERIALS (AM) ................................... 373

TRACK 12 (AM) OVERVIEW....................................................................................................... 375

Track Goal.................................................................................................................................. 375

Track Objectives ........................................................................................................................ 375
 xiv 

Research Gaps............................................................................................................................ 376

Research Challenges .................................................................................................................. 376

Research Track 12 (AM) Phasing ............................................................................................ 377

Research Track 12 (AM) Estimated Costs .............................................................................. 378

Track Organization: Subtracks and Problem Statements..................................................... 379

SUBTRACK AM 1. PERFORMANCE-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 380

Problem Statement AM 1.1. Flexible Cementitious Overlay Materials................................ 381

Problem Statement AM 1.2. High-Performance, Fiber-Reinforced Concrete Pavements.. 382

Problem Statement AM 1.3. Pervious Concrete Pavement Program ................................... 383

Problem Statement AM 1.4. Carbon Dioxide-Treated Materials.......................................... 384

Problem Statement AM 1.5. Reactive Powder Concretes as Ductile Materials ................... 385

Problem Statement AM 1.6. Chemically Bonded Ceramic.................................................... 386

Problem Statement AM 1.7. Localized High-Quality Concrete at the Joints....................... 387

Problem Statement AM 1.8. Alternative Reinforcement Material for Continuously 

Reinforced Concrete Pavements ........................................................................................... 388

SUBTRACK AM 2. CONSTRUCTION-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 389

Problem Statement AM 2.1. Application of Self-Consolidating Concrete for Concrete 

Paving ...................................................................................................................................... 390

Problem Statement AM 2.2. Applying Very High-Strength Concrete to Pavement 

Operations ............................................................................................................................... 391

Problem Statement AM 2.3. Dry-Laid Concrete .................................................................... 392

Problem Statement AM 2.4. Energetically Modified Cement................................................ 393

Problem Statement AM 2.5. Advanced Curing Materials ..................................................... 394

Problem Statement AM 2.6. Cold Weather Concreting Advancements............................... 395

Problem Statement AM 2.7. Advancements in Internal Curing of Concrete....................... 396

Problem Statement AM 2.8. Self-Curing Concrete ................................................................ 397

SUBTRACK AM 3. ENVIRONMENT-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 398

Problem Statement AM 3.1. Cement Containing Titanium Dioxide..................................... 399

Problem Statement AM 3.2. Sulfur Concrete.......................................................................... 400

Problem Statement AM 3.3. Increased Percentages of Reclaimed Asphalt Pavement as 

an Aggregate for Concrete Paving Mixtures........................................................................ 401

Problem Statement AM 3.4. Mix Design Considerations with Recycled Concrete 

Aggregate................................................................................................................................. 402

Problem Statement AM 3.5. Acceptance Criteria for Using Recycled Aggregate ............... 403

Problem Statement AM 3.6. Waste Materials in Concrete Mixes......................................... 404

Problem Statement AM 3.7. Ecocement for Concrete Mixes................................................. 405

Problem Statement AM 3.8. Polymer Concrete Made from Recycled Plastic Bottles......... 406

APPENDIX A. CROSS-REFERENCE TABLES ............................................................................... 407

REFERENCES........................................................................................................................................ 417
xv 

LIST OF FIGURES 

Figure 1. Track 1 (MD) subtrack and problem statement phasing chart.....................................................21

Figure 2. Track 2 (DG) subtrack and problem statement phasing chart. ....................................................70

Figure 3. Track 3 (ND) subtrack and problem statement phasing chart. ..................................................109

Figure 4. Track 4 (SC) subtrack and problem statement phasing chart. ...................................................146

Figure 5. Track 5 (EA) subtrack and problem statement phasing chart....................................................201

Figure 6. Track 6 (IJ) subtrack and problem statement phasing chart. .....................................................245

Figure 7. Track 7 (RC) subtrack and problem statement phasing chart....................................................267

Figure 8. Track 8 (LL) subtrack and problem statement phasing chart. ...................................................297

Figure 9. Track 9 (DC) subtrack and problem statement phasing chart. ..................................................317

Figure 10. Track 10 (PP) unphased subtrack and problem statement chart..............................................335

Figure 11. Track 11 (BE) unphased subtrack and problem statement chart. ............................................350

Figure 12. Track 12 (AM) unphased subtrack and problem statement chart............................................377
 xvi 

LIST OF TABLES 

Table 1. Research track 1 (MD) estimated costs.........................................................................................22

Table 2. Subtrack MD 1 overview.............................................................................................................24

Table 3. Subtrack MD 2 overview.............................................................................................................31

Table 4. Subtrack MD 3 overview.............................................................................................................45

Table 5. Subtrack MD 4 overview.............................................................................................................55

Table 6. Research track 2 (DG) estimated costs. .......................................................................................71

Table 7. Subtrack DG 1 overview..............................................................................................................73

Table 8. Subtrack DG 2 overview..............................................................................................................80

Table 9. Subtrack DG 3 overview..............................................................................................................89

Table 10. Subtrack DG 4 overview............................................................................................................98

Table 11. Subtrack DG 5 overview..........................................................................................................102

Table 12. Research track 3 (ND) estimated costs. ...................................................................................110

Table 13. Subtrack ND 1 overview..........................................................................................................112

Table 14. Subtrack ND 2 overview..........................................................................................................117

Table 15. Subtrack ND 3 overview..........................................................................................................132

Table 16. Research track 4 (SC) estimated costs. ....................................................................................147

Table 17. Subtrack SC 1 overview...........................................................................................................149

Table 18. Subtrack SC 2 overview...........................................................................................................157

Table 19. Subtrack SC 3 overview...........................................................................................................163

Table 20. Subtrack SC 4 overview...........................................................................................................170

Table 21. Subtrack SC 5 overview...........................................................................................................176

Table 22. Subtrack SC 6 overview...........................................................................................................183

Table 23. Subtrack SC 7 overview...........................................................................................................190

Table 24. Research track 5 (EA) estimated costs......................................................................................202

Table 25. Subtrack EA 1 overview. ..........................................................................................................204

Table 26. Subtrack EA 2 overview. ..........................................................................................................208

Table 27. Subtrack EA 3 overview. ..........................................................................................................216

Table 28. Subtrack EA 4 overview. ..........................................................................................................222

Table 29. Subtrack EA 5 overview. ..........................................................................................................226

Table 30. Subtrack EA 6 overview. ..........................................................................................................231

Table 31. Subtrack EA 7 overview. ..........................................................................................................236

Table 32. Research track 6 (IJ) estimated costs. ......................................................................................246

Table 33. Subtrack IJ 1 overview.............................................................................................................247
xvii 

Table 34. Subtrack IJ 2 overview.............................................................................................................255

Table 35. Subtrack IJ 3 overview.............................................................................................................260

Table 36. Research track 7 (RC) estimated costs.....................................................................................268

Table 37. Subtrack RC 1 overview. .........................................................................................................269

Table 38. Subtrack RC 2 overview. .........................................................................................................274

Table 39. Subtrack RC 3 overview. .........................................................................................................281

Table 40. Subtrack RC 4 overview. .........................................................................................................287

Table 41. Research track 8 (LL) estimated costs. ....................................................................................298

Table 42. Subtrack LL 1 overview...........................................................................................................299

Table 43. Subtrack LL 2 overview...........................................................................................................305

Table 44. Subtrack LL 3 overview...........................................................................................................311

Table 45. Research track 9 (DC) estimated costs. ...................................................................................318

Table 46. Subtrack DC 1 overview..........................................................................................................319

Table 47. Subtrack DC 2 overview..........................................................................................................325

Table 48. Subtrack DC 3 overview..........................................................................................................329

Table 49. Research track 10 (PP) estimated costs....................................................................................336

Table 50. Subtrack PP 1 overview...........................................................................................................337

Table 51. Subtrack PP 2 overview...........................................................................................................341

Table 52. Research track 11 (BE) estimated costs...................................................................................351

Table 53. Subtrack BE 1 overview. .........................................................................................................352

Table 54. Subtrack BE 2 overview. .........................................................................................................355

Table 55. Subtrack BE 3 overview. ..........................................................................................................361

Table 56. Subtrack BE 4 overview. .........................................................................................................364

Table 57. Subtrack BE 5 overview. .........................................................................................................369

Table 58. Research track 12 (AM) estimated costs..................................................................................378

Table 59. Subtrack AM 1 overview.........................................................................................................380

Table 60. Subtrack AM 2 overview.........................................................................................................389

Table 61. Subtrack AM 3 overview.........................................................................................................398

CROSS-REFERENCE TABLES

Table A. Concrete pavement foundations and drainage. ..........................................................................410

Table B. Concrete pavement maintenance and rehabilitation...................................................................411

Table C. Environmental concrete pavement advancements. ....................................................................414
 
1 Executive Summary 

Executive Summary 

THE CP ROAD MAP .......................................................................................................................... 3

WHAT IS UNIQUE ABOUT THE CP ROAD MAP?...................................................................... 3

A VISIONARY CHARGE................................................................................................................... 3

DRAWING A NEW MAP FOR CONCRETE PAVEMENTS ........................................................ 4

A “Living” Research Database..................................................................................................... 4

Stakeholder Input .......................................................................................................................... 4

From Stakeholder Input to Plan................................................................................................... 6

Problem Statements....................................................................................................................... 6

Track Integration........................................................................................................................... 6

CP ROAD MAP RESEARCH TRACKS ........................................................................................... 6

REACHING THE DESTINATION.................................................................................................... 8

Philosophy for Managing Research ............................................................................................. 9

Governing Structure...................................................................................................................... 9

THE CP ROAD MAP TRACKS AND SUBTRACKS.................................................................... 10

1. Performance-Based Concrete Pavement Mix Design System ($30–68 M*)........................ 10

2. Performance-Based Design Guide for New and Rehabilitated Concrete Pavements 

($41–60 M)................................................................................................................................. 10

3. High-Speed Nondestructive Testing and Intelligent Construction Systems ($20–41 M)... 10

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

($25–54 M)................................................................................................................................. 11

5. Concrete Pavement Equipment Automation and Advancements ($26–56 M)................... 11

6. Innovative Concrete Pavement Joint Design, Materials, and Construction ($10–15 M) .. 11

7. High-Speed Concrete Pavement Rehabilitation and Construction ($10–20 M)................. 11

8. Long Life Concrete Pavements ($11–17 M) .......................................................................... 11

9. Concrete Pavement Accelerated and Long-Term Data Collection ($10–16 M)................. 11

10. Concrete Pavement Performance ($3–4 M)......................................................................... 11

11. Concrete Pavement Business Systems and Economics ($21–31 M)................................... 12

12. Advanced Concrete Pavement Materials ($11–23 M) ........................................................ 12

ORGANIZATION OF VOLUMES I AND II.................................................................................. 12

HOW CAN YOU PARTICIPATE?.................................................................................................. 13
 
3 Executive Summary 

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, and 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. 

Independent of any one agency or pot of money—Stakeholders with funds and expertise will pool their 

resources, jointly conduct and coordinate the research, and apply the results. The plan incorporates 

innovative, effective research implementation to move useful new products and systems to the field 

quickly. 

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 of 

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

strength. 

In the past 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 

roadwork, 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 to control pavement 

surface characteristics. 
Executive Summary 4 

 

• 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, including traffic congestion and drainage and runoff issues, are affecting 

mix designs and pavement construction practices. 

• Highway budgets are being squeezed at every level. The pavement community simply must 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. 

-TERM PLAN FOR CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 

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 advisory panel. Twenty percent of total funding for the project was provided by Iowa State 

University. The concrete pavement industry and State departments of transportation (DOT) 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 in-progress research projects and 

their products. If regularly updated and maintained, as recommended in the research management plan 

(described later in this report), the database will be a valuable resource for many years. 

Stakeholder Input 

To ensure 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 at the following events: the October 

2003 meeting of the Midwest Concrete Consortium (MC2

) 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 (ACPA) 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. 
5 Executive Summary 

Participants represented the following entities: 

• State and local DOTs. 

• FHWA. 

• ACPA, including several State chapters. 

• Portland Cement Association (PCA). 

• American Association of State Highway and Transportation Officials (AASHTO). 

• National Ready Mixed Concrete Association (NRMCA). 

• TRB/National Cooperative Highway Research Program (NCHRP) committees. 

• American Public Works Association (APWA). 

• National Association of County Engineers (NACE). 

• Contractors. 

• Materials suppliers. 

• Research universities, especially departments conducting applied research. 

• Private concrete testing laboratories. 

Input was provided in four 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 

By 2015, the highway community will have a comprehensive, integrated, and 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. 
Executive Summary 6 

 

Approximately 250 problem statements were written, reviewed, and fine tuned. 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 cross-categories 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 to step 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. 

-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 
7 Executive Summary 

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 (M-E) Pavement Design Guide) and 

continues to develop the models from that key work.(1) 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 monitor pavement properties 

continuously during construction. As a result, immediate 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 improve understanding of concrete pavement surface characteristics. It will provide tools for 

engineers to help meet or exceed predetermined requirements for friction/safety, tire-pavement 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, and jointing; 

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 highspeed 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.

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 
Executive Summary 8 

 

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—such as testing methods and data collection and reporting tools—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.

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 tire-pavement 

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 topics such as contracting 

options, new technology transfer systems, public-private partnerships, and economic models.

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.

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 each other 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. 
9 Executive Summary 

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 MC2

 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 triparty executive advisory committee, representing FHWA, State DOTs, and industry, will provide 

broad oversight of the CP Road Map. It will be a decisionmaking 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. 
Executive Summary 10 

 

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 to guide 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. 

-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 DOTs, and Federal agencies. These estimates are subject to change as the CP Road Map evolves. 

1. Performance-Based Concrete Pavement Mix Design System ($30–68 M*) 

• 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 ($41–60 M) 

• 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 ($20–41 M) 

• Field Control. 

• Nondestructive Testing Methods. 

• Nondestructive Testing and Intelligent Control System Evaluation, and Implementation. 
11 Executive Summary 

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

($25–54 M) 

• 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 ($26–56 M) 

• 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 ($10–15 M) 

• Joint Design Innovations. 

• Joint Materials, Construction, Evaluation, and Rehabilitation Innovations. 

• Innovative Joints Implementation. 

7. High-Speed Concrete Pavement Rehabilitation and Construction ($10–20 M) 

• 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 ($11–17 M) 

• 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 ($10–16 M) 

• Planning and Designing Accelerated Loading and Long-Term Data Collection. 

• Preparation of Data Collection/Testing Procedures and Construction of Test Road. 

• Accelerated Loading and Long-Term Data Collection Implementation. 

10. Concrete Pavement Performance ($3–4 M) 

• Technologies for Determining Concrete Pavement Performance. 

• Guidelines and Protocols for Concrete Pavement Performance. 
Executive Summary 12 

 

11. Concrete Pavement Business Systems and Economics ($21–31 M) 

• 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 ($11–23 M) 

• Performance-Enhancing Concrete Pavement Materials. 

• Construction-Enhancing Concrete Pavement Materials. 

• Environment-Enhancing Concrete Pavement Materials. 

$218–405 M Total 

*All numbers are rounded. 

ORGANIZATION OF VOLUMES I AND II 

The CP Road Map is published in two volumes. Volume I contains the executive summary, plus eight 

chapters: 

• Chapter 1 describes the background and need for the CP Road Map. 

• Chapter 2 tells how the CP Road Map was developed. 

• Chapter 3 provides an overview of the 12 tracks of planned research. 

• Chapters 4 through 7 describe the critical issues and objectives that the CP Road Map addresses in the 

areas of design, mixtures and materials, construction, and pavement management/business systems. 

• Chapter 8 describes the innovative research management plan that will guide the conduct of research. 

Volume II contains the executive summary and describes in detail the 12 tracks of planned research: 

• Each track begins with introductory material that summarizes the goal and objectives for the track and 

the gaps and challenges for its research program. 

• A phasing chart is included to show the approximate sequencing of the problem statements in the 

track. 

• A table of estimated costs provides the projected cost range for each problem statement, depending on 

the research priorities and scope determined in implementation. 

• The problem statements within each track are grouped into subtracks. Each subtrack is introduced by 

a brief summary of the subtrack’s focus and a table listing the titles, estimated costs, products, and 

benefits of each problem statement in the subtrack. 

• Each subtrack begins with a framework problem statement in which the subtrack work is planned in 

more detail. 

• The problem statements then follow. 

Each problem statement clearly defines tasks that need to be performed to produce a desired product or 

achieve a desired objective. Each problem statement will need to be developed into appropriate research 

project statements with detailed descriptions of the research to be accomplished, specific budgets, and 

definite timelines. 
13 Executive Summary 

Many conventional concrete pavement topics are integrated across the research tracks in the CP Road 

Map. Using the CP Road Map database, distinct topic areas can be easily identified and pulled out of the 

tracks into their own tables. For example, the following three important research topics are addressed in a 

number of tracks. Near the end of volume II, cross-reference tables list the relevant problem statements 

for each of these topics: 

• Concrete pavement foundation and drainage. 

• Concrete pavement maintenance and rehabilitation. 

• Environmental concrete pavement advancements. 

HOW CAN YOU PARTICIPATE? 

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: 

• To receive a printed copy of the full two-volume CP Road Map, with complete problem statements 

(available 2005), contact Peter Kopac, FHWA, 202–493–3151, peter.kopac@fhwa.dot.gov. 

• An electronic version of the CP Road Map and the two-volume report will be available on the FHWA 

Web site in 2005. See www.tfhrc.gov/. 

• For additional information, go to www.tfhrc.gov and search for CP Road Map. 
 
15 Track 1 (MD) 

Track 1. Performance-Based Concrete Pavement Mix Design System (MD) 

TRACK 1 (MD) OVERVIEW........................................................................................................... 19

Track Goal.................................................................................................................................... 19

Track Objectives .......................................................................................................................... 19

Research Gaps.............................................................................................................................. 20

Research Challenges .................................................................................................................... 20

Research Track 1 (MD) Phasing ................................................................................................ 21

Research Track 1 (MD) Estimated Costs .................................................................................. 22

Track Organization: Subtracks and Problem Statements....................................................... 23

SUBTRACK MD 1. PCC MIX DESIGN SYSTEM DEVELOPMENT AND INTEGRATION 24

Problem Statement MD 1.0. Framework for PCC Mix Design System Development and 

Integration (Subtrack MD 1)................................................................................................... 25

Problem Statement MD 1.1. PCC Pavement Mix Design System Integration Stage 1: 

Volumetrics-Based Mix Design (Mix Proportioning)............................................................ 26

Problem Statement MD 1.2. PCC Pavement Mix Design System Integration Stage 2: 

Property-Based Mix Design..................................................................................................... 27

Problem Statement MD 1.3. PCC Pavement Mix Design System Integration Stage 3: 

Performance-Based Mix Design .............................................................................................. 28

Problem Statement MD 1.4. PCC Pavement Mix Design System Integration Stage 4: 

Functionally Based Mix Design ............................................................................................... 29

Problem Statement MD 1.5. Integrating Recycled Materials into PCC Mix Design 

System........................................................................................................................................ 30

SUBTRACK MD 2. PCC MIX DESIGN LABORATORY TESTING AND EQUIPMENT...... 31

Problem Statement MD 2.0. Framework for PCC Mix Design Laboratory Testing and 

Equipment (Subtrack MD 2) ................................................................................................... 33

Problem Statement MD 2.1. Laboratory Mixer to Replicate PCC Field Batching ............... 34

Problem Statement MD 2.2. Laboratory Compactor to Replicate Concrete Paving 

Practice ...................................................................................................................................... 35

Problem Statement MD 2.3. Aggregate Tests for PCC Mix Characterization ...................... 36

Problem Statement MD 2.4. Performance-Based Cementitious Materials Specifications.... 37

Problem Statement MD 2.5. PCC Mix Durability Tests .......................................................... 38

Problem Statement MD 2.6. PCC Mix Compatibility Tests .................................................... 39

Problem Statement MD 2.7. PCC Mix Property Test Development....................................... 40

Problem Statement MD 2.8. PCC Mix Thermal Tests ............................................................. 41

Problem Statement MD 2.9. PCC Mix Performance Testing Equipment .............................. 42

Problem Statement MD 2.10. PCC Mix Functional Testing Equipment................................ 43

Problem Statement MD 2.11. Expert System for PCC Mixes.................................................. 44

SUBTRACK MD 3. PCC MIX DESIGN MODELING.................................................................. 45

Problem Statement MD 3.0. Framework for PCC Mix Design Modeling (Subtrack MD 3) 46

Problem Statement MD 3.1. Aggregate Models for Optimizing PCC Mixtures .................... 47

Problem Statement MD 3.2. Fresh PCC Pavement Behavior Models .................................... 48

Problem Statement MD 3.3. Hardened PCC Pavement Behavior Models............................. 49

Problem Statement MD 3.4. Improved PCC Pavement Performance Models Adaptation .. 50

Problem Statement MD 3.5. Functional PCC Pavement Models Adaptation........................ 51

Problem Statement MD 3.6. Characterizing Concrete Materials Variability........................ 52

Problem Statement MD 3.7. PCC Mix Model Calibration ...................................................... 53

Problem Statement MD 3.8. PCC Mix Model Validation ........................................................ 54
Track 1 (MD) 16 

 

SUBTRACK MD 4. PCC MIX DESIGN EVALUATION AND IMPLEMENTATION............. 55

Problem Statement MD 4.0. Framework for PCC Mix Design Evaluation and 

Implementation (Subtrack MD 4)........................................................................................... 56

Problem Statement MD 4.1. PCC Pavement Mix Design System Conferences and 

Workshops................................................................................................................................. 57

Problem Statement MD 4.2. Support for FHWA Mobile Concrete Laboratory 

Demonstrations ......................................................................................................................... 58

Problem Statement MD 4.3. Standardized Databases and Electronic Communications 

Protocols for the Concrete Pavement Industry...................................................................... 59

Problem Statement MD 4.4. Web-Based Training System for Implementation of PCC 

Research Products .................................................................................................................... 60

Problem Statement MD 4.5. PCC Mix Design Equipment for States ..................................... 61
17 Track 1 (MD) 

LIST OF FIGURES 

Figure 1. Track 1 (MD) subtrack and problem statement phasing chart..................................................... 21 

LIST OF TABLES 

Table 1. Research track 1 (MD) estimated costs......................................................................................... 22

Table 2. Subtrack MD 1 overview............................................................................................................. 24

Table 3. Subtrack MD 2 overview............................................................................................................. 31

Table 4. Subtrack MD 3 overview............................................................................................................. 45

Table 5. Subtrack MD 4 overview............................................................................................................. 55
 
19 Track 1 (MD) 

TRACK 1 (MD) OVERVIEW 

This track will develop a practical yet innovative concrete mix design procedure with new equipment, 

consensus target values, common laboratory procedures, and full integration into both structural design 

and field quality control (QC). As opposed to mix proportioning, mix design engineers a concrete mixture 

to meet a variety of property or performance targets. The process begins by defining the end product, and 

then the various materials are selected, proportioned, simulated, and optimized to meet the end product 

goals. This track will develop mix design rather than mix proportioning. 

This ambitious track also lays the groundwork for the concrete paving industry to assume more mix 

design responsibility as State highway agencies move from method specification to a more advanced 

acceptance tool. To do this, however, the concrete paving industry and the owner-agencies must be able 

to refer to a single document for state-of-the-art mix design. 

The track provides a plan for research in the following areas: 

• Integration of volumetrics-based, property-based, performance-based, and functionally based mix 

designs and recycled materials into the mix design system. 

• Identification of new and upgraded equipment and test procedures. 

• Development of an expert system that connects test results to each other. 

• Improved models to predict slab performance. 

• Field evaluation and implementation procedures that provide a mechanism for user feedback. 

• Technology transfer activities. 

The goal and objectives for this track and the gaps and challenges for its research program are 

summarized below. A phasing chart is included to show the approximate sequencing of the problem 

statements in the track. A table of estimated costs provides the projected cost range for each problem 

statement, depending on the research priorities and scope determined in implementation. The problem 

statements, grouped into subtracks, then follow. 

Track Goal 

Innovative concrete mix material selections and mix design procedures will produce economical, 

compatible, and optimized concrete mixes integrated into both structural concrete pavement design and 

construction control. 

Track Objectives 

1. Develop a concrete lab of the future that will give the user a sequence of mix design tests and 

procedures that integrate structural design and QC with material selection and proportioning. 

2. Develop the tools necessary to predict the compatibility and effectiveness of concrete mixes under 

specific field conditions before paving begins. 

3. Detect potential construction problems early and correct them automatically using innovative QC 

tools. 

4. Detect potential long-term durability problems more effectively during both the mix design process 

and the construction QC program. 
Track 1 (MD) 20 

 

5. Improve the ability to predict concrete mix properties and their relationship to slab behavior and 

performance (e.g., shrinkage, joint opening, and curing) using the next generation of advanced 

modeling techniques. 

6. Identify and use innovative, nontraditional materials that accelerate concrete pavement construction, 

maintenance, and rehabilitation and/or extend product life at a fair cost. 

Research Gaps 

• Insufficient understanding of the material factors that influence pavement performance. 

• Insufficient understanding of the effects that material has on durability prediction. 

• Lack of equipment and test procedures to accelerate durability testing. 

• Lack of cost effective programs to accelerate training on new tests. 

• Insufficient understanding of the impacts that materials have on pavement constructability. 

• Insufficient understanding of the relationship between materials and surface characteristics. 

• Insufficient understanding of the ways to use locally available materials more effectively. 

• Insufficient understanding of the ways to advance higher order use of recycled concrete materials. 

• Insufficient understanding of the future roles and responsibilities of the public and private sectors. 

Research Challenges 

• Tie the materials used to pavement performance indicators. 

• Learn more about concrete pavement deterioration and reliably identify the materials or material 

combinations that cause deterioration. 

• Identify equipment that can measure the most relevant identified properties. 

• Quantify the cost of test equipment, training, and the materials themselves. 

• Recognize a connection between the materials selected and the ease of constructing with them. 

• Identify the user demands for smooth, quiet, safe, and long-lasting pavements and translate those 

demands into material selection and optimization. 

• Identify a place for all grades of materials and identify ways of using locally available materials in 

less critical applications (e.g., county roads or stopgap pavements). 

• Prepare the concrete pavement industry in the United States to meet sustainability goals that other 

countries have moved toward, specifically a 100 percent reuse policy. 

• Identify who will establish performance standards for future concrete pavement mixes and material 

selection, proportioning, and compatibility factors. 
21 Track 1 (MD) 

Research Track 1 (MD) Phasing 

The horizontal bar chart in figure 1 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 1. Track 1 (MD) subtrack and problem statement phasing chart. 
Track 1 (MD) 22 

 

Research Track 1 (MD) Estimated Costs 

Table 1 shows the estimated costs for this research track. 

Table 1. Research track 1 (MD) estimated costs. 

Problem Statement Estimated Cost 

Subtrack MD 1. Portland Cement Concrete (PCC) Mix Design System Development and Integration 

MD 1.0. Framework for PCC Mix Design System Development and Integration (Subtrack MD 1) $300 k 

MD 1.1. PCC Pavement Mix Design System Integration Stage 1: Volumetrics-Based Mix Design (Mix Proportioning) $500 k–$1 M 

MD 1.2. PCC Pavement Mix Design System Integration Stage 2: Property-Based Mix Design $1 M–$2 M 

MD 1.3. PCC Pavement Mix Design System Integration Stage 3: Performance-Based Mix Design $1 M–$2 M 

MD 1.4. PCC Pavement Mix Design System Integration Stage 4: Functionally Based Mix Design $1 M–$2 M 

MD 1.5. Integrating Recycled Materials into PCC Mix Design System $500 k–$1 M 

Subtrack MD 2. PCC Mix Design Laboratory Testing and Equipment 

MD 2.0. Framework for PCC Mix Design Laboratory Testing and Equipment (Subtrack MD 2) $200 k 

MD 2.1. Laboratory Mixer to Replicate PCC Field Batching $1 M–$2 M 

MD 2.2. Laboratory Compactor to Replicate Concrete Paving Practice $1 M–$2 M 

MD 2.3. Aggregate Tests for PCC Mix Characterization $2 M–$5 M 

MD 2.4. Performance-Based Cementitious Materials Specifications $1 M–$2 M 

MD 2.5. PCC Mix Durability Tests $2 M–$5 M 

MD 2.6. PCC Mix Compatibility Tests $2 M–$5 M 

MD 2.7. PCC Mix Property Test Development $2 M–$5 M 

MD 2.8. PCC Mix Thermal Tests $500 k–$1 M 

MD 2.9. PCC Mix Performance Testing Equipment $2 M–$5 M 

MD 2.10. PCC Mix Functional Testing Equipment $2 M–$5 M 

MD 2.11. Expert System for PCC Mixes $1 M–$2 M 

Subtrack MD 3. PCC Mix Design Modeling 

MD 3.0. Framework for PCC Mix Design Modeling (Subtrack MD 3) $150k 

MD 3.1. Aggregate Models for Optimizing PCC Mixtures $250 k–$500 k 

MD 3.2. Fresh PCC Pavement Behavior Models $1 M–$2 M 

MD 3.3. Hardened PCC Pavement Behavior Models $250 k–$500 k 

MD 3.4. Improved PCC Pavement Performance Models Adaptation $250 k–$500 k 

MD 3.5. Functional PCC Pavement Models Adaptation $250 k–$500 k 

MD 3.6. Characterizing Concrete Materials Variability $250 k–$500 k 

MD 3.7. PCC Mix Model Calibration $1 M–$2 M 

MD 3.8. PCC Mix Model Validation $500 k–$1 M 

Subtrack MD 4. PCC Mix Design Evaluation and Implementation 

MD 4.0. Framework for PCC Mix Design Evaluation and Implementation (Subtrack MD 4) $150 k 

MD 4.1. PCC Pavement Mix Design System Conferences and Workshops $2 M–$5 M 

MD 4.2. Support for FHWA Mobile Concrete Laboratory Demonstrations $1 M–$2 M 

MD 4.3. Standardized Databases and Electronic Communications Protocols for the Concrete Pavement Industry $250 k–$500 k 

MD 4.4. Web-Based Training System for Implementation of PCC Research Products $500 k–$1 M 

MD 4.5. PCC Mix Design Equipment for States $1 M–$2 M 

Track 1 (MD) 

Total $29.8 M–$67.8 M 
23 Track 1 (MD) 

Track Organization: Subtracks and Problem Statements 

Track 1 (MD) problem statements are grouped into four subtracks: 

• Subtrack MD 1. PCC Mix Design Development and Integration. 

• Subtrack MD 2. PCC Mix Design Laboratory Testing and Equipment. 

• Subtrack MD 3. PCC Mix Design Modeling. 

• Subtrack MD 4. PCC Mix Design Evaluation and Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

then follow. 
Track 1 (MD) 24 

 

SUBTRACK MD 1. PCC MIX DESIGN SYSTEM DEVELOPMENT AND INTEGRATION 

This subtrack develops the overall track structure and integrates all the output from the other four 

subtracks into a comprehensive, cohesive product. The problem statements in this track will integrate 

volumetrics-based, property-based, performance-based, and functionally based mix designs and recycled 

materials into the mix design system. Table 2 provides an overview of this subtrack. 

Table 2. Subtrack MD 1 overview. 

Problem Statement Estimated 

Cost Products Benefits 

MD 1.0. Framework 

for PCC Mix Design 

System Development 

and Integration 

(Subtrack MD 1) 

$300 k A validated, sequenced, and 

detailed research framework for 

this subtrack. 

An effective, coordinated, and productive 

research program. 

MD 1.1. PCC 

Pavement Mix Design 

System Integration 

Stage 1: VolumetricsBased Mix Design 

(Mix Proportioning) 

$500 k–$1 M Software, guidelines, and 

supporting products for a new 

generation of concrete mix design 

that will optimize concrete 

mixtures for paving. 

A procedure to allow job-specific 

optimization of concrete paving mixtures 

based largely on currently available 

technology, rather than current mix 

proportioning methods based on either 

previous experience or procedural guidance 

developed for a broad range of concretes. 

MD 1.2. PCC 

Pavement Mix Design 

System Integration 

Stage 2: PropertyBased Mix Design 

$1 M–$2 M Updates to the software, 

guidelines, and supporting 

products for concrete mix design 

and optimization. 

Building on the foundational work 

conducted under MD 1.1 (PCC Pavement 

Mix Design System Integration Stage 1: 

Volumetrics-Based Mix Design), a 

procedure capable of designing and 

optimizing a mix for more specific and 

pertinent concrete properties, possibly 

including strength, workability, 

permeability, stiffness, shrinkage, and 

coefficient of thermal expansion. 

MD 1.3. PCC 

Pavement Mix Design 

System Integration 

Stage 3: PerformanceBased Mix Design 

$1 M–$2 M Updates to the software, 

guidelines, and supporting 

products for concrete mix design 

and optimization. 

A quantum improvement to the mix design 

process; newly developed tests and models 

for predicting pavement performance that 

allow the mix to be optimized to meet the 

service requirements of structural and 

material performance. 

MD 1.4. PCC 

Pavement Mix Design 

System Integration 

Stage 4: FunctionallyBased Mix Design 

$1 M–$2 M Updates to the software, 

guidelines, and supporting 

products for concrete mix design 

and optimization. 

A sophisticated optimization system 

capable of selecting the most appropriate 

mixture to meet both performance 

requirements as well as functional 

requirements; a procedure based on new 

test procedures that identify the potential 

for concrete to provide a smooth, safe, and 

quiet pavement. 

MD 1.5. Integrating 

Recycled Materials into 

PCC Mix Design 

System 

$500 k–$1 M Guidance and possible 

modifications to the mix design 

products that allow a user to 

design a concrete mixture using 

recycled materials. 

Mix design procedures capable of 

economically and accurately characterizing 

recycled materials as concrete constituents; 

facing the challenge of moving to a 100 

percent reuse policy, as many countries 

outside of the United States are doing, 

particularly in Europe. 
25 Track 1 (MD) 

Problem Statement MD 1.0. Framework for PCC Mix Design System Development and Integration 

(Subtrack MD 1) 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 1–3 

Estimated Cost: $300 k 

Subtrack MD 1 (PCC Mix Design System Development and Integration) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack MD 1 (PCC Mix Design System Development and 

Integration), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack MD 1 (PCC Mix Design 

System Development and Integration). 
Track 1 (MD) 26 

 

Problem Statement MD 1.1. PCC Pavement Mix Design System Integration Stage 1: VolumetricsBased Mix Design (Mix Proportioning) 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 2–5 

Estimated Cost: $500 k–$1 M 

Today’s mix design for concrete paving mixtures relies on experience, often in the form of recipe mixes. 

While this experience should not be ignored, the specific mixture used in a particular job should not be 

considered ideal for every job of that type. There can be a wide range of demands on paving jobs (e.g., 

required time of opening and use of admixtures and supplementary cementitious materials). Optimization 

techniques are necessary to select the most appropriate mixture that balances these job-specific conditions 

with long-term durability, while remaining cost effective. 

The first step for successfully implementing a mix design system is to develop one that includes methods 

and parameters with which the industry is familiar. Volumetric-based design (proportioning) includes 

procedures that specify contents (e.g., minimum cement) and ratios (e.g., water-cement mix) for concretemaking constituents. The guidance given in American Concrete Institute (ACI) 211 committee documents 

might serve as a starting point for newer methods, supplemented with state-of-the-art proportioning 

guidance advanced by individuals such as J.M. Shilstone and K.C. Hover, and by agencies including the 

National Institute of Standards and Technology (NIST) and the U.S. Army Corps of Engineers (USACE), 

among others. This first stage of the mix design system will employ commonly used lab tests and will 

limit mix parameter modeling, relying instead on the empirical relationships between mix volumetrics and 

concrete properties of interest (e.g., strength, workability, and permeability). 

Tasks: 

1. Identify and assemble available mix design and proportioning systems. 

2. Assess user needs for the mix design system and determine ways to incorporate the state of the 

practice to implement this first stage of the overall system quickly. 

3. Assemble the requisite models for the system. 

4. Identify the requisite laboratory test procedures and ensure standardized reporting for input to the mix 

design system. 

5. Develop a beta version of the system and solicit peer review. 

6. Develop a final version of the system and prepare it for training and implementation. 

Benefits: A procedure to allow for job-specific optimization of concrete paving mixtures 

based largely on currently available technology, rather than current mix 

proportioning methods based on either previous experience or procedural 

guidance developed for a broad range of concretes. 

Products: Software, guidelines, and supporting products for a new generation of concrete 

mix design that will optimize concrete mixtures for paving. 

Implementation: This first stage of the mix design system will be implementable immediately, and 

will advance the industry. Further refinements will be made to this system in 

subsequent stages to capture mix properties and pavement performance more 

directly. 
27 Track 1 (MD) 

Problem Statement MD 1.2. PCC Pavement Mix Design System Integration Stage 2: PropertyBased Mix Design 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 4–7 

Estimated Cost: $1 M–$2 M 

While the first stage of the mix design system is based on volumetric ratios and limits, the second stage 

will offer a more fundamental approach to mix design by measuring and predicting mix properties 

relevant to pavement performance. The specific properties will be identified when the system itself is 

developed, and fresh properties such as rheology and hardened properties such as strength and 

permeability will be included as targets. The result of the second stage will be a mix design system built 

on the framework established in the first stage. By thus using a common interface and process, 

implementation of this and subsequent stages will be seamless. 

Tasks: 

1. Assemble the requisite models for the system. 

2. Identify the requisite laboratory test procedures and ensure standardized reporting for input to the mix 

design system. 

3. Develop a beta version of the system and solicit peer review. 

4. Develop a final version of the system and prepare it for training and implementation. 

Benefits: Building on the foundational work conducted under MD 1.1 (PCC Pavement Mix 

Design System Integration Stage 1: Volumetrics-Based Mix Design), a procedure 

capable of designing and optimizing a mix for more specific and pertinent 

concrete properties, possibly including strength, workability, permeability, 

stiffness, shrinkage, and coefficient of thermal expansion. 

Products: Updates to the software, guidelines, and supporting products for concrete mix 

design and optimization. 

Implementation: This second stage of the mix design system will be implementable immediately 

and will advance the industry. Further refinements will be made to this system in 

subsequent stages to capture pavement performance more directly. 
Track 1 (MD) 28 

 

Problem Statement MD 1.3. PCC Pavement Mix Design System Integration Stage 3: PerformanceBased Mix Design 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 6–9 

Estimated Cost: $1 M–$2 M 

Volumetric- and property-based mix design procedures cannot describe PCC paving mixtures accurately 

in terms of the mixtures’ impact on pavement performance. The result of these approaches, largely based 

on an empirical understanding of the effects of properties on performance, is poor design reliability. To 

offset this shortcoming, this third stage in developing a mix design system will integrate sophisticated 

pavement performance models. The result will be a seamless tool that can predict various performance 

measures of a concrete pavement as a function of the concrete mix. Optimization techniques then can be 

used to select the ideal materials and proportions for achieving the desired level of pavement 

performance, while maintaining desired levels of other concrete properties (e.g., strength and 

workability). 

Tasks: 

1. Assemble the requisite models for the system. 

2. Identify the requisite laboratory test procedures and ensure standardized reporting for input to the mix 

design system. 

3. Develop a beta version of the system and solicit peer review. 

4. Develop a final version of the system and prepare it for training and implementation. 

Benefits: A quantum improvement to the mix design process; newly developed tests and 

models for predicting pavement performance that allow the mix to be optimized 

to meet the service requirements of structural and material performance. 

Products: Updates to the software, guidelines, and supporting products for concrete mix 

design and optimization. 

Implementation: This third stage of the mix design system will be implementable immediately and 

will advance the industry. Further refinements will be made to this system in 

subsequent stages to capture the functional performance of the concrete 

pavement more directly. 
29 Track 1 (MD) 

Problem Statement MD 1.4. PCC Pavement Mix Design System Integration Stage 4: Functionally 

Based Mix Design 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 8–10 

Estimated Cost: $1 M–$2 M 

Pavement and materials engineering decisions often are driven by functional requirements responding to a 

public need—for example, demands for quieter, smoother, and safer pavements. While concrete 

pavements can meet all of these functional demands, pavements must be designed appropriately to do so. 

As part of this fourth stage, a system will be developed to evaluate the effects of concrete materials and 

mixture on pavement function (e.g., noise, ride quality, texture). By better understanding these 

relationships, a more rational approach to meeting these functional requirements can be met with 

improved mix design techniques. Using these procedures, innovative solutions such as two-lift pavements 

can be designed optimally, with the top layer designed to meet a set of functional demands. 

Tasks: 

1. Assemble the requisite models for the system. 

2. Identify the requisite laboratory test procedures and ensure standardized reporting for input to the mix 

design system. 

3. Develop a beta version of the system and solicit peer review. 

4. Develop a final version of the system and prepare it for training and implementation. 

Benefits: A sophisticated optimization system capable of selecting the most appropriate 

mixture to meet both performance and functional requirements; a process based 

on new test procedures that identify the potential for concrete to provide a 

smooth, safe, and quiet pavement. 

Products: Updates to the software, guidelines, and supporting products for concrete mix 

design and optimization. 

Implementation: This final stage of the mix design system will be implementable immediately. It 

is the final product from this research track. 
Track 1 (MD) 30 

 

Problem Statement MD 1.5. Integrating Recycled Materials into PCC Mix Design System 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 1. PCC Mix Design System Development and Integration 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

Previous studies have demonstrated that recycled concrete and other recycled materials can be used in 

new concrete mixtures successfully, as long as the effects of using recycled materials in the mixture are 

compared to the effects of using virgin materials. This study will build on that work, determining 

innovative ways to use recycled materials in PCC pavements. Because sustainability is being emphasized 

increasingly in the United States and abroad, identifying creative uses for recycled materials will sustain 

and likely extend their desirability. 

Tasks: 

1. Investigate using recycled materials in mix designs for shorter performance life pavements, such as an 

8-year pavement. 

2. Investigate using recycled materials for various portions of the product, for example, the fine or 

course fractions of the aggregate. 

3. Investigate the boundaries for using recycled materials in bases and two-lift construction. 

4. Combine the recommended guidance into supplements or adjustments to the new performance-based 

mix design system. 

Benefits: Mix design procedures capable of economically and accurately characterizing 

recycled materials as concrete constituents; facing the challenge of moving to a 

100 percent reuse policy, as many countries outside of the United States are 

doing, particularly in Europe. 

Products: Guidance and possible modifications to the mix design products that allow users 

to design a concrete mixture using recycled materials. 

Implementation: With pressure to use recycled materials expected to increase, having proper 

guidance available to users will ensure that the PCC pavement industry is 

prepared to meet these demands. 
31 Track 1 (MD) 

SUBTRACK MD 2. PCC MIX DESIGN LABORATORY TESTING AND EQUIPMENT 

This subtrack identifies all the new and upgraded equipment and test procedures needed for the concrete 

laboratory of the future. This subtrack also addresses a range of opportunities, from improved laboratory 

mixing to more accelerated durability testing. It concludes with an expert system that connects the test 

results. Table 3 provides an overview of this subtrack. 

Table 3. Subtrack MD 2 overview. 

Problem Statement Estimated 

Cost Products Benefits 

MD 2.0. Framework for 

PCC Mix Design 

Laboratory Testing and 

Equipment (Subtrack 

MD 2) 

$200 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

MD 2.1. Laboratory 

Mixer to Replicate PCC 

Field Batching 

$1 M–$2 M AASHTO-formatted specifications for 

constructing and operating a laboratory 

mixer capable of replicating the fullscale batching and mixing process. 

Lab equipment capable of simulating 

the full-scale batching process, 

resulting in more representative 

concrete test specimens and thus a 

more reliable mix design. 

MD 2.2. Laboratory 

Compactor to Replicate 

Concrete Paving 

Practice 

$1 M–$2 M AASHTO-formatted specifications for 

constructing and operating a laboratory 

compactor capable of replicating the fullscale compacting (consolidating) effort 

induced by the vibration and extrusion 

process of a slipform paver. 

Lab equipment capable of simulating 

the compacting effort of a slipform 

paver, resulting in more representative 

concrete test specimens and thus 

providing a more reliable mix design. 

MD 2.3. Aggregate 

Tests for PCC Mix 

Characterization 

$2 M–$5 M Various AASHTO-formatted materials 

specifications and test procedures 

capable of evaluating aggregate 

properties most sensitive to the behavior, 

durability, performance, and function of 

both paving concrete and the concrete 

pavement. 

New and improved aggregate test 

procedures, providing the mix 

designer with a more reliable system 

for selecting and proportioning the 

optimum aggregate for paving 

mixtures; ways to avoid potential early 

durability problems. 

MD 2.4. PerformanceBased Cementitious 

Materials Specifications 

$1 M–$2 M New AASHTO-formatted specifications 

for specifying cementitious materials 

used in concrete paving mixtures. 

Specifications that will allow the mix 

designer to make informed choices 

about the proper materials based on 

desired level of performance and with 

a clear understanding of compatibility 

or performance issues; materials 

specifications that keep pace with the 

dramatic changes in the materials 

themselves. 

MD 2.5. PCC Mix 

Durability Tests 

$2 M–$5 M Various AASHTO-formatted materials 

specifications and test procedures 

capable of evaluating the durability of 

concrete mixtures. 

Test procedures that will identify the 

potential of durability-related 

problems in the laboratory during mix 

design and in the field during 

placement; alleviation of durabilityrelated issues, ranging from alkalisilica reaction (ASR) to freeze-thaw 

durability, and including numerous 

chemical and mechanical distress 

mechanisms. 
Track 1 (MD) 32 

 

Table 3. Subtrack MD 2 overview, continued. 

Problem Statement Estimated 

Cost Products Benefits 

MD 2.6. PCC Mix 

Compatibility Tests 

$2 M–$5 M Various AASHTO-formatted test 

procedures capable of identifying 

compatibility problems within a mixture 

or between the mixture and the paving 

environment. 

Practical and accurate test procedures 

for identifying incompatibilities that 

will reduce cost and improve concrete 

paving performance; avoiding the 

increasing possibility of 

incompatibility from newer 

constituents added to concrete 

mixtures as well as conditions during 

placement, such as climate. 

MD 2.7. PCC Mix 

Property Test 

Development 

$2 M–$5 M Various AASHTO-formatted test 

procedures capable of quickly 

measuring concrete mix properties in a 

repeatable and reproducible fashion. 

New test procedures for measuring 

concrete mix properties that constitute 

a critical component of the mix design 

system, providing the data necessary 

by the models for optimization. 

MD 2.8. PCC Mix 

Thermal Tests 

$500 k–$1 M AASHTO-formatted test procedures for 

measuring critical thermodynamic 

properties of a concrete mix including 

calorimetry and thermal transport 

properties. 

Test procedures for thermal properties 

of concrete mixes that allow the 

industry to quantify the impact that the 

hydration process has on both the 

early-age behavior and long-term 

performance of the concrete pavement. 

MD 2.9. PCC Mix 

Performance Testing 

Equipment 

$2 M–$5 M AASHTO-formatted test procedures for 

new equipment (or a combination of 

existing equipment) capable of 

assessing the performance potential of a 

concrete mix (e.g., susceptibility to 

fatigue cracking or spalling). 

Increased concrete pavement quality 

through tracking the properties that are 

the most relevant to concrete pavement 

performance. 

MD 2.10. PCC Mix 

Functional Testing 

Equipment 

$2 M–$5 M AASHTO-formatted test procedures for 

new equipment (or a combination of 

existing equipment) capable of 

assessing the performance potential of a 

concrete mix (e.g., ability to construct a 

smooth, safe, and quiet surface). 

Increased concrete pavement quality 

through tracking the properties that are 

the most relevant to concrete pavement 

performance. 

MD 2.11. Expert System 

for PCC Mixes 

$1 M–$2 M A robust computerized expert system 

with an intuitive interface that allows 

users to access best practices and to 

troubleshoot. 

Preservation of institutional memory, 

which is fading as many industry 

experts retire; an expert system that 

captures their experience in a form that 

is easily accessible to anyone. 
33 Track 1 (MD) 

Problem Statement MD 2.0. Framework for PCC Mix Design Laboratory Testing and Equipment 

(Subtrack MD 2) 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack MD 2 (PCC Mix Design Laboratory Testing and Equipment) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack MD 2 (PCC Mix Design Laboratory Testing and 

Equipment), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: The research will provide the organization and validation essential for the 

success of this subtrack. Implementing this problem statement will set the stage 

for the rest of the problem statements in subtrack MD 2 (PCC Mix Design 

Laboratory Testing and Equipment). 
Track 1 (MD) 34 

 

Problem Statement MD 2.1. Laboratory Mixer to Replicate PCC Field Batching 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–4 

Estimated Cost: $1 M–$2 M 

The techniques used to mix concrete in the laboratory differ from field techniques. For example, 

differences are evident in charging sequences and mixing energy. This research will develop performance 

specifications for a new generation of laboratory mixers that can better replicate the full-sized mixers 

commonly used in concrete paving. The cost and efficiency of a laboratory mixer will be considered. If 

successful, the new laboratory mixer will evaluate new and innovative PCC mix designs more quickly for 

research, mix development, and QC. 

Tasks: 

1. Identify available technologies and previous trials of similar laboratory mixers. 

2. Develop additional technology and equipment as needed. 

3. Compare various concrete mixtures as mixed in full-scale batching operations with those mixed in the 

new laboratory mixer. Comparisons should be made based on pertinent properties, such as air void 

structure, strength, and permeability. 

4. If a new mixer is successfully identified, develop an AASHTO-formatted standard. 

Benefits: Lab equipment capable of simulating the full-scale batching process, resulting in 

more representative concrete test specimens and thus a more reliable mix design. 

Products: AASHTO-formatted specifications for constructing and operating a laboratory 

mixer capable of replicating the full-scale batching and mixing process. 

Implementation: This technology, if identified, can be a key component of the laboratory of the 

future that will feed key mix test results into the mix design system. 
35 Track 1 (MD) 

Problem Statement MD 2.2. Laboratory Compactor to Replicate Concrete Paving Practice

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–4 

Estimated Cost: $1 M–$2 M 

The techniques employed to consolidate laboratory specimens (either in the field or in the lab) do not 

represent the nature of the concrete in place after paving. Differences in the source and energy of 

consolidation result in differences in the quantity, position, and orientation of the various concrete 

constituents within the mixture (particularly the air void structure). This research will develop a 

consolidation device that can better simulate the consolidation process that results from slipform paving 

(and other placement techniques as needed). 

Tasks: 

1. Identify available technologies and previous trials of similar laboratory compactors. 

2. Develop additional technology and equipment as needed. 

3. Compare various concrete mixtures compacted in place (behind a slipform paver) with mixtures 

compacted using the new laboratory compactor. Comparisons should be made based on pertinent 

properties, such as air void structure, strength, and permeability. 

4. If a new compactor is identified, develop an AASHTO-formatted standard. 

Benefits: Lab equipment capable of simulating the compacting effort of a slipform paver, 

resulting in more representative concrete test specimens and thus providing a 

more reliable mix design. 

Products: AASHTO-formatted specifications for constructing and operating a laboratory 

compactor capable of replicating the full-scale compacting (consolidating) effort 

induced by the vibration and extrusion process of a slipform paver. 

Implementation: This technology, if identified, can be a key component in future laboratories that 

will feed key mix test results into the mix design system. 
Track 1 (MD) 36 

 

Problem Statement MD 2.3. Aggregate Tests for PCC Mix Characterization 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–10 

Estimated Cost: $2 M–$5 M 

Aggregates constitute the largest component of nearly all concrete mixes, by both weight and volume. As 

a result, the properties of the concrete mix are driven largely by the properties of the aggregates. Because 

of the high costs of mining and hauling aggregates, research is needed to develop procedures for 

identifying the most cost effective aggregate sources for a construction project that will meet the user’s 

durability, performance, and functional requirements. The use of an aggregate will take into account the 

total cost of the material, including consideration of haul distances, material quality, necessary mix design 

adjustments, and projected long-term PCC performance. An important aspect of this research will be to 

develop tests that can identify durable aggregates before the quarry wall is mined. Procedures also will be 

developed (or current procedures revised) for rapidly determining the ASR potential of concrete mixes 

made with this aggregate. Additionally, this research will identify ways to protect existing aggregate 

sources from urban development and to access sources that are difficult to retrieve due to environmental 

concerns and/or existing urban development. Above all, the test procedures developed here should clearly 

link to the proposed mix design system. 

While this broad research will require further definition during the framework stage, specific aggregate 

properties expected to be researched under this task include cleanliness, thermal properties (especially 

coefficient of thermal expansion), and abrasion resistance, among others. To lower transport costs, 

lightweight aggregates should also be considered and evaluated. 

Tasks: 

1. Identify the needs for aggregate laboratory testing, prioritized based on the impact that the properties 

have on concrete pavement durability and performance. 

2. Develop AASHTO-formatted aggregate test procedures as needed, establishing clear links to the mix 

design procedures. 

3. Connect the aggregate test procedures to other tracks, including those for QC and nondestructive 

testing (NDT). 

Benefits: New and improved aggregate test procedures, providing the mix designer with a 

more reliable system for selecting and proportioning the optimum aggregate for 

paving mixtures; ways to avoid potential early durability problems. 

Products: Various AASHTO-formatted materials specifications and test procedures capable 

of evaluating aggregate properties most sensitive to the behavior, durability, 

performance, and function of both paving concrete and the concrete pavement. 

Implementation: Many new laboratory tests for concrete aggregates are expected. These tests will 

feed directly into the mix design system and be the foundation for more advanced 

tests as the state of the art evolves. 
37 Track 1 (MD) 

Problem Statement MD 2.4. Performance-Based Cementitious Materials Specifications 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$2 M 

Cementitious materials as they are currently specified (i.e., by percent replacement) and classified (i.e., by 

fineness and chemical composition) do not reflect their long-term performance as used in PCC 

pavements. Current methods of specification and classification also fail to reflect the compatibility of the 

cementitious materials with aggregates and chemical admixtures. This research will develop a 

cementitious materials specification that reflects the link between the various properties of the 

cementitious materials and performance and compatibility issues. The specification should be developed 

to differentiate the various uses of cementitious materials and their influence on concrete’s fresh 

properties, such as slump, air void characteristics, and set time; and on concrete’s hardened properties, 

such as strength and abrasion resistance. Ongoing efforts and specifications being developed through the 

American Society for Testing and Materials (ASTM) and other organizations should be considered. 

Tasks: 

1. Identify existing and ongoing work in developing performance-based specifications for cement, 

supplementary cementing materials, and cementitious materials, both individually and as a combined 

material. 

2. Identify a structure for a performance-based specification that includes a suite of tests rationally 

connected to pavement performance. 

3. Develop an AASHTO-formatted draft specification and evaluate it based on the performance of 

existing pavement sections as well as the known cementitious materials properties. 

4. Refine the specification based on the evaluation and integrate it into the mix design system. 

Benefits: Specifications that will allow the mix designer to make informed choices about 

the proper materials, based on desired level of performance and with a clear 

understanding of compatibility or performance issues; materials specifications 

that keep pace with the dramatic changes in the materials themselves. 

Products: New AASHTO-formatted specifications for specifying cementitious materials 

used in concrete paving mixtures. 

Implementation: A suite of tests will result that can be used to specify cementitious materials 

through performance predictions. These tests will provide inputs to the mix 

design system as well as other research tracks, including process (quality) 

control. 
Track 1 (MD) 38 

 

Problem Statement MD 2.5. PCC Mix Durability Tests 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–10 

Estimated Cost: $2 M–$5 M 

Contractors and owner-agencies want to know whether a mix designed to last 30 or more years will last 

that long when placed in the field, particularly if the pavement is constructed under a warranty or 

performance-based specification. Likely, no single test will be able to guarantee that a pavement will last 

30 or more years, largely because of variable environmental conditions and traffic/wheel loading over the 

life of the pavement. However, it should be possible to develop test methods to predict the probability that 

a given concrete mix will last for the intended design life. While this broad research will require further 

definition during the framework stage, many key mix durability characteristics should be investigated as 

needed, including freeze-thaw durability, ASR resistance, sulfate attack resistance, and steel corrosion 

potential. Research is needed to develop accelerated testing methods that more accurately predict the 

long-term strength, durability, and performance potential of concrete. These tests will allow the owneragency or contractor to evaluate the mix design before construction as well as after placement, based on 

core samples removed from the newly placed pavement. An initial step may require additional research to 

define the minimum water-cement ratio in the field. Meanwhile, premature materials-related distress in 

concrete pavements appears to be growing more widespread. As a result, additional investigation is 

needed to identify the various potential causes of the observed problems. Research also is needed to 

develop improved sulfate-resistant concretes, especially for paving applications, and a broad program of 

research is needed to mitigate existing ASR conditions. Finally, this task should address air void and steel 

corrosion issues. 

Tasks: 

1. Identify the various durability issues facing concrete pavements, discerning and linking research that 

addresses both the visible distresses and the fundamental mechanisms. 

2. Study available equipment and test procedures to identify the potential for and severity of the various 

deterioration mechanisms as a function of the concrete mix. 

3. Develop and integrate AASHTO-formatted lab test procedures that feed into the mix design system, 

allowing users to optimize a mix based on material durability and other criteria. 

Benefits: Test procedures that will identify possible durability-related problems in the 

laboratory during mix design and in the field during placement; alleviation of 

durability-related issues ranging from ASR to freeze-thaw durability and 

including numerous chemical and mechanical distress mechanisms. 

Products: Various AASHTO-formatted materials specifications and test procedures capable 

of evaluating the durability of concrete mixtures. 

Implementation: A suite of tests will result that can be used to identify possible durability issues 

associated with a given mix design. These tests will provide inputs for the mix 

design system as well as other research tracks, including process (quality) 

control. 
39 Track 1 (MD) 

Problem Statement MD 2.6. PCC Mix Compatibility Tests 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–10 

Estimated Cost: $2 M–$5 M 

Mineral and chemical admixtures currently are available for improving the essential properties of a 

concrete mix (such as strength, permeability, and freeze-thaw resistance). However, these admixtures 

often are used in combination in a PCC paving mix without a thorough understanding of the materials’ 

interaction or compatibility. For example, while a proper air void system is essential for durable concrete, 

excessive air voids reduce the effective cross-sectional area of concrete elements, decreasing concrete 

strength. Supplementary cementitious materials can cause further complications by creating an unstable 

air void system in freshly mixed concrete. This problem worsens when certain chemical admixtures also 

are used in the concrete. Research is needed to study the interaction and compatibility of various 

admixtures in PCC mixes and the effects that incompatibility may have on concrete properties and 

pavement performance. Research is also needed to develop accelerated testing methods that more 

accurately predict incompatibilities and their effects on long-term strength, durability, and performance. 

These tests will allow the owner-agency or contractor to evaluate the mix design before construction and 

ensure compatibility of mixture components before concrete placement. 

Tasks: 

1. Identify known compatibility problems among PCC admixtures, including the effects admixtures 

have on concrete properties, such as workability and the air void system. 

2. Conduct laboratory testing to identify further compatibility problems. 

3. Determine the effects of incompatible materials on pavement performance. 

4. Determine the limits on proportions of incompatible materials. 

5. Develop AASHTO-formatted test procedures and associated equipment that can identify 

incompatibilities in concrete mixes in the lab. 

6. Integrate the lab test procedures into the mix design system to allow users to avoid mixture 

incompatibilities during the mix design process. 

Benefits: Practical and accurate test procedures for identifying incompatibilities that will 

reduce cost and improve concrete paving performance; avoiding the increasing 

possibility of incompatibility from newer constituents added to concrete mixtures 

and due to conditions during placement, such as climate. 

Products: Various AASHTO-formatted test procedures capable of identifying compatibility 

problems within a mixture or between the mixture and the paving environment. 

Implementation: Guidelines and test procedures/equipment that identify potential incompatible 

materials in PCC paving mixes will result. These tests can be used during the mix 

design process as well as for QC during construction. 
Track 1 (MD) 40 

 

Problem Statement MD 2.7. PCC Mix Property Test Development 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 2–8 

Estimated Cost: $2 M–$5 M 

Mix properties affect both the constructability and long-term performance of PCC pavements. While this 

broad research will require significant definition during the framework stage, some of the essential mix 

properties that may warrant investigation include water-cement ratio, permeability, air void system, and 

workability. While several tests that measure most of these properties currently exist, many of these test 

procedures are still somewhat crude or time-consuming and give varied results. For example, while it is 

simple to calculate water-cement ratio based on batch weights, this calculation may not accurately 

indicate the actual in place water-cement ratio due to addition of water at the job site, inaccurate estimates 

of aggregate moisture content, or water evaporation during transportation. Thin sections can be used to 

estimate the water-cement ratio of the hardened concrete, but this is time-consuming and generally occurs 

long after paving is finished. Research is needed to investigate essential mix properties and develop or 

further refine procedures for measuring these mix properties quickly and accurately. This research will 

identify essential mix properties affecting both constructability and pavement performance and develop 

testing equipment for measuring these properties. 

Tasks: 

1. Identify essential mix properties that affect pavement constructability and performance. 

2. Identify and develop AASHTO-formatted test procedures and associated equipment for measuring 

these properties. 

3. Develop new equipment that can be used to measure essential mix properties in the lab and in the 

field quickly and accurately. 

4. Develop recommendations for deploying mix property testing equipment. 

Benefits: New test procedures for measuring concrete mix properties that constitute a 

critical component of the mix design system, providing the data necessary by the 

models for optimization. 

Products: Various AASHTO-formatted test procedures capable of quickly measuring 

concrete mix properties in a repeatable and reproducible fashion. 

Implementation: This work will result in test equipment that will quickly and accurately measure 

essential mix properties. The test equipment can be used for trial batching during 

the mix design process and for QC during construction. 
41 Track 1 (MD) 

Problem Statement MD 2.8. PCC Mix Thermal Tests 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 3–6 

Estimated Cost: $500 k–$1 M 

The FHWA HIPERPAVTM program is among a number of recent initiatives that have underscored the 

importance of heat development in concrete pavements. A concrete mixture generally can be 

characterized by a unique signature representing the amount and rate of heat generated through the 

hydration process. Measuring this characteristic requires a calorimeter, commonly isothermal, adiabatic, 

or semi-adiabatic. While the importance of this concrete characteristic has been demonstrated and 

accepted, no accepted standard for measurement yet exists. This research will develop a nonproprietary 

test standard suitable for AASHTO adoption. If both practical and cost effective, the standard should spur 

widespread acceptance of this test for characterizing a concrete mixture. A second goal in developing the 

specification should be to develop a test rugged enough for use in the field for routine QC. Finally, if the 

heat signature test is found to be sensitive to pavement performance, tests for other thermal properties 

should be developed during this task, including tests for the specific heat and thermal conductivity of the 

PCC. A precedent currently exists for evaluating these parameters within the Mechanistic-Empirical 

Pavement Design Guide.

(1) 

Tasks: 

1. Identify the mix thermal properties that are most sensitive for predicting concrete pavement behavior 

and performance. 

2. Identify existing lab tests to evaluate the most sensitive properties. Evaluation criteria should include 

ease of use, proprietary nature, cost, ruggedness, repeatability, and reproducibility. 

3. Select candidate lab tests and perform a structured evaluation of the equipment, comparing the test 

results to known standards, if possible. 

4. Develop specifications suitable for adoption by AASHTO. 

Benefits: Test procedures for thermal properties of concrete mixes that allow the industry 

to quantify the impact of the hydration process on both the early-age behavior 

and long-term performance of the concrete pavement. 

Products: AASHTO-formatted test procedures for measuring critical thermodynamic 

properties of a concrete mix, including calorimetry and thermal transport 

properties. 

Implementation: A number of tests will result that can identify the thermal properties of concrete 

mixes. These tests will provide inputs for the mix design system as well as other 

research tracks, including process (quality) control and intelligent construction 

systems (ICS). 
Track 1 (MD) 42 

 

Problem Statement MD 2.9. PCC Mix Performance Testing Equipment 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 5–10 

Estimated Cost: $2 M–$5 M 

Mix performance is one of the most important factors in determining pavement performance, particularly 

in the long term. Some essential performance properties include freeze-thaw resistance, abrasion 

resistance, and sulfate-attack resistance, among others. Understanding mix performance will help 

contractors and owner-agencies develop mixes that meet the design life requirements. Performance 

problems may not necessarily be caused by durability problems, such as material incompatibility and 

freeze-thaw resistance, but may simply result from improper mixture proportioning or material selection. 

This research will examine factors that affect mix performance and thereby affect pavement performance. 

Testing equipment will be developed to help predict mix performance quickly during the mix design 

process in the laboratory. 

Tasks: 

1. Identify factors (e.g., mix proportions and materials) that affect mixture performance. 

2. Identify equipment or test procedures that can be used to predict mix performance. 

3. Refine existing equipment or develop new testing equipment that can be used to predict mix 

performance quickly. 

4. Work with contractors and owner-agencies to evaluate the test equipment. 

5. Develop AASHTO-formatted specifications and associated recommendations for deploying new 

testing equipment. 

Benefits: Increased concrete pavement quality through tracking the properties that are the 

most relevant to concrete pavement performance. 

Products: AASHTO-formatted test procedures for new equipment (or a combination of 

existing equipment) capable of assessing the performance potential of a concrete 

mix (e.g., susceptibility to fatigue cracking or spalling). 

Implementation: Testing procedures and equipment that can predict mix performance in the 

laboratory will result. The testing equipment can be used by contractors and 

owner-agencies during the mix design process and for QC testing. 
43 Track 1 (MD) 

Problem Statement MD 2.10. PCC Mix Functional Testing Equipment 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 7–10 

Estimated Cost: $2 M–$5 M 

Some properties of PCC mixes can affect the functional performance of PCC pavements, including mix 

placeability (which affects ride quality and tire-pavement noise), abrasion resistance (which affects ride 

quality and safety), and skid resistance (which affects safety). These PCC mix properties ultimately 

influence roadway user satisfaction, particularly regarding users’ safety and driving comfort. While these 

issues may not affect pavement performance directly, significant consequences can result if they are 

overlooked. For example, a pavement that is too noisy may require expensive sound walls, while a 

pavement with poor abrasion resistance may rut under studded tires and require costly rehabilitation. 

Research is needed to investigate the essential functional properties of PCC paving mixes and develop 

tests for measuring these properties. The tests should allow the contractor or owner-agency to predict 

functional performance during the mix design process quickly so adjustments can be made before 

construction. 

Tasks: 

1. Identify important properties of PCC mixes that ultimately tie into functional pavement performance. 

2. Identify test procedures and equipment that can be used to measure these properties. 

3. Modify existing equipment or develop new equipment that quickly and accurately can measure the 

properties that predict pavement functional performance. 

4. Develop AASHTO-formatted specifications and associated recommendations for deploying 

functional testing equipment. 

Benefits: Increased concrete pavement quality through tracking the properties that are the 

most relevant to concrete pavement performance. 

Products: AASHTO-formatted test procedures for new equipment (or a combination of 

existing equipment) capable of assessing the performance potential of a concrete 

mix (e.g., susceptibility to fatigue cracking or spalling). 

Implementation: This work will result in testing procedures and equipment that can measure mix 

properties to predict pavement functional performance. The tests can be used 

during the mix design process and for QC during construction. 
Track 1 (MD) 44 

 

Problem Statement MD 2.11. Expert System for PCC Mixes 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 2. PCC Mix Design Laboratory Testing and Equipment 

Approximate Phasing: Years 3–10 

Estimated Cost: $1 M–$2 M 

Recent concerns about early deterioration of concrete pavement indicate a need for tools that predict 

concrete durability problems during mixture proportioning and design. No limitations usually exist on the 

combination of materials that can produce workable and durable concrete. However, constituent materials 

with certain chemical attributes, such as high levels of alkali, may develop mixture durability problems. 

Data for long-term tests of concrete mixtures, such as the prism test and screening tests for such 

constituents as aggregate, are available from many States. Compiling these data into a large database 

could provide the foundation for an expert system to predict durability problems. This system could 

indicate the potential for material combination problems and guide engineers and contractors in 

developing mix designs for pavement projects. 

Because of the rapid increase in the number of concrete production materials available, it is important to 

develop a national database that collects and synthesizes information about all concrete mixes used 

throughout the United States, from mix design to durability in the field. Clearly documenting the mixes 

that are successful for a particular application and set of materials and those that are unsuccessful will 

provide States and others a means to assess their own mixes without having to perform extensive and 

costly laboratory testing. The database will allow users to determine whether a certain mix design will be 

successful or unsuccessful. More specifically, this national database will contain information about the 

concrete materials, mix proportions, locations of use, pavement designs, fresh and hardened concrete 

properties, construction methods, and the long-term durability performance of the concrete mixes. It also 

will detail issues such as whether ASR, sulfate attack, freeze-thaw resistance, or any other fresh or 

hardened concrete property was inappropriate for a particular mixture and site condition. 

Tasks: 

1. Identify available sources of information for the expert system, including existing syntheses, expert 

personnel, and existing databases. 

2. Identify a structure for the expert system that allows users intuitive access to the information and 

rapid and efficient population of the information during development. 

3. Develop a beta version of the system and establish a peer review process. 

4. Refine the expert system and prepare a form suitable for rapid implementation (e.g., consideration 

should be made for Internet deployment to keep the system dynamic). 

Benefits: Preservation of institutional memory, which is fading as many industry experts 

retire; a system that captures their experience in a form that is easily accessible. 

Products: A robust computerized expert system with an intuitive interface that allows users 

to access best practices and troubleshoot. 

Implementation: An expert system will be developed that includes an extensive database of 

experience and other data related to paving concrete mixtures and their 

performance. This information should be kept dynamic with ongoing updates and 

feedback. 
45 Track 1 (MD) 

SUBTRACK MD 3. PCC MIX DESIGN MODELING 

This subtrack addresses the modeling needed to predict slab performance using the laboratory test results 

identified in the previous subtrack. The modeling also must be coordinated fully throughout this entire 

track. The research in the following problem statements will develop, improve, adapt, calibrate, and 

validate PCC pavement models. Table 4 provides an overview of this subtrack. 

Table 4. Subtrack MD 3 overview. 

Problem Statement Estimated Cost Products Benefits 

MD 3.0. Framework for 

PCC Mix Design 

Modeling (Subtrack MD 

3) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and productive 

research program. 

MD 3.1. Aggregate 

Models for Optimizing 

PCC Mixtures 

$250 k–$500 k Thoroughly documented models, also 

in computerized form, that can be 

used to optimize the sizing and 

blending of aggregate stockpiles for a 

concrete mix. 

Models that optimize the aggregate 

structure within a concrete mix that have 

been shown to improve a wide variety of 

fresh and hardened concrete properties. 

MD 3.2. Fresh PCC 

Pavement Behavior 

Models 

$1 M–$2 M Thoroughly documented models, also 

in computerized form, that can be 

used to predict the behavior of fresh 

concrete (e.g., rheology). 

Models that predict critical fresh concrete 

properties as a function of the mix to allow 

the mix design system to consider these 

factors more objectively. 

MD 3.3. Hardened PCC 

Pavement Behavior 

Models 

$250 k–$500 k Thoroughly documented models, also 

in computerized form, that can be 

used to predict the behavior of 

hardened concrete. 

Characterization of hardened concrete 

properties and behavior to optimize the mix 

design system for performance. 

MD 3.4. Improved PCC 

Pavement Performance 

Models Adaptation 

$250 k–$500 k Thoroughly documented models, also 

in computerized form, that can be 

used to predict the structural 

performance (e.g., faulting) of a 

concrete pavement as a function of 

mix properties. 

Performance models predicting the linkage 

between concrete pavement performance 

and mix properties in the mix design 

system; supplements for other ongoing 

efforts to develop these models. 

MD 3.5. Functional PCC 

Pavement Models 

Adaptation 

$250 k–$500 k Thoroughly documented models, also 

in computerized form, that can be 

used to predict the functional 

performance (e.g., smoothness) of a 

concrete pavement as a function of 

mix properties. 

Functional models predicting the linkage 

between concrete pavement function (e.g., 

smoothness, safety, noise) and mix 

properties in the mix design system; 

supplements for other ongoing efforts to 

develop these models. 

MD 3.6. Characterizing 

Concrete Materials 

Variability 

$250 k–$500 k Thorough documentation of each of 

the sources and degrees of variability 

in the concrete making process. 

Understanding variability well enough to 

quantify it objectively, thus remaining cost 

effective in design. 

MD 3.7. PCC Mix Model 

Calibration 

$1 M–$2 M A calibration report of the various 

models used to predict concrete mix 

behavior and concrete pavement 

performance; adjustments to the 

various models as needed. 

Proper calibration of the numerous models 

developed and assembled as part of this 

research track before widespread 

distribution of the system. 

MD 3.8. PCC Mix Model 

Validation 

$500 k–$1 M A validation report of the various 

models used to predict concrete mix 

behavior and concrete pavement 

performance; adjustments to the 

various models as needed. 

A validation effort conducted before release 

of the mix design system that assesses the 

predictive ability of the system in situations 

independent of the development and 

calibration activities. 
Track 1 (MD) 46 

 

Problem Statement MD 3.0. Framework for PCC Mix Design Modeling (Subtrack MD 3) 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack MD 3 (PCC Mix Design Modeling) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As the funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack MD 3 (PCC Mix Design Modeling), modify as 

appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack MD 3 (PCC Mix Design 

Modeling). 
47 Track 1 (MD) 

Problem Statement MD 3.1. Aggregate Models for Optimizing PCC Mixtures 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 2–4 

Estimated Cost: $250 k–$500 k 

Aggregate packing is an important consideration for optimizing concrete mixtures. Aggregate packing is 

used to determine the optimal proportions of aggregate for a specific concrete mix, given the aggregates 

available for a particular project. The goal of aggregate packing is to minimize the voids in the aggregate 

skeleton, thereby minimizing the amount of cement paste needed. This not only strengthens the mix by 

maximizing the amount of aggregate, but also minimizes shrinkage, permeability, and porosity. 

Additionally, minimizing the amount of cement paste reduces the cost of the mix, as cementitious 

materials are generally the most expensive component in concrete mixes. Research is needed to develop a 

method for characterizing the aggregate packing behavior in a concrete mixture based on the aggregate 

shape and gradation. 

Tasks: 

1. Identify existing models suitable for predicting the optimum aggregate structure within a concrete 

mixture. 

2. Determine the suitability of the existing models for paving mixtures and conduct research to make 

necessary adjustments. 

3. Develop a beta version of the model through a stand-alone interface and evaluate the predictions 

against lab and field data. 

4. Develop the final model in a form suitable for rapid incorporation into the mix design system. 

Benefits: Models that optimize the aggregate structure within a concrete mix that have 

been shown to improve a wide variety of fresh and hardened concrete properties. 

Products: Computerized models that can be used to optimize the sizing and blending of 

aggregate stockpiles for a concrete mix; model documentation. 

Implementation: The model developed under this effort will be used in the various predictive 

modes of the mix design system. 
Track 1 (MD) 48 

 

Problem Statement MD 3.2. Fresh PCC Pavement Behavior Models 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M 

Fresh PCC behavior affects the constructability and performance of PCC pavements, properties that 

significantly impact the cost and quality of the finished product. Ensuring optimal fresh PCC properties 

for a paving operation will improve paving efficiency, reduce labor costs, increase paving speed, and 

result in a finished product that meets durability and functional requirements. Concrete moisture 

variations, for example, significantly affect most concrete properties, such as strength and shrinkage. For 

example, distresses such as plastic shrinkage cracking, delamination spalling, and drying shrinkage 

cracking result from excessive moisture loss during construction. Likewise, the air void system 

significantly affects pavement constructability and durability. Modeling can predict fresh PCC behavior 

and pavement performance efficiently based on fresh PCC properties. Modeling also allows virtual 

adjustments to be made to PCC mixes before trial batching. Multiscale models are needed to predict and 

guide the entire concrete paving process, from microstructure to performance. More fundamental models 

will be developed that tie fresh PCC properties to constructability and performance, and those properties 

selected for accurate, reliable, and inexpensive field evaluation. These models will take into account 

various material properties, climatic conditions, admixtures, and construction techniques available for 

paving operations. The models will then be incorporated into easy-to-use software for both contractors 

and owner-agencies that can be incorporated into the broader mix design system developed in this 

research track. 

Tasks: 

1. Identify existing models suitable for predicting the behavior of a fresh concrete mixture. 

2. Determine the suitability of the existing models to paving mixtures and conduct research to make 

necessary adjustments. 

3. Develop a beta version of the model through a stand-alone interface and evaluate the predictions 

against lab and field data. 

4. Develop the final model in a form suitable for rapid incorporation into the mix design system. 

Benefits: Models that predict critical fresh concrete properties as a function of the mix to 

allow the mix design system to consider these factors more objectively. 

Products: Computerized models that can be used to predict the behavior of fresh concrete 

(e.g., rheology); model documentation. 

Implementation: This work will result in models that can be used to predict constructability and 

pavement performance based on fresh PCC properties. The models can be used 

both during the mix design process and as a replacement or supplement to QC 

tests during construction. 
49 Track 1 (MD) 

Problem Statement MD 3.3. Hardened PCC Pavement Behavior Models 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 3–8 

Estimated Cost: $250 k–500 k 

Understanding pavement behavior is essential for the pavement design process, as pavement behavior 

influences pavement characteristics (e.g., thickness, slab length), joint design, mix design, and 

construction techniques. Modeling pavement behavior is an efficient way to ensure that the pavement 

design is adequate for the given conditions. Improved models for understanding hardened PCC pavement 

behavior are needed to predict critical aspects such as curling and warping, joint functionality, and others. 

These models should take into account material properties, mix properties, construction conditions, and 

pavement characteristics. The models should also account for hardened PCC properties, such as creep, 

coefficient of thermal expansion, zero-stress temperature, slab temperature gradients, pavement support, 

and environmental conditions, among others. These new models will allow designers, contractors, and 

owner-agencies to make necessary adjustments to pavement design characteristics during the design 

process, well in advance of construction, as well as during construction. 

Tasks: 

1. Identify existing models suitable for predicting hardened concrete behavior. The models selected 

should be used in concert with ongoing work in track 2 (Performance-Based Design Guide for New 

and Rehabilitated Concrete Pavement). 

2. Determine the suitability of the existing models for paving mixtures and conduct research to make 

necessary adjustments. 

3. Develop a beta version of the models through a stand-alone interface and evaluate the predictions 

against lab and field data. 

4. Develop the final models in a form suitable for rapid incorporation into the mix design system. 

Benefits: Characterization of hardened concrete properties and behavior to optimize the 

mix design system for performance. 

Products: Computerized models that can be used to predict the behavior of hardened 

concrete; model documentation. 

Implementation: This work will result in models that predict hardened PCC pavement behavior, 

presented in the form of easy-to-use software. The models can be employed both 

during the design process and to make design adjustments during construction. 

This work assumes that the research done in track 2 (Performance-Based Design 

Guide for New and Rehabilitated Concrete Pavement) has been completed. The 

estimated cost for this research is above and beyond that in track 2. 
Track 1 (MD) 50 

 

Problem Statement MD 3.4. Improved PCC Pavement Performance Models Adaptation 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 3–7 

Estimated Cost: $250 k–$500 k 

When designing a PCC pavement, the pavement engineer specifies performance goals for both the plastic 

and hardened concrete. The owner and contractor want to predict this performance to ensure that what is 

specified and placed will meet the long-term goals. This research will develop new models or refine 

existing ones to evaluate the characteristics of given mix designs and thus predict long-term pavement 

performance. The models will take into account the mix properties as well as site characteristics and 

construction techniques to predict pavement performance. These models will be suitable for use during 

both the mix design process and construction so that necessary adjustments can be made quickly. 

Tasks: 

1. Identify existing models suitable for predicting concrete pavement performance as a function of the 

concrete mixture. The models selected should be used in concert with ongoing work in track 2 

(Performance-Based Design Guide for New and Rehabilitated Concrete Pavement). 

2. Determine the suitability of existing models to paving mixtures and conduct research to make 

necessary adjustments. 

3. Develop beta versions of the models through a stand-alone interface and evaluate the predictions 

against lab and field data. 

4. Develop the final models in a form suitable for rapid incorporation into the mix design system. 

Benefits: Performance models predicting the linkage between concrete pavement 

performance and mix properties in the mix design system; supplements for other 

ongoing efforts to develop these models. 

Products: Computerized models that can be used to predict the structural performance (e.g., 

faulting) of a concrete pavement as a function of mix properties; model 

documentation. 

Implementation: This work will result in models that predict long-term pavement performance 

based on mix properties. The models will be usable at the mix design stage as 

well as during construction to rapidly assess the mixes being placed. This work 

assumes that the research done in track 2 (Performance-Based Design Guide for 

New and Rehabilitated Concrete Pavement) has been completed. The estimated 

cost for this research is above and beyond that in track 2. 
51 Track 1 (MD) 

Problem Statement MD 3.5. Functional PCC Pavement Models Adaptation 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 4–9 

Estimated Cost: $250 k–$500 k 

Functional PCC pavement performance ensures user satisfaction and pavement durability. Smoother 

pavements, for example, are not only more desirable to the user, but also reduce dynamic loading on the 

pavement, increasing pavement life. However, smoothness is not the only functional performance aspect. 

Tire-pavement noise and skid resistance are also key functional performance factors. The concrete 

mixture impacts these functional performance factors. Mixes that are difficult to place, for example, can 

result in rough pavements. Models are needed to predict functional performance during the mix design 

process. Predicting functional performance will allow contractors or owner-agencies to adjust the mix 

design so that the finished pavement will meet the functional requirements. The new models will also 

allow contractors to adjust the mix design as materials or construction conditions change during pavement 

placement. 

Tasks: 

1. Identify existing models suitable for predicting the functional properties of a concrete pavement as a 

function of the concrete mixture. The models selected should be used in concert with ongoing work in 

track 2 (Performance-Based Design Guide for New and Rehabilitated Concrete Pavement). 

2. Determine the suitability of the existing models to paving mixtures and conduct research to make 

adjustments necessary 

3. Develop beta versions of the models through a stand-alone interface and evaluate the predictions 

against lab and field data. 

4. Develop the final models in a form suitable for rapid incorporation into the mix design system. 

Benefits: Functional models predicting the linkage between concrete pavement function 

(e.g., smoothness, safety, noise) and mix properties in the mix design system; 

supplements for other ongoing efforts to develop these models. 

Products: Computerized models that can be used to predict the functional performance 

(e.g., smoothness) of a concrete pavement as a function of mix properties; model 

documentation. 

Implementation: This work will result in models to predict pavement functional performance 

based on mix design properties and materials. The models can be used during 

both the mix design process and construction. This work assumes that the 

research done in track 2 (Performance-Based Design Guide for New and 

Rehabilitated Concrete Pavement) has been completed. The estimated cost for 

this research is above and beyond that in track 2. 
Track 1 (MD) 52 

 

Problem Statement MD 3.6. Characterizing Concrete Materials Variability 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 2–7 

Estimated Cost: $250 k–$500 k 

This research will document the sources of and solutions to concrete pavement variability. A better 

understanding of variability in current PCC pavement construction is needed, including stockpiles, 

batching, transport, placement, finishing, and curing. Following a synthesis of work done in this area, the 

researcher should advance strategies to minimize variability through improved equipment, measuring 

devices, and operator influences. The impact of reducing variability should be assessed for: (1) contractor 

profitability, (2) specification tolerances, and (3) design safety factors. By reducing variability, modern 

pavement design procedures can be used, resulting in more cost effective designs that also improve 

overall pavement performance. The overall influence of variability on design safety and product 

acceptance must be better understood, especially product acceptance as it relates to the size of the product 

sample. 

Tasks: 

1. Identify information sources for assessing the variability of concrete mixtures and other elements of 

the concrete paving process. This work should be done in concert with ongoing work in track 2 

(Performance-Based Design Guide for New and Rehabilitated Concrete Pavement). 

2. Synthesize variability information and collect additional information as needed. 

3. Identify inputs for the mix design system that variability information would affect, considering the 

most appropriate means to consider risk and reliability in the mix design procedure. 

Benefits: Understanding variability well enough to quantify it objectively, thus remaining 

cost effective in design. 

Products: Thorough documentation of each of the sources and degrees of variability in the 

concrete-making process. 

Implementation: This research will result in a better understanding of the sources of variability in 

the concrete paving process. This information, in turn, can be used in the mix 

design system to develop more reliable and cost effective designs. This work 

assumes that the research done in track 2 (Performance-Based Design Guide for 

New and Rehabilitated Concrete Pavement) has been completed. The estimated 

cost for this research is above and beyond that in track 2. 
53 Track 1 (MD) 

Problem Statement MD 3.7. PCC Mix Model Calibration 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 4–8 

Estimated Cost: $1 M–$2 M 

Developing the sophisticated PCC mix design system proposed in this research track will require 

numerous models and components that are based on varying degrees of calibrated relationships. 

Integrating these components into a larger system, however, introduces the need for an overall calibration. 

This calibration is required if users are to have confidence in the mix design system’s predictions. This 

research will organize a calibration effort that will evaluate a wide range of materials, site conditions, 

climates, construction techniques, pavement characteristics, and other variables. The result will be 

recommendations for adjustments to the mix design procedure that will increase the reliability of the 

predictions. 

Tasks: 

1. Identify variables for calibration, such as materials, site conditions, and climates. 

2. Identify typical ranges for each variable. 

3. Perform laboratory calibrations for the different variables that can be tested in the lab. 

4. Perform onsite calibration tests where needed. 

5. Calibrate models for deployment. 

Benefits: Proper calibration of the numerous models developed and assembled as part of 

this research track before widespread distribution of the system. 

Products: A calibration report of the various models used to predict concrete mix behavior 

and concrete pavement performance; adjustments to the various models as 

needed. 

Implementation: This work will result in calibrated models for the mix design system, considering 

a wide range of materials, site conditions, climates, construction techniques, and 

pavement characteristics. 
Track 1 (MD) 54 

 

Problem Statement MD 3.8. PCC Mix Model Validation 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 3. PCC Mix Design Modeling 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

Although the PCC mix design system models will be calibrated for a wide range of materials, site 

conditions, climates, construction techniques, and pavement characteristics, validation using actual paving 

projects is required for the system to gain wide acceptance. This research will organize and conduct 

independent validation studies of the mix design system on actual paving projects. The projects will be 

selected to ensure that a wide variety of materials and conditions exists between projects. 

Tasks: 

1. Identify possible candidate paving projects for model validation under varied conditions. 

2. Implement the mix design system during the paving project mix design process. 

3. Track problems or issues in the mix design system during paving operations. 

4. Based on the validation projects, make necessary modifications to the mix design system. 

Benefits: A validation effort conducted before releasing the mix design system that 

assesses the predictive ability of the system in situations independent of the 

development and calibration activities. 

Products: A validation report of the various models used to predict concrete mix behavior 

and concrete pavement performance; adjustments to the various models as 

needed. 

Implementation: This work will result in a validated mix design system that is ready for 

incorporation into owner-agency pavement mix design practices. 
55 Track 1 (MD) 

SUBTRACK MD 4. PCC MIX DESIGN EVALUATION AND IMPLEMENTATION 

This subtrack addresses field evaluation and implementation procedures, provides a mechanism for user 

feedback, and prepares the products from this research track to be adopted. The following problem 

statements outline mix design system conferences and workshops, mobile laboratory demonstrations, 

Web-based training, and other technology transfer activities. Table 5 provides an overview of this 

subtrack. 

Table 5. Subtrack MD 4 overview. 

Problem Statement Estimated 

Costs Products Benefits 

MD 4.0. Framework 

for PCC Mix Design 

Evaluation and 

Implementation 

(Subtrack MD 4) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

MD 4.1. PCC 

Pavement Mix Design 

System Conferences 

and Workshops 

$2 M–$5 M A series of conferences and workshops 

that include presenting the proper use 

of the new mix design system along 

with a background of the development. 

Workshops and conferences that provide 

vital components of the technology 

transfer for the performance-based mix 

design system; activities that offer users 

hands-on experience with the mix 

design system at various stages; 

valuable feedback for developing the 

system. 

MD 4.2. Support for 

FHWA Mobile 

Concrete Laboratory 

Demonstrations 

$1 M–$2 M A series of conferences and workshops 

that present the proper use of the new 

mix design system along with a 

background of the development; 

further demonstration of the Mobile 

Concrete Research Laboratory 

nationwide. 

A mobile concrete laboratory that allows 

potential users a firsthand look at 

available technology; an instrumental 

component in technology transfer; 

demonstrations of the performancebased mix design system along with the 

requisite laboratory tests. 

MD 4.3. Standardized 

Databases and 

Electronic 

Communications 

Protocols for the 

Concrete Pavement 

Industry 

$250 k–$500 k Industry standards for nomenclature 

and for measuring and reporting 

information and data used by the 

concrete paving industry. 

Industry standards that allow data to be 

assembled in a common format, 

resulting in a more efficient 

development effort; standardized system 

for the multifaceted concrete pavement 

industry to use in pooling materials, 

equipment, and other disciplines. 

MD 4.4. Web-Based 

Training System for 

Implementation of 

PCC Research 

Products 

$500 k–$1 M A Web-based training system capable 

of effectively training potential users 

of the numerous products developed 

under the performance-based mix 

design track. 

Mix design system training from remote 

locations; a feasible and cost effective 

training medium for an age in which 

broadband Internet access is becoming 

standard. 

MD 4.5. PCC Mix 

Design Equipment for 

States 

$1 M–$2 M Funding for purchasing the equipment 

recommended for use in the 

performance-based mix design system. 

Funding made available to allow State 

agencies to use the new equipment 

recommended as part of the mix design 

system. 
Track 1 (MD) 56 

 

Problem Statement MD 4.0. Framework for PCC Mix Design Evaluation and Implementation 

(Subtrack MD 4) 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack MD 4 (PCC Mix Design Evaluation and Implementation) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack MD 4 (PCC Mix Design Evaluation and 

Implementation), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack MD 4 (PCC Mix Design 

Evaluation and Implementation). 
57 Track 1 (MD) 

Problem Statement MD 4.1. PCC Pavement Mix Design System Conferences and Workshops 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $2 M–$5 M 

Transportation agencies are often slow to adopt new technologies and techniques because they are 

unfamiliar with these innovations and lack resources for research. Workshops and conferences will 

provide an ideal environment for familiarizing and training agencies in the PCC pavement mix design 

system. These technology transfer activities will allow both contractors and owner-agencies to better 

understand the aspects of the mix design system and the benefits this system will provide for pavement 

construction and performance. 

Tasks: 

1. Identify States and/or industry representatives willing to host mix design system workshops and 

conferences. 

2. Assemble pertinent information on the mix design system components. 

3. Conduct workshops and conferences, presenting mix design system information and providing handson training for the mix design software. 

Benefits: Workshops and conferences that provide vital components of the technology 

transfer for the performance-based mix design system; activities that offer users 

hands-on experience with the mix design system at various stages; valuable 

feedback for developing the system. 

Products: A series of conferences and workshops that include presenting the proper use of 

the new mix design system along with a background of the development. 

Implementation: This research will result in numerous workshops and conferences on the PCC 

pavement mix design system at various venues throughout the United States. 
Track 1 (MD) 58 

 

Problem Statement MD 4.2. Support for FHWA Mobile Concrete Laboratory Demonstrations 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $1 M–$2 M 

The FHWA Mobile Concrete Laboratory brings the lab to the jobsite to introduce contractors and owneragencies to concrete mix design and testing technology. With the development of a new mix design 

system and new testing equipment and procedures, onsite demonstrations using the Mobile Concrete 

Laboratory are necessary for introducing this new technology to contractors and owner-agencies. For this 

purpose, this research will provide funding to send the Mobile Concrete Research Laboratory to various 

projects throughout the United States. 

Tasks: 

1. Identify potential projects and contractors and owner-agencies interested in Mobile Concrete 

Laboratory demonstrations. 

2. Demonstrate the mix design system and new concrete testing equipment at these project locations. 

Benefits: A mobile concrete laboratory that allows potential users a firsthand look at 

available technology; an instrumental component in technology transfer; 

demonstrations of the performance-based mix design system along with the 

requisite laboratory tests. 

Products: A series of conferences and workshops that presents the proper use of the new 

mix design system along with a background of the development; further 

demonstration of the Mobile Concrete Laboratory nationwide. 

Implementation: This research will provide continued funding for sending the Mobile Concrete 

Laboratory to PCC paving projects throughout the country. 
59 Track 1 (MD) 

Problem Statement MD 4.3. Standardized Databases and Electronic Communications Protocols for 

the Concrete Pavement Industry 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $250 k–$500 k 

Successfully implementing all research products and practices depends on effective communication. 

Ineffective communication often delays concrete products bound for the market, delays and duplicates 

paperwork between suppliers and vendors, reduces management efficiency, loses the value added when 

concrete-related computerized guidelines work together, and decreases data accuracy due to 

transaction/conversion between incompatible systems or formats, among other problems. 

As computing and Internet technologies advance, electronic communication forms become ubiquitous and 

convenient modes of effective communication. Extensible Markup Language (XML), originally designed 

to satisfy the demands of large-scale electronic publishing, has become an open standard for exchanging a 

wide variety of Web data. XML facilitates data generation and reading and ensures that the data structure 

is unambiguous. The benefits of using a common XML schema in the concrete pavement industries 

include distributing information (e.g., concrete mixture design specifications, concrete research findings, 

pavement design/construction information) through the Web or any electronic publishing and syndication 

service; processing commerce transactions electronically (concrete batch tickets, concrete lab test results); 

providing transparent management control in a multivendor environment (various contractors, concrete 

testing labs); formulating queries to obtain desired information (e.g., mix design alternatives, pros and 

cons of specific practices) from knowledge-based systems; and providing interoperability among various 

computerized concrete design guidelines/analyses. Both the PCA/NRMCA and ACI committee 235 have 

initiated XML schema for the concrete industries. However, a lack of funding and resources limited 

progress. NCHRP Project 20–64, “XML Schemas for Exchange of Transportation Data (TransXML),” is 

currently being conducted. 

This work will result in a ConcreteXML schema based on the World Wide Web Consortium XML 

schema design principles and requirements. This ConcreteXML schema, with its own namespace, then 

can be merged into the TransXML under the overall XML schema framework by the consortium. In 

developing this working schema, an important task will include standardizing terms and XML 

vocabularies in all concrete pavement-related industries (e.g., State pavement management, State 

specifications, cement producers, admixture producers, aggregate suppliers, concrete testing labs, mix 

design firms, concrete batch plants, material delivery, paving companies, financial/inventory). Thus, any 

XML documents based in ConcreteXML can be validated easily and automated for quick and error-proof 

electronic data exchange. 

Tasks: 

1. Identify systems for standardizing databases and electronic communications, such as XML. 

2. Standardize terms and XML vocabularies in all concrete paving-related industries. 

3. Implement a standard ConcreteXML or comparable system for all databases and electronic 

communications. 

Benefits: Industry standards that allow data to be assembled in a common format, resulting 

in a more efficient development effort; standardized system for the multifaceted 

concrete pavement industry to use in pooling materials, equipment, and other 

disciplines. 

Products: Industry standards for nomenclature and for measuring and reporting information 

and data used by the concrete paving industry. 

Implementation: This work will result in a standardized protocol for databases and electronic 

communications for the concrete pavement industries. 
Track 1 (MD) 60 

 

Problem Statement MD 4.4. Web-Based Training System for Implementation of PCC Research 

Products 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 6–10 

Estimated Cost: $500 k–$1 M 

Research project results often are implemented inadequately and thus are used incompletely. A 

mechanism for adequate research product technology transfer is therefore necessary. A Web-based 

service that contains information about research products from different research organizations should be 

developed. This Web-based service should include actual case studies, online software applications, 

documentation, and other resources to make research findings more accessible to the paving community. 

Tasks: 

1. Compile information about new testing equipment and procedures and mix design software, including 

thorough documentation, case studies, downloadable software applications, photos, and video, if 

necessary. 

2. Develop Web-based training modules for the software and testing equipment. 

3. Create and maintain a Web site for accessing the training modules, providing updates for new 

products or refinements to existing products. 

Benefits: Mix design system training from remote locations; a feasible and cost effective 

training medium for an age in which broadband Internet access is becoming 

standard. 

Products: A Web-based training system capable of effectively training potential users of 

the numerous products developed under the performance-based mix design track. 

Implementation: This research will result in Web-based training modules for new mix design 

software and testing equipment. 
61 Track 1 (MD) 

Problem Statement MD 4.5. PCC Mix Design Equipment for States 

Track: 1. Performance-Based Concrete Pavement Mix Design System (MD) 

Subtrack: MD 4. PCC Mix Design Evaluation and Implementation 

Approximate Phasing: Years 6–10 

Estimated Cost: $1 M–$2 M 

Most States lack the funding necessary to purchase their own new and advanced equipment. Moreover, 

many contractors are reluctant to invest large amounts of capital in new equipment unless they are sure it 

will be profitable. Therefore, a vehicle that helps States purchase needed equipment should be established 

to promote such equipment for mix design testing. 

Task: Establish requirements for helping States purchase advanced equipment to test 

mix designs. 

Benefits: Funding made available to allow State agencies to use the new equipment 

recommended as part of the mix design system. 

Products: Funding for purchasing the equipment recommended for use in the performancebased mix design system. 

Implementation: This work will result in a vehicle that helps States purchase advanced equipment 

for PCC pavement mix design testing. 
 

 
 63 Track 2 (DG) 

Track 2. Performance-Based Design Guide for New and Rehabilitated Concrete Pavements 

(DG) 

TRACK 2 (DG) OVERVIEW ........................................................................................................... 67

Track Goal.................................................................................................................................... 67

Track Objectives .......................................................................................................................... 68

Research Gaps.............................................................................................................................. 68

Research Challenges .................................................................................................................... 68

Research Track 2 (DG) Phasing ................................................................................................. 70

Research Track 2 (DG) Estimated Costs ................................................................................... 71

Track Organization: Subtracks and Problem Statements....................................................... 72

SUBTRACK DG 1. DESIGN GUIDE STRUCTURAL MODELS................................................ 73

Problem Statement DG 1.0. Framework for Design Guide Structural Models 

(Subtrack DG 1)........................................................................................................................ 74

Problem Statement DG 1.1. Development of Benchmark Problems for Concrete Pavement 

Structural Models Validation .................................................................................................. 75

Problem Statement DG 1.2. Improvement of 2D and/or 3D Structural Models for Jointed 

Plain Concrete Pavement and Continuously Reinforced Concrete Pavement Used for 

Reconstruction and Overlays................................................................................................... 76

Problem Statement DG 1.3. Development of Model for Erosion Related to Material 

Properties under Dynamic Wheel Loading............................................................................ 77

Problem Statement DG 1.4. Improvements to Dynamic Modeling of Concrete Pavement 

Systems for Use in Design and Analysis ................................................................................. 78

Problem Statement DG 1.5. Structural Models for Special New Types of Concrete 

Pavements and Overlays .......................................................................................................... 79

SUBTRACK DG 2. DESIGN GUIDE INPUTS, PERFORMANCE MODELS, AND 

RELIABILITY ................................................................................................................................... 80

Problem Statement DG 2.0. Framework for Design Guide Inputs, Performance Models, 

and Reliability (Subtrack DG 2).............................................................................................. 81

Problem Statement DG 2.1. Enhancement and Validation of Enhanced Integrated Climatic 

Models for Temperature, Moisture, and Moduli................................................................... 82

Problem Statement DG 2.2. Development and Enhancement of Concrete Materials Models 

for Improved Pavement Design............................................................................................... 83

Problem Statement DG 2.3. Enhancement and Validation of Traffic Loading Models 

Unique to Concrete Pavements................................................................................................ 84

Problem Statement DG 2.4. Improved Jointed Plain Concrete Pavement Deterioration 

Models........................................................................................................................................ 85

Problem Statement DG 2.5. Improved Continuously Reinforced Concrete Pavement 

Cracking and Punchout Prediction Models ........................................................................... 86

Problem Statement DG 2.6. Improved Consideration of Foundation and Subdrainage 

Models........................................................................................................................................ 87

Problem Statement DG 2.7. Identify and Implement New and Practical Ways to 

Incorporate Reliability into Concrete Pavement Design and Rehabilitation...................... 88

SUBTRACK DG 3. SPECIAL DESIGN AND REHABILITATION ISSUES ............................. 89

Problem Statement DG 3.0. Framework for Special Design and Rehabilitation Issues 

(Subtrack DG 3)........................................................................................................................ 91

Problem Statement DG 3.1. Concrete Pavement Design Aspects Related to 

Multiple/Additional Lanes ....................................................................................................... 92

Problem Statement DG 3.2. Characterization of Existing PCC or Hot-Mix Asphalt 

Pavement to Provide an Adequate Rehabilitation Design .................................................... 93

Problem Statement DG 3.3. Improvements to Concrete Overlay Design Procedures........... 94
Track 2 (DG) 64 

Problem Statement DG 3.4. Improvements to Concrete Pavement Restoration/Preservation 

Procedures................................................................................................................................. 95

Problem Statement DG 3.5. Development of New and Innovative Concrete Pavement Type 

Designs ....................................................................................................................................... 96

Problem Statement DG 3.6. Optimizing Procedure for New Design and Future Maintenance 

and Rehabilitation Capable of Minimizing Total Life Cycle Costs, Lane Closure Time, 

and Other Design Goals over the Range of Design Life........................................................ 97

SUBTRACK DG 4. IMPROVED MECHANISTIC DESIGN PROCEDURES........................... 98

Problem Statement DG 4.0. Framework for Improved Mechanistic Design Procedures 

(Subtrack DG 4)........................................................................................................................ 99

Problem Statement DG 4.1. Incremental Improvements to Mechanistic-Empirical Pavement 

Design Guide Procedures ....................................................................................................... 100

Problem Statement DG 4.2. New Mechanistic-Empirical Pavement Design Guide 

Procedures for Paradigm Shift Capabilities ........................................................................ 101

SUBTRACK DG 5. DESIGN GUIDE IMPLEMENTATION ..................................................... 102

Problem Statement DG 5.1. Implementation of the Mechanistic-Empirical Pavement Design 

Guide ........................................................................................................................................ 103
 65 Track 2 (DG) 

LIST OF FIGURES 

Figure 2. Track 2 (DG) subtrack and problem statement phasing chart. .................................................... 70

LIST OF TABLES 

Table 6. Research track 2 (DG) estimated costs. ....................................................................................... 71

Table 7. Subtrack DG 1 overview.............................................................................................................. 73

Table 8. Subtrack DG 2 overview.............................................................................................................. 80

Table 9. Subtrack DG 3 overview.............................................................................................................. 89

Table 10. Subtrack DG 4 overview............................................................................................................ 98

Table 11. Subtrack DG 5 overview.......................................................................................................... 102
 
 67 Track 2 (DG) 

TRACK 2 (DG) OVERVIEW 

Under this track, the concrete pavement research community will attempt to develop a mechanistic 

approach to pavement restoration and preservation strategies. This track builds off of the excellent 

comprehensive work done under NCHRP 1–37A (development of the Mechanistic-Empirical Pavement 

Design Guide).(1) The problem statements below will continuously improve the models, designs, 

rehabilitation efforts, and all aspects of the work done under NCHRP 1–37A. This track relies on a 

detailed understanding the Mechanistic-Empirical Pavement Design Guide, committing researchers to the 

power of modeling and predictions.(1) However, the CP Road Map also identifies the need for simplified 

mix design procedures for cities and counties, as well as a design catalog approach. Because many 

materials properties are important to design success, it is critical that the research conducted under this 

track be coordinated closely with the work in track 1 (Performance-Based Concrete Pavement Mix 

Design System). 

Empirical approaches to concrete pavement design are effective when the conditions remain basically the 

same, the focus is on structural design, and the attention is not on understanding and managing distress or 

failure modes. The pavement design practice of today is primarily empirical, though the state of the 

practice is moving toward mechanistic approaches. The primary source of much of today’s pavement 

design is still the American Association of State Highway Officials’ (AASHO) road test of the 1950s. 

This one subgrade, one base, one climate, limited traffic design guide was constructed using better-thannormal construction practices. Data analysis techniques were also fairly basic and the incorporation of 

reliability was insufficiently understood. Moreover, the AASHO road test did not incorporate many of the 

concepts and products used in concrete pavement practice today, including concrete overlays, permeable 

bases, different cements, dowel bar retrofits (DBR), and other necessary repairs. 

The state of the practice today is moving rapidly toward M-E approaches, particularly with the release of 

the Mechanistic-Empirical Pavement Design Guide and the expressed interest of many States.(1) These 

M-E approaches will allow the designer to account for new design features and characteristics, many 

materials properties, changing traffic characteristics, and differing construction procedures (such as 

curing and day/night construction). The designer now can consider additional design features and focus 

more on pavement performance, including limiting key distress types. 

In continuing this work, this track not only looks to the next generation of modeling improvements, but 

seriously considers integrating design with materials, construction, presentation, and surface 

characteristics. This track also explores the development of new high-speed computer analysis tools for 

optimizing pavement design that can address changes to multiple inputs and thus offer better data on 

potential life cycle costs and reliability. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

Mechanistic-based concrete pavement designs will be reliable, economical, constructible, and 

maintainable throughout their design life and meet or exceed the multiple needs of the traveling public, 

taxpayers, and the owning highway agencies. The advanced technology developed under this track will 

increase concrete pavement reliability and durability (with fewer early failures and lane closures) and help 

develop cost effective pavement design and rehabilitation. 
Track 2 (DG) 68 

Track Objectives 

1. Develop viable (e.g., reliable, economical, constructible, and maintainable) concrete pavement 

options for all classes of streets, low-volume roads, highways, and special applications. 

2. Improve concrete pavement design reliability, enhance design features, reduce life cycle costs, and 

reduce lane closures over the design life by maximizing the use of fundamental engineering principles 

through mechanistic relationships. 

3. Integrate pavement designs with materials, construction, traffic loading, climate, preservation 

treatments, rehabilitation, and performance requirements to produce reliable, economical, and 

functional (noise, spray, aesthetics, friction, texture, illumination) designs. 

4. Integrate traditional structural pavement design with materials, construction, traffic loading, climate, 

preservation treatments, rehabilitation, and performance inputs that will produce reliable, economical, 

and functional (noise, spray, aesthetics, friction, texture, illumination) designs. 

5. Design preservation and rehabilitation treatments and strategies using mechanistic-based procedures 

that use in place materials from the pavement structure to minimize life cycle costs and construction 

and maintenance lane closures. 

6. Develop and evaluate new and innovative concrete pavement designs for specific needs (e.g., high 

traffic, residential traffic, parkways). 

Research Gaps 

• Insufficient understanding of factors that improve design reliability. 

• Pavement designs that lack design reliability for all occasions. 

• Insufficient information to design low-volume local jurisdictions effectively. 

• Lack of design integration with materials, construction, and rehabilitation factors. 

• Lack of methods for conducting multiple high-speed design analyses and sensitivity studies. 

• Lack of fundamental relationships for preservation and rehabilitation designs. 

• Insufficient understanding of pavement foundations and the proper selection of base, subbase, and 

subdrainage elements. 

• Lack of new and innovative concrete pavement designs. 

• Insufficient understanding of the issues surrounding multiple traffic lane design. 

Research Challenges 

• Consider all significant variabilities and uncertainties properly, develop M-E pavement design 

reliability methodology that considers all sources of variability directly, and produce concrete 

pavement designs that meet the desired reliability level (not over or under designed). 

• Design pavements reliably and with innovations for unconventional concrete pavement needs, such as 

concrete overlays, low-volume solutions, very heavy traffic, stage construction with low initial costs, 

and tunnels. 

• Obtain design, materials, traffic, and performance data for low-volume roads to help calibrate and 

validate the design procedure. 

• Understand fundamental material properties using appropriate test procedures, develop improved 

pavement response and distress models, and understand and model complicated relationships between 

structural design, mix designs, and construction factors. 

• Determine the impact of the design changes proposed in the Mechanistic-Empirical Pavement Design 

Guide developed under NCHRP 1–37A, develop high-speed computer analyses to better implement 

an incremental damage approach, and encourage users to continue developing mechanistic 

concepts.(1) 
 69 Track 2 (DG) 

• Reduce reliance on empirical relationships, more fully consider the existing subgrade and pavement 

design and condition and the options for dealing with it in structural rehabilitation design, and model 

the impact of preservation treatments and rehabilitation treatments. 

• Understand and more fully capture the 20 years of experience with permeable bases and drains, better 

understand erodibility and bonding, identify the times when subdrainage and layer permeability are 

needed and when outlets for the permeable layer (e.g., daylighting) must be improved, and improve 

environmental stewardship by using recycled materials in the foundation. 

• Establish a clear rationale for new and innovative design sections; overcome the incremental 

improvement mentality for wholesale rethinking; and build, test, and evaluate innovative sections. 

• Determine the number of lanes and shoulders that can be tied together for given projects and 

determine tie bar design for specific project conditions. 
Track 2 (DG) 70 

Research Track 2 (DG) Phasing 

The horizontal bar chart in figure 2 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 2. Track 2 (DG) subtrack and problem statement phasing chart. 
 71 Track 2 (DG) 

Research Track 2 (DG) Estimated Costs 

Table 6 shows the estimated costs for this research track. 

Table 6. Research track 2 (DG) estimated costs. 

Problem Statement Estimated Cost 

Subtrack DG 1. Design Guide Structural Models 

DG 1.0. Framework for Design Guide Structural Models (Subtrack DG 1) $250 k 

DG 1.1. Development of Benchmark Problems for Concrete Pavement Structural Models Validation $500 k–$700 k 

DG 1.2. Improvement of Two-Dimensional (2D) and/or Three-Dimensional (3D) Structural Models for Jointed 

Plain Concrete Pavement and Continuously Reinforced Concrete Pavement Used for Reconstruction and Overlays 

$5 M–$6 M 

DG 1.3. Development of Model for Erosion Related to Material Properties under Dynamic Wheel Loading $800 k–$1.2 M 

DG 1.4. Improvements to Dynamic Modeling of Concrete Pavement Systems for Use in Design and Analysis $800 k–$1.2 M 

DG 1.5. Structural Models for Special New Types of Concrete Pavements and Overlays $1 M–$2 M 

Subtrack DG 2. Design Guide Inputs, Performance Models, and Reliability 

DG 2.0. Framework for Design Guide Inputs, Performance Models, and Reliability (Subtrack DG 2) $300 k 

DG 2.1. Enhancement and Validation of Enhanced Integrated Climatic Models for Temperature, Moisture, and 

Moduli 

$1 M–$2 M 

DG 2.2. Development and Enhancement of Concrete Materials Models for Improved Pavement Design $5 M–$6 M 

DG 2.3. Enhancement and Validation of Traffic Loading Models Unique to Concrete Pavements $600 k–$1 M 

DG 2.4. Improved Jointed Plain Concrete Pavement Deterioration Models $1.5 M–$2.5 M 

DG 2.5. Improved Continuously Reinforced Concrete Pavement Cracking and Punchout Prediction Models $1.5 M–$2.5 M 

DG 2.6. Improved Consideration of Foundation and Subdrainage Models $1 M–$1.5 M 

DG 2.7. Identify and Implement New and Practical Ways to Incorporate Reliability into Concrete Pavement 

Design and Rehabilitation 

$3 M–$5 M 

Subtrack DG 3. Special Design and Rehabilitation Issues 

DG 3.0. Framework for Special Design and Rehabilitation Issues (Subtrack DG 3) $150 k 

DG 3.1. Concrete Pavement Design Aspects Related to Multiple/Additional Lanes $800 k–$1.5 M 

DG 3.2. Characterization of Existing PCC or Hot-Mix Asphalt (HMA) Pavement to Provide an Adequate 

Rehabilitation Design 

$3.5 M–$4.5 M 

DG 3.3. Improvements to Concrete Overlay Design Procedures $4 M–$4.5 M 

DG 3.4. Improvements to Concrete Pavement Restoration (CPR)/Preservation Procedures $2 M–$3 M 

DG 3.5. Development of New and Innovative Concrete Pavement Type Designs $1 M–$2 M 

DG 3.6. Optimizing Procedure for New Design and Future Maintenance and Rehabilitation Capable of 

Minimizing Total Life Cycle Costs, Lane Closure Time, and Other Design Goals over the Range of Design Life 

$1 M–$2 M 

Subtrack DG 4. Improved Mechanistic Design Procedures 

DG 4.0. Framework for Improved Mechanistic Design Procedures (Subtrack DG 4) $300 k 

DG 4.1. Incremental Improvements to Mechanistic-Empirical Pavement Design Guide Procedures $1.5 M–$2.5 M 

DG 4.2. New Mechanistic-Empirical Pavement Design Guide Procedures for Paradigm Shift Capabilities $2 M–$4 M 

Subtrack DG 5. Design Guide Implementation 

DG 5.1. Implementation of the Mechanistic-Empirical Pavement Design Guide $2 M–$3 M 

Track 2 (DG) 

Total $40.5 M–$59.6 M 
Track 2 (DG) 72 

Track Organization: Subtracks and Problem Statements 

Track 2 (DG) problem statements are grouped into five subtracks: 

• Subtrack DG 1. Design Guide Structural Models. 

• Subtrack DG 2. Design Guide Inputs, Performance Models, and Reliability. 

• Subtrack DG 3. Special Design and Rehabilitation Issues. 

• Subtrack DG 4. Improved Mechanistic Design Procedures. 

• Subtrack DG 5. Design Guide Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 73 Track 2 (DG) 

SUBTRACK DG 1. DESIGN GUIDE STRUCTURAL MODELS 

This subtrack identifies and frames the next generation of structural models for conventional pavements 

as well as the models needed for new and innovative structures. This subtrack is tied closely to the output 

from the Mechanistic-Empirical Pavement Design Guide.

(1) Table 7 provides an overview of this 

subtrack. 

Table 7. Subtrack DG 1 overview. 

Problem Statement Estimated 

Cost Products Benefits 

DG 1.0 Framework 

for Design Guide 

Structural Models 

(Subtrack DG 1) 

$250 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and productive 

research program. 

DG 1.1 Development 

of Benchmark 

Problems for 

Concrete Pavement 

Structural Models 

Validation 

$500 k–$700 k Data that validates current and future 

structural models for concrete 

pavements; accurate structural models 

that improve the performance prediction 

of concrete pavements. 

Accurate structural models that improve 

the performance prediction of concrete 

pavements. 

DG 1.2 Improvement 

of 2D and/or 3D 

Structural Models for 

Jointed Plain 

Concrete Pavement 

and Continuously 

Reinforced Concrete 

Pavement Used for 

Reconstruction and 

Overlays 

$5 M–$6 M Improved 2D and later 3D finite-element 

model (FEM) that provides significantly 

improved computation of stresses and 

deflections for jointed plain concrete 

pavement (JPCP) and continuously 

reinforced concrete pavement (CRCP) 

used in reconstruction and as overlays; 

pavement performance prediction 

models that more accurately predict 

pavement distress and life for 

incorporation into a new version of the 

pavement design guide. 

Improved characterization of design 

features, interlayer relationships, and 

material properties; FEMs incorporated 

into new versions of the pavement design 

guide. 

DG 1.3. Development 

of Model for Erosion 

Related to Material 

Properties under 

Dynamic Wheel 

Loading 

$800 k–$1.2 M A comprehensive base/subgrade erosion 

test and model capable of predicting 

vertical as well as horizontal 

displacement of fine particles as a 

function of traffic loading and climatic 

conditions; a more efficiently designed 

base and subbase course for specific site 

conditions. 

More reliable and cost effective base and 

subbase course support for specific site 

conditions. 

DG 1.4. 

Improvements to 

Dynamic Modeling of 

Concrete Pavement 

Systems for Use in 

Design and Analysis 

$800 k–$1.2 M A structural model that considers 

dynamic loading of concrete pavements. 

A structural model that considers 

dynamic loading of concrete pavements 

that will model traffic loadings more 

realistically and that can be incorporated 

into the pavement design guide’s 

advanced version. 

DG 1.5 Structural 

Models for Special 

New Types of 

Concrete Pavements 

and Overlays 

$1 M–$2 M FEM models that accurately predict 

structural responses for the slab and 

supporting layers in selected structural 

systems. 

The ability to consider new and 

innovative concrete pavement structures 

for more cost effective conventional or 

special design applications. 
Track 2 (DG) 74 

Problem Statement DG 1.0. Framework for Design Guide Structural Models (Subtrack DG 1) 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 1–3 

Estimated Cost: $250 k 

Subtrack DG 1 (Design Guide Structural Models) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As the funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack DG 1 (Design Guide Structural Models), modify as 

appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DG 1 (Design Guide 

Structural Models). 
 75 Track 2 (DG) 

Problem Statement DG 1.1. Development of Benchmark Problems for Concrete Pavement 

Structural Models Validation 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 2–5 

Estimated Cost: $500 k–$700 k 

The Mechanistic-Empirical Pavement Design Guide uses a mechanistic model to calculate critical 

stresses and deflections from traffic and climate factors in JPCP and CRCP. These stresses and 

deflections are used to predict key distress. The Mechanistic-Empirical Pavement Design Guide

development contract (NCHRP 37–A) could not fully validate these critical stresses and deflections, and 

concern exists that these stresses and deflections may not be computed accurately by the underlying 

FEM.(1) 

Research performed at various locations over the years has compared measured and predicted strains and 

deflections (e.g., AASHO road test, Minnesota Road Research Project (MnROAD)). Some of the 

structural models used include Westergaard, ILLISLAB, JSLAB, and ISLAB2000. Discrepancies 

between the calculated and measured strains and deflections have always been evident but need additional 

research attention. Loading speed should be considered fully. 

Tasks: 

1. Identify and document available benchmark solutions of measured stresses (strains) and deflections in 

the slab and other layers to evaluate the current structural models (including the ISLAB2000 used in 

the Mechanistic-Empirical Pavement Design Guide) and determine how closely they predict 

measured values.(1)

2. Conduct full-scale experiments and measure structural responses for unavailable but key design 

situations. Consider future improved structural models (e.g., 3D FEM) in planning and conducting 

these benchmark solutions. 

Benefits: Accurate structural models that improve the performance prediction of concrete 

pavements. 

Products: Data that validates current and future structural models for concrete pavements; 

accurate structural models that improve the performance prediction of concrete 

pavements. 

Implementation: This research will help establish the accuracy of structural response models. 

Structural responses are used to calculate the design procedure. 
Track 2 (DG) 76 

Problem Statement DG 1.2. Improvement of 2D and/or 3D Structural Models for Jointed Plain 

Concrete Pavement and Continuously Reinforced Concrete Pavement Used for Reconstruction and 

Overlays 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 2–8 

Estimated Cost: $5 M–$6 M 

The Mechanistic-Empirical Pavement Design Guide uses the ISLAB2000 FEM to structurally model 

JPCP and CRCP that are built new and used as overlays.(1) The FEM calculates critical stresses and 

deflections from traffic and climate factors and then uses them to predict damage and distress. While this 

is a good state-of-the-art FEM for design use, models must be developed that will more accurately 

calculate stresses in all types of concrete pavements and rehabilitation situations. 

Tasks: 

1. Include capability to consider both loading and thermal gradients in a layered system with 

discontinuities (joints and cracks). 

2. Model all types of concrete pavements and overlays over all types of existing pavement conditions 

(multiple layers and discontinuities). 

3. Model the effect of all types of bases/subbases and widths on structural responses at joints and other 

locations. 

4. Model the effect of horizontal restraint (friction) on joint and crack openings and structural responses. 

5. Model the effect of separation layers on structural responses. 

6. Improve modeling of subgrade support for new and rehabilitation designs. 

7. Test and validate the FEMs using the benchmark problems developed under this design track. 

Benefits: Far better characterization of design features, interlayer relationships, and 

material properties; FEMs incorporated into new versions of the pavement design 

guide. 

Products: Improved 2D and later 3D FEM that provides significantly improved 

computation of stresses and deflections for JPCP and CRCP used in 

reconstruction and as overlays; pavement performance prediction models that 

more accurately predict pavement distress and life for incorporation into a new 

version of the pavement design guide. 

Implementation: The FEM will be incorporated into design procedure as soon as completed. It 

also will be used for parameter and sensitivity studies. 
 77 Track 2 (DG) 

Problem Statement DG 1.3. Development of Model for Erosion Related to Material Properties 

under Dynamic Wheel Loading 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 3–7 

Estimated Cost: $800 k–$1.2 M 

When excess moisture exists in a pavement with an erodible base or underlying fine-grained subgrade 

material, repeated vehicle loadings typically force the mixture of water and fine material (fines) from 

beneath the leave slab corner and eject it to the surface through the transverse joint or along the shoulder. 

This process, commonly referred to as pumping, eventually results in a void below the leave slab corner. 

In addition, some of the fines that are not ejected are deposited under the approach slab corner, causing 

the approach slab to rise. Combined, this buildup of material beneath the approach corner and the loss of 

support under the leave corner can cause significant joint faulting, especially for JPCP without dowels. 

Significant joint faulting increases the life cycle cost of the pavement through early rehabilitation and 

vehicle operating costs. Voids also can develop along the edge of a CRCP. 

The Mechanistic-Empirical Pavement Design Guide level one classification of material erodibility is 

based on the material type and test results from an appropriate laboratory test that realistically simulates 

erosion beneath a PCC slab.(1) However, suitable tests that would accurately assess erosion under various 

concrete pavement types are currently unavailable. Levels two and three rely on strength tests or 

otherwise inadequate descriptions of base materials. The M-E models relate erosion potential with PCC 

corner slab deflections. This mechanistic parameter, however, only indirectly indicates erosion potential, 

because it does not reflect horizontal movements of the fine particles in the base/subgrade. Moreover, the 

available erodibility classification methods cannot account mechanistically for the erodibility of the base 

and subgrade as a function of traffic loading and climatic conditions. 

Tasks: 

1. Evaluate all available erosion tests and their applicability to mechanistic-based concrete pavement 

design. Adopt, modify, or develop an erosion test that can consider all types of base and subbase 

materials used for concrete pavements. Validate the test using partial or full-scale testing in the lab 

and field. 

2. Develop an erosion model that considers the mechanics of erosion beneath JPCP, CRCP, and other 

types of concrete pavements for use in an incremental mechanistic concrete pavement design 

procedure. 

3. Provide detailed guidelines and recommendations for using the test to design in the mechanistic-based 

design procedure. 

Benefits: More reliable and cost effective base and subbase course support for specific site 

conditions. 

Products: A comprehensive base/subgrade erosion test and model capable of predicting 

vertical as well as horizontal displacement of fine particles as a function of traffic 

loading and climatic conditions; a more efficiently designed base and subbase 

course for specific site conditions. 

Implementation: This problem statement will generate an important, currently missing part of the 

concrete pavement design guide. The model resulting from this research will be 

able to be incorporated into the design procedure immediately. 
Track 2 (DG) 78 

Problem Statement DG 1.4. Improvements to Dynamic Modeling of Concrete Pavement Systems 

for Use in Design and Analysis 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 5–9 

Estimated Cost: $800 k–$1.2 M 

Traffic loadings are almost always moving when they impact the pavement surface. If these loads are 

moving quickly and the pavement is reasonably smooth, these loads cause deflections that are often less 

than static. However, as roughness increases, impact loading can develop, which may significantly exceed 

static loading. Modeling concrete pavement dynamically would provide more realistic loading and speed 

effects on structural behavior and improve accuracy in predicting key stresses and deflections. 

Tasks: 

1. Evaluate existing dynamic FEMs and identify those most applicable to concrete pavement structures. 

2. Using the best available FEM developed under this track (track 2), incorporate the ability to consider 

dynamic loadings into the model. 

3. Test and validate the dynamic FEM using the developed benchmark problems. 

Benefits: A structural model that considers dynamic loading of concrete pavements that 

will more realistically model traffic loadings and that can be incorporated into the 

pavement design guide’s advanced version. 

Products: A structural model that considers dynamic loading of concrete pavements. 

Implementation: Dynamic loading impacts pavements every day. Improved understanding may 

lead to better performance prediction. Results obtained will be implemented 

immediately into design procedures. 
 79 Track 2 (DG) 

Problem Statement DG 1.5. Structural Models for Special New Types of Concrete Pavements and 

Overlays 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 1. Design Guide Structural Models 

Approximate Phasing: Years 3–9 

Estimated Cost: $1 M–$2 M 

Continually seeking improved and more cost effective concrete pavement designs is important. New and 

innovative alternative designs have been constructed, and others will be proposed over time. As an initial 

step, it is important to have a capable structural model that accurately calculates stress and deformation of 

these pavement types. This research will expand or modify the latest FEM to model different types of 

concrete pavements structurally. 

Task: Expand or modify FEMs to model the following concrete pavement types and 

their layered systems beneath the slabs: 

 1. Precast jointed concrete pavement (JCP). 

 2. Structurally reinforced concrete pavement. 

 3. Concrete overlays. 

 4. Other new and innovative types identified. 

Benefits: The ability to consider new and innovative concrete pavement structures for 

more cost effective conventional or special design applications. 

Products: FEM models that accurately predict structural responses for the slab and 

supporting layers in selected structural systems. 

Implementation: The effects of new and innovative designs cannot be established without 

structural models. These structural models will be implemented into design 

procedures as soon as the feasibility of special designs is established. 
Track 2 (DG) 80 

SUBTRACK DG 2. DESIGN GUIDE INPUTS, PERFORMANCE MODELS, AND RELIABILITY

This subtrack develops specific improvements to environmental models, long-term concrete properties, 

the next generation of traffic models, distress models, and easy-to-use reliability analysis tools. Table 8 

provides an overview of this subtrack. Table 8 provides an overview of this subtrack. 

Table 8. Subtrack DG 2 overview. 

Problem Statement Estimated Cost Products Benefits 

DG 2.0 Framework for 

Design Guide Inputs, 

Performance Models, and 

Reliability (Subtrack DG 2) 

$300 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and productive 

research program. 

DG 2.1 Enhancement and 

Validation of Enhanced 

Integrated Climatic Models 

for Temperature, Moisture, 

and Moduli 

$1 M–$2 M A more capable and accurate enhanced 

integrated climatic model (EICM) for use 

with concrete pavements to provide 

detailed hourly temperature, moisture, 

subdrainage, and other inputs for the 

incremental design process. 

Full and accurate consideration of 

climatic factors that provide more cost 

effective and reliable concrete pavement 

designs. 

DG 2.2 Development and 

Enhancement of Concrete 

Materials Models for 

Improved Pavement Design 

$5 M–$6 M A better understanding of concrete 

materials models that will be incorporated 

into current and advanced versions of the 

pavement design guide, making it more 

reliable and cost effective. 

Better quantification of long-term 

concrete properties to consider these 

factors in design more accurately. This 

research will help determine the impact 

of various key construction aspects on 

slab behavior and performance and the 

concrete fatigue of full-scale slabs under 

various conditions. 

DG 2.3 Enhancement and 

Validation of Traffic 

Loading Models Unique to 

Concrete Pavements 

$600 k–$1 M Improved traffic characterization for use in 

concrete pavement design. 

Far better characterization of traffic 

loadings for use in concrete pavement 

design. 

DG 2.4 Improved Jointed 

Plain Concrete Pavement 

Deterioration Models 

$1.5 M–$2.5 M Improved and more comprehensive 

distress and smoothness prediction models 

for JPCP, including JCPC on low-volume 

roadways. 

Reduced prediction uncertainty, resulting 

in a more cost effective design for a 

given level of reliability for JPCP; 

improved validation of JPCP design for 

low-volume roadways. 

DG 2.5 Improved 

Continuously Reinforced 

Concrete Pavement 

Cracking and Punchout 

Prediction Models 

$1.5 M–$2.5 M Improved and more comprehensive 

distress and smoothness prediction models 

for CRCP. 

Reduced prediction uncertainty, resulting 

in a more cost effective design for a 

given level of reliability for CRCP. 

DG 2.6 Improved 

Consideration of 

Foundation and 

Subdrainage Models 

$1 M–$1.5 M An improved and more comprehensive 

design procedure that considers the base 

layer, subbase layers, subgrade, and 

subdrainage of concrete pavements more 

fully; guidelines that will be implemented 

into a future version of the pavement 

design guide. 

Improved consideration of the foundation 

and subdrainage that will be implemented 

into the pavement design guide to 

produce more reliable and cost effective 

designs. 

DG 2.7 Identify and 

Implement New and 

Practical Ways to 

Incorporate Reliability into 

Concrete Pavement Design 

and Rehabilitation 

$3 M–$5 M Improved and more comprehensive 

reliability methodology that considers 

individual input, model, and other 

variabilities for concrete pavement 

mechanistic design. 

Improved procedures that will reduce 

first costs and improve credibility of the 

mechanistic design approach, since 

design reliability critically affects 

pavement costs and performance. 
 81 Track 2 (DG) 

Problem Statement DG 2.0. Framework for Design Guide Inputs, Performance Models, and 

Reliability (Subtrack DG 2) 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 1–3 

Estimated Cost: $300 k 

Subtrack DG 2 (Design Guide Inputs, Performance Models, and Reliability) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack DG 2 (Design Guide Inputs, Performance Models, and 

Reliability), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DG 2 (Design Guide 

Inputs, Performance Models, and Reliability). 
Track 2 (DG) 82 

Problem Statement DG 2.1. Enhancement and Validation of Enhanced Integrated Climatic Models 

for Temperature, Moisture, and Moduli 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–4 

Estimated Cost: $1 M–$2 M 

The EICMs in the Mechanistic-Empirical Pavement Design Guide are a major step toward considering 

the many climate factors in concrete pavement design.(1) The EICM receives the following hourly data 

from weather stations: solar radiation, temperature, precipitation, windspeed, and cloud cover. The 

software then applies this weather data to the pavement section under consideration to predict pavement 

temperature and moisture at various points within each pavement layer and in the subgrade. These 

temperatures and moistures serve many purposes, including calculation of stress and curling using 

temperature gradients through the slab, estimation of layer modulus using moisture contents in unbound 

materials, estimation of the dynamic modulus of asphalt-bound materials, estimation of the frost line and 

modulus below and above the line, and computation of the load transfer efficiency (LTE) using joint and 

crack openings. While the EICM is an extremely valuable tool, certain aspects must be improved to 

support more advanced climatic modeling of concrete pavements. 

Tasks: 

1. Further validation of moisture contents in unbound materials. 

2. Further validation of temperature gradients and moisture gradients in concrete slabs. 

3. Wider system capability to handle subdrainage in 2D or 3D pavement systems. 

4. Further validation of various thermal and hydraulic inputs for various materials. 

Benefits: Full and accurate consideration of climatic factors that provide more cost 

effective and reliable concrete pavement designs. 

Products: A more capable and accurate EICM for use with concrete pavements to provide 

detailed hourly temperature, moisture, subdrainage, and other inputs for the 

incremental design process. 

Implementation: The EICM is the heart of the design procedure, and any improvements will be 

implemented immediately. 
 83 Track 2 (DG) 

Problem Statement DG 2.2. Development and Enhancement of Concrete Materials Models for 

Improved Pavement Design 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–8 

Estimated Cost: $5 M–$6 M 

Concrete materials properties significantly affect concrete pavement performance. Improving the 

characterization of slab concrete will more reliably predict pavement performance. This research will 

address many key aspects of improving PCC materials and construction. 

Tasks: 

1. Consider in the design stage that several concrete material properties vary over time, including 

strength, modulus, shrinkage, creep, and others. Provide further data on these properties. 

2. Determine the effect of construction factors on concrete materials properties in the slab. This 

minimally would include the following: slab curing, slab zero-stress temperature, built-in curling 

(thermal gradient through slab as it solidifies), and differential slab shrinkage. 

3. Conduct PCC slab repeated load testing. This would include major studies into full-scale slab fatigue 

characteristics that consider curling, warping, support, strength, modulus, support conditions, and 

coefficient of thermal expansion. Accelerated loading facility (ALF) testing would be appropriate for 

these studies. Develop fracture models of concrete fatigue for both top-down and bottom-up slab 

cracking. 

4. Develop new tests for characterizing concrete strength and modulus that better reflect field behavior 

than current tests. 

Benefits: Better quantification of long-term concrete properties to consider these factors in 

design more accurately. This research will help determine the impact of various 

key construction aspects on slab behavior and performance and the concrete 

fatigue of full-scale slabs under various conditions. 

Products: A better understanding of concrete materials models that will be incorporated 

into current and advanced versions of the pavement design guide, making it more 

reliable and cost effective. 

Implementation: The concrete materials models resulting from this research will be immediately 

incorporated into improved concrete pavement design procedures. 
Track 2 (DG) 84 

Problem Statement DG 2.3. Enhancement and Validation of Traffic Loading Models Unique to 

Concrete Pavements 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 5–7 

Estimated Cost: $600 k–$1 M 

Traffic loading on concrete pavements varies from very low to extremely heavy. A typical concrete 

pavement located on a major highway could carry from 50,000 (on a very low-volume road) to more than 

200,000,000 (on an urban freeway) heavy trucks over its 30- to 40-year lifetime. Accurately 

characterizing traffic loadings is critical to good design. 

The Mechanistic-Empirical Pavement Design Guide significantly improved traffic loading 

characterization by considering the full axle spectrum for each type of axle (i.e., single, tandem, tridem, 

and quads).(1) However, improvement is needed. 

Tasks: 

1. Determine the effect of traffic speed on performance. 

2. Determine the critical traffic loadings for fatigue cracking. 

3. Determine how to model tandem, tridem, and quad axles and improve modeling of their distribution. 

4. Evaluate the type of loading that contributes to top-down slab cracking where axles are spaced about 

3 to 6 meters (m) (10 to 20 feet (ft)) apart and load the slab at each transverse joint, causing a 

negative cantilever effect with high top-of-slab stresses. 

Benefits: Improved characterization of traffic loadings for use in concrete pavement 

design. 

Products: Improved traffic characterization for use in concrete pavement design. 

Implementation: The traffic loading models resulting from this research will be immediately 

incorporated into concrete pavement design procedures. 
 85 Track 2 (DG) 

Problem Statement DG 2.4. Improved Jointed Plain Concrete Pavement Deterioration Models 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–5 

Estimated Cost: $1.5 M–$2.5 M 

Used in all levels of streets and highways from very low to very high traffic volumes, JPCP is by far the 

most popular type of concrete built in the world. This popularity is due to its relative cost-effectiveness 

and its reliability. The JPCP design has significantly improved through increased knowledge over the past 

several decades. 

Tasks: 

1. Improve the top-down and bottom-up transverse cracking models for new and rehabilitated 

pavements developed under the Mechanistic-Empirical Pavement Design Guide.

(1) Include models 

for JPCP designs located on low-volume rural and urban roadways as well as on higher volume 

roadways. 

2. Predict crack deterioration. When JPCP cracks, some of these cracks do not deteriorate, while others 

deteriorate significantly. These deteriorating cracks require maintenance and cause roughness. A 

study will investigate the causes of crack deterioration and develop models to be used in design that 

predict crack deterioration. The effects of preventive maintenance on crack deterioration rate also will 

be studied. 

3. Study longitudinal cracking (fatigue related). Some longitudinal cracking in JPCP could not be 

explained by traditional fatigue cracking calculations. A major study will determine the circumstances 

under which fatigue-based longitudinal cracking could occur. The effect of widened slabs also will be 

investigated. 

4. Improve joint faulting and spalling models for new construction and overlays. The existing models 

will be considered and improved to model faulting for all design types and model rehabilitation 

situations needed for design. An improved joint opening/closing model may also be needed. The 

models should include JPCP designs located on low-volume rural and urban roadways as well as on 

higher volume roadways. 

5. Develop improved smoothness (international roughness index (IRI)) models for JPCP. 

Benefits: Reduced prediction uncertainty, resulting in a more cost effective design for a 

given level of reliability for JPCP; improved validation of JPCP design for lowvolume roadways. 

Products: Greatly improved and more comprehensive distress and smoothness prediction 

models for JPCP, including JCPC on low-volume roadways. 

Implementation: The JCPC deterioration models resulting from this research will be incorporated 

immediately into improved concrete pavement design procedures. 
Track 2 (DG) 86 

Problem Statement DG 2.5. Improved Continuously Reinforced Concrete Pavement Cracking and 

Punchout Prediction Models 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–5 

Estimated Cost: $1.5 M–$2.5 M 

Several States and other countries use CRCP, especially for heavily trafficked highways. In Long-Term 

Pavement Performance (LTPP) program testing, it has proven to be the smoothest of all pavement types 

for more than 30 years, due to its ability to handle very high traffic loadings over a long period. CRCP 

design has improved significantly through increased knowledge over the past several decades. 

Tasks: 

1. Improve the crack spacing, crack width, and crack load deterioration models developed under the 

Mechanistic-Empirical Pavement Design Guide.

(1) An improved crack opening/closing model may be 

needed. 

2. Improve the prediction of edge-top-down structural punchouts developed under MechanisticEmpirical Pavement Design Guide.

(1)

3. Investigate the occurrence of punchouts from the bottom-up, especially for widened slab CRCP 

designs. 

4. Develop an improved smoothness (IRI) prediction model for CRCP. 

Benefits: Reduced prediction uncertainty, resulting in a more cost effective design for a 

given level of reliability for CRCP. 

Products: Significantly improved and more comprehensive distress and smoothness 

prediction models for CRCP. 

Implementation: The CRCP cracking and punchout prediction models resulting from this research 

will be incorporated immediately into improved concrete pavement design 

procedures. 
 87 Track 2 (DG) 

Problem Statement DG 2.6. Improved Consideration of Foundation and Subdrainage Models

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–5 

Estimated Cost: $1 M–$1.5 M 

The base course, subbase courses, and the subgrade are very important to the performance of any type of 

concrete pavement. Imbedded in the foundation is pavement structure subdrainage, as well as a significant 

portion of the entire concrete pavement cost. The sublayers affect both the structural aspects (deflection, 

stress) in the slab and critical load transfer across joints and cracks (e.g., the base layer affects the LTE of 

the joint or crack). In addition, the friction between the slab and base is extremely important for initiating 

cracks at the joints and, in CRCP, the transverse shrinkage cracks. Many examples have shown that 

sublayer and subdrainage failures have led to concrete slab failure. Improvements are needed to produce 

more reliable and cost effective sublayer designs for concrete pavement. 

Tasks: 

1. Identify key practical aspects of sublayers, such as materials and construction that relate to concrete 

pavement subdrainage, performance, and cost. Determine how various subgrade situations (from soft, 

wet soils to near-surface bedrock) affect performance, and develop improved guidelines for preparing 

concrete pavement foundations and sublayers. 

2. Develop improved inputs for designing the parameters that characterize concrete pavement sublayers. 

These would include time-dependent moduli (seasonal changes), hydraulic permeability, and other 

parameters. 

3. Develop improved inputs for slab/base friction characteristics of various base layer types. 

4. Determine the impact of JPCP and CRCP on sublayers and subgrade performance using the 

mechanistic-based design procedure. Develop guidelines on selection of base types, subbase types, 

subdrainage, and subgrade treatments to produce cost effective yet good performance of concrete 

pavements. 

5. Consider the likelihood and impact of distress propagation and interaction due to cracks in the base 

course. 

6. Evaluate subdrainage needs for all concrete pavement levels and develop improved impact 

projections of subdrainage or lack of subdrainage on performance. Develop new and more reliable 

and cost effective ways to drain concrete pavements. 

Benefits: Improved consideration of the foundation and subdrainage that will be 

implemented into the pavement design guide to produce more reliable and cost 

effective designs. 

Products: An improved and more comprehensive design procedure that considers the base 

layer, subbase layers, subgrade, and subdrainage of concrete pavements more 

fully; guidelines that will be implemented into a future version of the pavement 

design guide. 

Implementation: The foundation and subdrainage models resulting from this research will be 

incorporated immediately into improved concrete pavement design procedures. 

See also DG 1.3 (Development of Model for Erosion Related to Material 

Properties under Dynamic Wheel Loading) on erosion. 
Track 2 (DG) 88 

Problem Statement DG 2.7. Identify and Implement New and Practical Ways to Incorporate 

Reliability into Concrete Pavement Design and Rehabilitation 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 2. Design Guide Inputs, Performance Models, and Reliability 

Approximate Phasing: Years 2–8 

Estimated Cost: $3 M–$5 M 

Reliability is a critical area of design for which very little knowledge exists. Nearly everything associated 

with pavements (as well as most other structures) is variable or uncertain. This includes factors such as 

traffic loading estimates, climate prediction estimates, subgrade soils along a project, paving materials 

variations, construction process variations, and design procedure inadequacies. Designers must consider 

these uncertainties and variations to produce a design with a chance of success greater than 50–50. 

The Texas DOT (TxDOT) first incorporated design reliability into pavement design in the early 1970s, 

and these procedures were used successfully for more than 2 decades. The 1986 AASHTO Pavement 

Design Guide made use of similar but expanded concepts to incorporate design reliability into the asphalt 

and PCC pavement design procedures.(2) The new mechanistic-based Mechanistic-Empirical Pavement 

Design Guide incorporated design reliability into the pavement design process differently, using the 

residual error in the prediction of sections used for calibration.(1)

All of these approaches have significant limitations and inadequacies. Design reliability significantly 

impacts both performance and pavement structure costs. Some feel that the current AASHTO procedures 

over design for higher levels of traffic because of the large effect of the multiplier on traffic (e.g., design 

traffic is 3 to 6 times the mean estimated traffic). Extensive research has been conducted on the design 

reliability of other structures, such as buildings, retaining walls, foundations, and hydraulic structures. 

However, very little research has been done on pavement design reliability. Any improvement to the 

procedure, therefore, would impact cost and PCC pavements performance significantly. 

Tasks: 

1. Review how design reliability has been incorporated into various structural design procedures. 

Identify the most promising approaches and concepts for use in concrete pavement mechanistic 

design. 

2. Develop a practical procedure for incorporating design reliability into the Mechanistic-Empirical 

Pavement Design Guide’s mechanistic-based design procedure.(1) This methodology will allow 

designers to input the means, standard deviations, and distributions of many of the key input 

variables. 

3. Estimate the magnitudes of variability and uncertainty and their distributions that will be used in the 

reliability-based design procedure. These estimates will be based on collected data. 

Benefits: Improved procedures that will reduce first costs and improve credibility of the 

mechanistic design approach, since design reliability critically affects pavement 

costs and performance. 

Products: Significantly improved and comprehensive reliability methodology that considers 

individual input, model, and other variabilities for concrete pavement 

mechanistic design. 

Implementation: The results of this research will be incorporated immediately into improved 

concrete pavement design and rehabilitation procedures for greater reliability. 
 89 Track 2 (DG) 

SUBTRACK DG 3. SPECIAL DESIGN AND REHABILITATION ISSUES

This subtrack addresses the design details from tied shoulders, tie bars, and pavement preservation, and 

considers better ways to analyze alternative design features using more streamlined computer software. 

Table 9 provides an overview of this subtrack. 

Table 9. Subtrack DG 3 overview. 

Problem Statement Estimated Cost Products Benefits 

DG 3.0 Framework for 

Special Design and 

Rehabilitation Issues 

(Subtrack DG 3) 

$150 k A validated, sequenced, and detailed 

research framework for this 

subtrack. 

An effective, coordinated, and 

productive research program. 

DG 3.1 Concrete 

Pavement Design 

Aspects Related to 

Multiple/Additional 

Lanes 

$800 k–$1.5 M Specific design methodology, 

guidelines, and standards for tying 

together multiple traffic lanes and 

shoulders. 

Fewer unexpected incidents of 

longitudinal cracking that result from 

tying too many lanes together or 

widening longitudinal joints that had 

been left untied. 

DG 3.2 Characterization 

of Existing PCC or HotMix Asphalt Pavement to 

Provide an Adequate 

Rehabilitation Design 

$3.5 M–$4.5 M Improved characterization of 

existing pavements; improved 

estimates of remaining life that will 

be useful for selecting from 

alternative rehabilitations; 

identification of solutions for 

overcoming existing poor design 

and material situations; improved 

support for unbonded concrete 

overlay design. 

Proper characterization of the existing 

pavement critical to reliable and cost 

effective rehabilitation design; 

rehabilitation design improvements to 

the pavement design guide. 

DG 3.3 Improvements to 

Concrete Overlay Design 

Procedures 

$4 M–$4.5 M Improved guidelines and design 

procedures for several types of 

concrete overlays, including 

concrete overlays of difficult 

existing pavements, ultrathin slab 

design that includes improved 

concrete-to-asphalt bonding 

procedures, improved layering 

modeling for unbonded concrete 

overlays, characterization of 

underlying PCC slab design and 

condition for unbonded overlays, 

and improved bonding between thin 

PCC overlay and existing PCC 

slabs. 

Concrete overlays of difficult existing 

pavements; ultrathin slab design, 

including improved concrete-to-asphalt 

bonding procedures; improved 

layering modeling for unbonded 

concrete overlays; characterization of 

underlying PCC slab design and 

condition for unbonded overlays; 

improved bonding between thin PCC 

overlay and existing PCC slabs. 

DG 3.4 Improvements to 

Concrete Pavement 

Restoration/Preservation 

Procedures 

$2 M–$3 M Improved guidelines and design 

procedures for several types of 

concrete overlays that improve their 

reliability, viability, and costeffectiveness. 

Improved guidelines and design 

procedures for the several activities 

involved with restoring and preserving 

existing concrete pavements, resulting 

in improved decisionmaking for 

potential CPR projects in terms of 

selecting needed treatments (such as 

DBR), predicting remaining life, and 

further validating CPR as a reliable 

alternative. 
Track 2 (DG) 90 

Table 9. Subtrack DG 3 overview, continued. 

Problem Statement Estimated Cost Products Benefits 

DG 3.5 Development of 

New and Innovative 

Concrete Pavement Type 

Designs 

$1 M–$2 M New and innovative types of 

concrete pavement and a working 

design procedure for use; 

demonstrations of new concrete 

pavement types performed under 

track 6 (Innovative Concrete 

Pavement Joint Design, Materials, 

and Construction) and track 8 (Long 

Life Concrete Pavements). 

Improved options to consider for the 

design; cost effective and reliable 

concrete pavement designs. 

DG 3.6 Optimizing 

Procedure for New 

Design and Future 

Maintenance and 

Rehabilitation Capable of 

Minimizing Total Life 

Cycle Costs, Lane 

Closure Time, and Other 

Design Goals over the 

Range of Design Life 

$1 M–$2 M A comprehensive system that, for a 

given design project, analyzes a 

number of alternative initial designs, 

future preservation treatments, and 

rehabilitation options; and 

determines the optimum 

combination to minimize life cycle 

costs, initial construction cost, the 

cost of shoulders and widened slabs, 

or lane closure time, and to address 

other needs of the designer. Such a 

system could handle varying design 

lives from 8 to more than 60 years. 

New and innovative designs that will 

improve options to consider for the 

design and provide more cost effective 

and reliable concrete pavement 

designs. 
 91 Track 2 (DG) 

Problem Statement DG 3.0. Framework for Special Design and Rehabilitation Issues 

(Subtrack DG 3) 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack DG 3 (Special Design and Rehabilitation Issues) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack DG 3 (Special Design and Rehabilitation Issues), modify 

as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DG 3 (Special Design and 

Rehabilitation Issues). 
Track 2 (DG) 92 

Problem Statement DG 3.1. Concrete Pavement Design Aspects Related to Multiple/Additional 

Lanes 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 2–4 

Estimated Cost: $800 k–$1.5 M 

There are many design situations where multiple traffic lanes and concrete shoulders are adjacent. For 

example, a design situation with three lanes in one direction and two tied shoulders on each side would 

result in a concrete pavement more than 15 m (50 ft) wide. Also, several critical design decisions must be 

made regarding the longitudinal joints. The common practice is to tie the shoulders and lanes together 

with deformed tie bars, but are they always needed? And if needed, what are their proper bar diameters, 

spacings, and embedment lengths? 

Too many tied joints possibly could contribute to longitudinal random cracking. But how many is too 

many for a given design situation? How many lanes/shoulders can be tied together? What should be done 

if the base course is an unbound aggregate? What should be done if the base course is permeable asphalt? 

What should be done if the pavement is constructed during wide swings in ambient temperature? 

There is not enough research knowledge regarding these issues. This research will consider these 

questions to develop a design procedure for multiple traffic lanes and adjacent concrete shoulders. 

Tasks: 

1. Develop an analytical model that accurately calculates the stresses and deformations in concrete 

pavement slabs when tied together in multiple lanes and shoulders. 

2. Develop a tie bar design procedure for multiple lanes and shoulders on a variety of base courses. 

3. Address key design issues and provide guidelines for adding lanes, widening narrow lanes, and 

replacing shoulders. 

4. Evaluate the need for longitudinal joint LTE for various design situations. 

Benefits: Fewer unexpected incidents of longitudinal cracking that result from tying too 

many lanes together or widening longitudinal joints that had been left untied. 

Products: Specific design methodology, guidelines, and standards for tying together 

multiple traffic lanes and shoulders. 

Implementation: The design methodology, guidelines, and standards resulting from this research 

will be incorporated immediately into improved concrete pavement design 

procedures. 
 93 Track 2 (DG) 

Problem Statement DG 3.2. Characterization of Existing PCC or Hot-Mix Asphalt Pavement to 

Provide an Adequate Rehabilitation Design 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 2–5 

Estimated Cost: $3.5 M–$4.5 M 

The United States contains a huge infrastructure of existing highway pavements. Every day, designers 

grapple with ways to develop an adequate design that will carry traffic reliably over the next design 

period. To accomplish this task, researchers must characterize or evaluate the existing pavement 

adequately and overcome its inherent deficiencies with a sufficient rehabilitation design. Several end 

products related to the characterization of existing PCC or HMA pavement will result from these research 

tasks. Improved characterization of existing pavements will be the most significant and valuable 

accomplishment. Improved estimates of remaining pavement life will be useful for selecting alternative 

rehabilitations. Identifying and providing solutions to overcome several existing poor design and material 

situations will be extremely valuable. Finally, improving key unbonded concrete overlay design 

procedures will lead to greater reliability and cost-effectiveness. 

Tasks: 

1. Develop improved procedures for characterizing an existing PCC or HMA pavement to provide an 

adequate rehabilitation design. 

2. Develop a procedure for rapidly determining the remaining life of an existing PCC pavement. The 

procedure should allow a designer to make remaining pavement life determinations by integrating 

data on current design features; accumulated and future environmental and loading data; data on 

existing conditions obtained through visual surveys; field and laboratory testing; in place sensors; and 

advanced pavement performance modeling techniques. This will help determine the best alternative 

rehabilitation designs. 

3. Identify the key rehabilitation design issues related to overcoming a poor existing design and 

materials for rehabilitation. 

4. Develop improved procedures and technology for unbonded concrete overlays: 

5. Determine the effect of the existing PCC slab on unbonded overlay performance. 

6. Identify the interface conditions, for various surface preparations and treatments, necessary for 

achieving optimal performance based on field studies of in place pavements. 

7. Develop guidelines for selecting the separation layer that will be used to design unbonded overlays, 

considering the existing pavement condition, type and design of the overlay, climate, and traffic 

loadings. Evaluate the effects of interface degradation or improvements over time. 

Benefits: Proper characterization of the existing pavement critical to reliable and cost 

effective rehabilitation design; rehabilitation design improvements to the 

pavement design guide. 

Products: Improved characterization of existing pavements; improved estimates of 

remaining life that will be useful for selecting from alternative rehabilitations; 

identification of solutions for overcoming existing poor design and material 

situations; improved support for unbonded concrete overlay design. 

Implementation: Good rehabilitation requires good evaluation. The results of this research will be 

implemented immediately into improved concrete overlay rehabilitation design 

procedure. 
Track 2 (DG) 94 

Problem Statement DG 3.3. Improvements to Concrete Overlay Design Procedures 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 3–8 

Estimated Cost: $4 M–$4.5 M 

Reliably designing all types of concrete overlays is essential to highway agencies. However, existing 

procedures lack a number of capabilities. This research will address a variety of those needs for both 

bonded and separated concrete overlay designs and for both existing PCC and HMA pavements. 

Tasks: 

1. Develop guidelines and procedures for designing concrete overlays and widening existing narrow 

slabs. 

2. Develop reliable design procedures for ultrathin slabs placed on existing PCC or HMA layers. For 

this, improved evaluation techniques of the existing pavement and improved bonding and design 

procedures are needed. 

3. Develop improved layering and jointing models to consider unbonded concrete overlays and the 

underlying layers. 

4. Develop technology to estimate the required design inputs for considering the design and condition of 

the existing PCC pavement. 

5. Develop improved bonding techniques for bonding PCC layers over existing PCC slabs. 

Benefits: Concrete overlays of difficult existing pavements; ultrathin slab design, including 

improved concrete-to-asphalt bonding procedures; improved layering modeling 

for unbonded concrete overlays; characterization of underlying PCC slab design 

and condition for unbonded overlays; improved bonding between thin PCC 

overlay and existing PCC slabs. 

Products: Improved guidelines and design procedures for several types of concrete 

overlays, including concrete overlays of difficult existing pavements, ultrathin 

slab design that includes improved concrete-to-asphalt bonding procedures, 

improved layering modeling for unbonded concrete overlays, characterization of 

underlying PCC slab design and condition for unbonded overlays, and improved 

bonding between thin PCC overlay and existing PCC slabs. 

Implementation: Concrete overlays must be designed more cost effectively to compete with 

alternatives. The results of this research will be implemented immediately into 

concrete pavement design procedures. 
 95 Track 2 (DG) 

Problem Statement DG 3.4. Improvements to Concrete Pavement Restoration/Preservation 

Procedures 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 3–7 

Estimated Cost: $2 M–$3 M 

Many State highway agencies currently apply preservation techniques to all types of pavements, including 

concrete. As the Nation’s interstate highways age, more effective CPR and preservation techniques have 

become daily activities for many State highway agencies, techniques such as joint repair, dowel 

retrofitting, shoulder replacement that includes retrofitting with tied PCC, slab replacement, full-depth 

patching with PCC, grouting and fill of voids, and diamond grinding. 

Though several guidelines explain these tasks, very few mechanistic-based procedures evaluate the 

effectiveness of such repairs in preventing or delaying future distress and its progression. One design 

procedure that uses mechanistic-based procedures to evaluate and determine the feasibility of CPR is 

found in the Mechanistic-Empirical Pavement Design Guide.

(1)

Tasks: 

1. Evaluate the Mechanistic-Empirical Pavement Design Guide mechanistic-based procedures for 

assessing the effectiveness of JPCP subjected to CPR.(1)

2. Enhance the Mechanistic-Empirical Pavement Design Guide JPCP procedures and develop new 

procedures for evaluating CPR performed on other concrete pavement types, such as CRCP and 

jointed reinforced concrete pavement (JRCP).(1) At minimum, the procedure should consider existing 

pavement design features, climatic conditions, traffic loading, existing distress conditions that include 

materials durability, future loadings data, and advanced M-E modeling to determine future CPR 

pavement performance based on key performance indicators. 

3. Develop improved guidelines and procedures for designing CPR/preservation projects. These should 

include improved procedures that assess the window of opportunity for applying preservation 

techniques to existing concrete pavements. 

4. Develop improved procedures for estimating the remaining life (both structural and functional) of 

existing concrete pavements so that improved restoration or concrete overlay decisions can be made. 

5. Develop enhanced pavement management data to support cost effective pavement preservation. 

Benefits: Improved guidelines and design procedures for the activities involved with 

restoring and preserving existing concrete pavements, resulting in improved 

decisionmaking for potential CPR projects in terms of selecting needed 

treatments (such as DBR), predicting remaining life, and further validating CPR 

as a reliable alternative. 

Products: Improved guidelines and design procedures for several types of concrete overlays 

that improve their reliability, viability, and cost-effectiveness. 

Implementation: This research will provide practical technological improvements to CPR that will 

be implemented immediately into design procedures. 
Track 2 (DG) 96 

Problem Statement DG 3.5. Development of New and Innovative Concrete Pavement Type Designs 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 5–9 

Estimated Cost: $1 M–$2 M 

JPCP is the world’s most widely constructed pavement. Many States and other countries also have 

constructed CRCP, which seems to be gaining in popularity. JRCP has been built extensively in the 

United States, but serious problems with joints and intermediate panel cracking have effectively halted 

their construction in any State or foreign country today. JPCP and CRCP pavement types also have 

problems and limitations. More innovative, cost effective, and reliable design alternatives need to be 

explored. 

Tasks: 

1. Conduct a study to explore many new and innovative options for concrete pavement designs. This 

study will involve both performing a literature search and contacting as many agencies as possible 

around the world to investigate the latest innovative designs. Evaluate these candidates for feasibility 

and recommend the most promising. Consider the following as a minimum: 

• Thin slab replacement for existing pavements. Many existing PCC or HMA pavements have 

thicknesses of 20 to 25 centimeters (cm) (8 to 10 inches). A cost effective solution is to remove 

this layer and replace it with a relatively thin concrete slab design especially suited for heavy 

traffic. Design procedures to accomplish this reliably and cost effectively are needed. 

• Design innovations for JPCP and CRCP. Design innovations should optimize the structural and 

material design of these pavements (e.g., trapezoidal cross sections). 

• Precast JCP design. These are being constructed at several projects, and a major research and 

development effort is underway to improve their design and construction. Placement speed is 

their main advantage, with no further curing time required. 

• Concrete overlays, reinforcement, and special surfacing designs. This includes two or more layers 

of paving materials (concrete, reinforcement, special materials) bonded together. Typical 

examples include two-layer construction (wet on wet) using layers with different properties, 

CRCP with special two-layer reinforcement, and special epoxy resin concrete surfacing materials. 

• Structurally reinforced concrete pavement design, including CRCP. A few of these pavements 

have been constructed in places such as Brazil and Columbia. One design built in Brazil uses two 

layers of steel in a slab placed on a prepared base course. Another design built in Columbia is 

essentially a reinforced concrete bridge deck with longitudinal, reinforced concrete beams placed 

in trenches (the slab is not on grade). The Netherlands has developed a similar system. 

• Prestressed, posttensioned concrete pavements. Several of these have been built in the United 

States and abroad over the past 30 years. However, the expansion joints often have failed and 

required maintenance. 

2. Develop design procedures for the most promising type of concrete pavements using the existing 

mechanistic-based procedure as much as possible. 

Benefits: Improved options to consider for the design; cost effective and reliable concrete 

pavement designs. 

Products: New and innovative types of concrete pavement and a working design procedure 

for use; demonstrations of new concrete pavement types performed under track 6 

(Innovative Concrete Pavement Joint Design, Materials, and Construction) and 

track 8 (Long Life Concrete Pavements). 

Implementation: The new and innovative concrete pavement types will be demonstrated and 

evaluated under track 6 (Innovative Concrete Pavement Joint Design, Materials, 

and Construction) and track 8 (Long Life Concrete Pavements) and incorporated 

into a future version of the pavement design guide. 
 97 Track 2 (DG) 

Problem Statement DG 3.6. Optimizing Procedure for New Design and Future Maintenance and 

Rehabilitation Capable of Minimizing Total Life Cycle Costs, Lane Closure Time, and Other 

Design Goals over the Range of Design Life 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 3. Special Design and Rehabilitation Issues 

Approximate Phasing: Years 4–10 

Estimated Cost: $1 M–$2 M 

The Mechanistic-Empirical Pavement Design Guide evaluates a trial design provided by the designer.(1) 

The proposed design must make several trial runs before an acceptable design is established, and this is 

only for the first performance period. The design procedure does not consider future rehabilitations, nor 

does it provide optimization procedures to minimize life cycle costs or even first costs. An optimization 

procedure to be incorporated into the current and future versions of the pavement design guide is needed. 

Tasks: 

1. Develop design procedure concepts that consider multiple initial trial designs and multiple optional 

rehabilitation alternatives and then select designs from among the initial ones that optimize (i.e., 

minimize or maximize) a desired factor. This factor could be life cycle costs, initial construction 

costs, future rehabilitation costs, user delay costs, among others. Design procedure concepts should be 

developed for shoulders, tied shoulders, and alternative shoulder materials. 

2. Develop software to accomplish the optimization described above in the first task. 

3. Validate the software using several actual projects provided by State highway agencies. 

Benefits: New and innovative design options that will improve options to consider for the 

design and provide more cost effective and reliable concrete pavement designs. 

Products: A comprehensive system that, for a given design project, analyzes a number of 

alternative initial designs, future preservation treatments, and rehabilitation 

options, and determines the optimum combination to minimize life cycle costs, 

initial construction cost, the cost of shoulders and widened slabs, or lane closure 

time, and to address other needs of the designer. Such a system could handle 

varying design lives from 8 to more than 60 years. 

Implementation: Current mechanistic-based procedures in the Mechanistic-Empirical Pavement 

Design Guide do not optimize.(1) This capability is needed and will be 

implemented into design procedures immediately. 
Track 2 (DG) 98 

SUBTRACK DG 4. IMPROVED MECHANISTIC DESIGN PROCEDURES 

This subtrack develops the new generation design procedure and a comprehensive database of 

performance data needed for calibration and validation. Table 10 provides an overview of this subtrack. 

Table 10. Subtrack DG 4 overview. 

Problem Statement Estimated Cost Products Benefits 

DG 4.0 Framework 

for Improved 

Mechanistic Design 

Procedures (Subtrack 

DG 4) 

$300 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

DG 4.1 Incremental 

Improvements to 

MechanisticEmpirical Pavement 

Design Guide

Procedures 

$1.5 M–$2.5 M An improved and implementable design 

procedure for new and rehabilitated 

JPCP and CRCP designs. 

A significantly improved pavement 

design guide that better considers 

many of its aspects and several new 

aspects of pavement design; new and 

rehabilitated designs that are more 

reliable and cost effective. 

DG 4.2 New 

MechanisticEmpirical Pavement 

Design Guide

Procedures for 

Paradigm Shift 

Capabilities 

$2 M–$4 M New generation pavement design 

procedures that consider many 

improvements and new pavement 

design aspects; new and rehabilitated 

designs that are more reliable and cost 

effective. 

An advanced paradigm shift in 

integrated concrete pavement design 

procedures for new and rehabilitated 

JPCP, CRCP, and other selected 

designs. 
 99 Track 2 (DG) 

Problem Statement DG 4.0. Framework for Improved Mechanistic Design Procedures (Subtrack 

DG 4) 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 4. Improved Mechanistic Design Procedures 

Approximate Phasing: Years 1–3 

Estimated Cost: $300 k 

Subtrack DG 4 (Improved Mechanistic Design Procedures) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack DG 4 (Improved Mechanistic Design Procedures), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DG 4 (Improved 

Mechanistic Design Procedures). 
Track 2 (DG) 100 

Problem Statement DG 4.1. Incremental Improvements to Mechanistic-Empirical Pavement Design 

Guide Procedures 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 4. Improved Mechanistic Design Procedures 

Approximate Phasing: Year 3–10 

Estimated Cost: $1.5 M–$2.5 M 

The initial Mechanistic-Empirical Pavement Design Guide, delivered to NCHRP in 2004 after 6 years of 

development, represents a paradigm shift in design capabilities.(1) Nevertheless, many aspects still require 

incremental improvements before the guide meets the concrete pavement design goal that aims for new 

and rehabilitated designs to be reliable, economical, constructible, and maintainable throughout their 

design life and to meet or exceed the multiple needs (in highways, urban streets, low-volume roads, and 

special applications, such as tunnels and ports) of the traveling public, taxpayers, and the owning highway 

agencies. Achieving this goal will require incorporating the results from each of the research studies into 

the pavement design guide. 

Tasks: 

1. Improve the FEM neural nets to consider more design and material features (e.g., thinner slabs and 

better layering capabilities, especially for concrete overlay design). 

2. Develop better traffic characterization procedures, including loadings for top-down cracking and 

truck speed. 

3. Predict temperature and moisture more accurately. 

4. Incorporate improved base erosion models. 

5. Improve JPCP and CRCP distress prediction models. 

6. Improve JPCP and CRCP IRI prediction models. 

7. Improve sublayer design of base, subbase, subgrade, and particularly subdrainage. 

8. Incorporate an improved design reliability approach. 

9. Improve the characterization of existing PCC and HMA pavements for use in PCC rehabilitated 

design. 

10. Improve CPR procedures. 

11. Improve concrete overlay design procedures. 

12. Implement design guidelines and procedures related to multiple lanes, including those related to tie 

bar design and the number of lanes/shoulders to tie together. 

13. Comprehensively calibrate the models using data collected from the ALFs and long-term test sections 

developed under track 9 (Concrete Pavement Accelerated and Long-Term Data Collection). 

14. Validate studies with several State highway agencies. 

Benefits: A significantly improved pavement design guide that better considers many of its 

aspects and several new aspects of pavement design; new and rehabilitated 

designs that are more reliable and cost effective. 

Products: An improved implementable design procedure for new and rehabilitated JPCP 

and CRCP designs. 

Implementation: Many States and local governments will use this new pavement design guide; it 

can be improved incrementally. 
 101 Track 2 (DG) 

Problem Statement DG 4.2. New Mechanistic-Empirical Pavement Design Guide Procedures for 

Paradigm Shift Capabilities 

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 4. Improved Mechanistic Design Procedures 

Approximate Phasing: Years 3–10 

Estimated Cost: $2 M–$4 M 

This research will develop an advanced version of the pavement design guide that includes major steps 

forward from the incrementally developed procedures in problem statement DG 4.1 (Incremental 

Improvements to Mechanistic-Empirical Pavement Design Guide Procedures). The new, more fully 

mechanistic-based procedures will require several years to develop (extending to the end of the 10-year 

period). The goal is to ensure that new and rehabilitated designs for concrete pavement will be more 

reliable, economical, constructible, and maintainable throughout their design life and meet or exceed the 

multiple needs (in highways, urban streets, low-volume roads, and special applications, such as tunnels 

and ports) of the traveling public, taxpayers, and the owning highway agencies. Achieving this goal will 

require incorporating the results from each of the research studies into the pavement design guide. The 

result will be a paradigm shift in 3D FEM, reliability control, incremental improvements, and advanced 

capabilities in layering, joints, reinforcement, and long life design. 

Tasks: 

1. Incorporate 3D structural FEMs into the design procedure. Consider implementing the dynamic FEM 

structural model into the design procedure. 

2. Incorporate a more accurate integrated climatic model for temperature and moisture. 

3. Develop new concrete materials characterization tests, including fatigue damage, strength, modulus, 

and many other inputs. 

4. Incorporate more accurate long-term changes in material properties (e.g., PCC strength, modulus, 

shrinkage, and creep). 

5. Predict key distress types in JPCP, CRCP, and other selected pavement types using a more intense 

incremental damage accumulation measurement (e.g., hourly over the entire design period). 

6. Improve smoothness prediction models for JPCP and CRCP. 

7. Model other functional surface characteristics, such as noise, friction, and spray, as available. This 

task will link to track 4 (Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements). 

8. Include optimization capability to give the designer the tools to minimize life cycle costs or maximize 

smoothness over the design life. 

9. Improve sublayer design of the base, subbase, subgrade, and particularly subdrainage. 

10. Incorporate an improved design reliability approach. 

11. Comprehensively calibrate the models using data collected from the ALFs and long-term test sections 

developed under track 9 (Concrete Pavement Accelerated and Long-Term Data Collection). 

12. Validate studies with many State highway agencies. 

Benefits: An advanced paradigm shift in integrated concrete pavement design procedures 

for new and rehabilitated JPCP, CRCP, and other selected designs. 

Products: New generation pavement design procedures that consider many improvements 

and new pavement design aspects; more reliable and cost effective new and 

rehabilitated designs. 

Implementation: This research will result in a paradigm shift in pavement design that will produce 

technology needed to deal with critical problems years from now. 
Track 2 (DG) 102 

SUBTRACK DG 5. DESIGN GUIDE IMPLEMENTATION 

This subtrack addresses implementing the new pavement design guide. Table 11 provides an overview of 

this subtrack. 

Table 11. Subtrack DG 5 overview. 

Problem Statement Estimated 

Cost Products Benefits 

DG 5.1 

Implementation of the 

MechanisticEmpirical Pavement 

Design Guide

$2 M–$3 M Strong technology transfer to the workforce 

concerning the design of new and 

rehabilitated concrete pavements through 

workshops, conferences, and Web-based 

personnel training. 

A workforce with the basic knowledge 

and understanding needed to design 

concrete pavements and rehabilitation 

projects using the design procedure 

properly. 
 103 Track 2 (DG) 

Problem Statement DG 5.1. Implementation of the Mechanistic-Empirical Pavement Design Guide

Track: 2. Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements (DG) 

Subtrack: DG 5. Design Guide Implementation 

Approximate Phasing: Years 1–10 

Estimated Cost: $2 M–$3 M 

Implementing a mechanistic-based design procedure fundamentally changes the way concrete pavement 

design is performed. Designers must develop additional skills in areas such as structural analysis, material 

characterization, local calibration, software usage, and existing pavement characterization. Successful 

implementation will require thousands of pavement designers to be extensively trained over a period of 

several years. Hands-on workshops, online training tools, and national workshops can accomplish this 

task. 

Tasks: 

1. Develop and present workshops dealing with many aspects of the mechanistic-based design process 

(structural modeling, materials characterization, distress and IRI prediction, overlays, restoration, 

optimization, traffic, climate, local calibration, etc.). Develop Web-based training in mechanisticbased design. Organize national workshops and conferences on mechanistic design. 

2. Organize national conferences and workshops where States and other highway agencies share their 

findings on the mechanistic design process. 

3. Develop Web-based training tools. 

Benefits: A workforce with the basic knowledge and understanding needed to design 

concrete pavements and rehabilitation projects using the design procedure 

properly. 

Products: Strong technology transfer to the workforce concerning the design of new and 

rehabilitated concrete pavements through workshops, conferences, and Webbased personnel training. 

Implementation: This research will result in technology sharing. 
 
 105 Track 3 (ND) 

Track 3. High-Speed Nondestructive Testing and Intelligent Construction Systems (ND) 

TRACK 3 (ND) OVERVIEW.......................................................................................................... 107

Track Goal.................................................................................................................................. 107

Track Objectives ........................................................................................................................ 108

Research Gaps............................................................................................................................ 108

Research Challenges .................................................................................................................. 108

Research Track 3 (ND) Phasing ............................................................................................... 109

Research Track 3 (ND) Estimated Costs ................................................................................. 110

Track Organization: Subtracks and Problem Statements..................................................... 111

SUBTRACK ND 1. FIELD CONTROL......................................................................................... 112

Problem Statement ND 1.0. Framework for Field Control (Subtrack ND 1)....................... 113

Problem Statement ND 1.1. Field Quality Control/Quality Assurance Tests for 

Performance-Based Concrete Mix Design............................................................................ 114

Problem Statement ND 1.2. Field Validation of Field Quality Control/ 

Quality Assurance Tests......................................................................................................... 115

Problem Statement ND 1.3. Revise Performance-Related Specifications to Include 

Concrete Mix Properties ........................................................................................................ 116

SUBTRACK ND 2. NONDESTRUCTIVE TESTING METHODS ............................................ 117

Problem Statement ND 2.0. Framework for Nondestructive Methods (Subtrack ND 2).... 119

Problem Statement ND 2.1. Concrete Temperature and Moisture Sensing......................... 120

Problem Statement ND 2.2. Concrete Pavement Thickness Sensing .................................... 121

Problem Statement ND 2.3. Dowel/Tie Bar Alignment Sensing ............................................ 122

Problem Statement ND 2.4. Concrete Curing Effectiveness Sensing.................................... 123

Problem Statement ND 2.5. Concrete Pavement Support Sensing ....................................... 124

Problem Statement ND 2.6. Workability Sensing................................................................... 125

Problem Statement ND 2.7. Sensing of Air Systems in Concrete Pavement ........................ 126

Problem Statement ND 2.8. Concrete Mix Density and Volumetrics Sensing ..................... 127

Problem Statement ND 2.9. Concrete Pavement Smoothness Sensing ................................. 128

Problem Statement ND 2.10. Concrete Pavement Texture (Skid Resistance, Splash/Spray) 

Sensing ..................................................................................................................................... 129

Problem Statement ND 2.11. Tire-Pavement Noise Sensing.................................................. 130

Problem Statement ND 2.12. Integrated Intelligent Concrete Paving System..................... 131

SUBTRACK ND 3. NONDESTRUCTIVE TESTING AND INTELLIGENT CONTROL 

SYSTEM EVALUATION AND IMPLEMENTATION............................................................... 132

Problem Statement ND 3.0. Framework for Nondestructive Testing and Intelligent 

Control System Evaluation and Implementation (Subtrack ND 3) ................................... 133

Problem Statement ND 3.1. Workshops on Field Quality Control Testing of Concrete 

Pavement ................................................................................................................................. 134

Problem Statement ND 3.2. Workshops on Nondestructive Testing and Evaluation of 

Concrete Pavements ............................................................................................................... 135

Problem Statement ND 3.3. Web-Based Training for Implementing Concrete Pavement 

Research Products .................................................................................................................. 136

Problem Statement ND 3.4. Unified Concrete Pavement Management System .................. 137
Track 3 (ND) 106 

LIST OF FIGURES 

Figure 3. Track 3 (ND) subtrack and problem statement phasing chart. .................................................. 109

 LIST OF TABLES 

Table 12. Research track 3 (ND) estimated costs. ................................................................................... 110

Table 13. Subtrack ND 1 overview.......................................................................................................... 112

Table 14. Subtrack ND 2 overview.......................................................................................................... 117

Table 15. Subtrack ND 3 overview.......................................................................................................... 132
 107 Track 3 (ND) 

TRACK 3 (ND) OVERVIEW 

The research community has studied various NDT technologies for nearly 20 years. While this 

technology is beginning to impact pavement management equipment and some hand-held test equipment 

in construction technology, NDT technology has not been applied extensively to concrete paving. The 

advancing technology could benefit both the construction and inspection teams in several key ways. 

The equipment industry faces both a technical challenge and the challenge of investing in a methodology 

without being certain of a market. Establishing a working group that properly frames the issues, agrees on 

the technologies, and prioritizes the work efforts is critical for overcoming this investment challenge. 

Both industry and government will benefit from NDT by reducing reliance on slow and sometimes poorly 

managed small-sample testing programs. NDT technology also can be incorporated into an ICS that 

adjusts the paving process automatically while informing contractors and inspectors of changes and/or 

deficiencies in construction. Continuous and real-time sampling will be configured to detect changes to 

the approved mix design and the preprogrammed line and grade values. NDT technology also will allow 

industry and government to use the data collected for long-term pavement management and evaluation. 

In this regard, track 3 has significant links to track 10 (Concrete Pavement Performance). 

The NDT/ICS methods developed in this track can measure the following properties that impact concrete 

pavement durability and performance: 

• Pavement depth. 

• Horizontal and vertical slab alignment. 

• Subgrade support and variability. 

• Steel location (dowels and tie bars). 

• Concrete strength through the slab. 

• Concrete temperature through the slab. 

• Moisture loss. 

• Smoothness. 

• Tire/pavement noise potential. 

• Air. 

Many problem statements in this track relate to track 1 (Performance-Based Concrete Pavement Mix 

Design System) and track 2 (Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements). Software standards will also ensure that the public can link to any software that the private 

sector produces. 

Finally, human factors are critical for both researching and implementing this track. Pavement engineers, 

materials testers, and contractors need to understand NDT fundamentals to avoid the black box 

syndrome—that is, trying to get a technology to do something that they do not understand in principle. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

High-speed nondestructive QC can continuously monitor pavement properties during construction to 

provide rapid feedback. As a result, automatic adjustments can ensure a high-quality finished product that 

meets performance specifications. 
Track 3 (ND) 108 

Track Objectives 

1. Perform NDT QC tests and procedures that use continuous and real-time sampling to monitor 

performance-related concrete mix properties and reduce the number of human inspectors. 

2. Improve construction operations by providing continuous and rapid feedback to make changes 

automatically. 

3. Integrate data collection with materials management and pavement management systems (PMS) to 

solve future problems and evaluate performance. 

Research Gaps 

• Lack of an overall coordinated plan and government and industry partnerships. 

• Lack of financial incentives and favorable investment economics. 

• Insufficient understanding of NDT. 

• Insufficient understanding of testing variability. 

Research Challenges 

• Involve both industry and government to create the market and the funding to make this track’s goal 

feasible. 

• Develop affordable testing equipment for contractors and owner-agencies, considering both initial 

and life cycle costs. 

• Help contractors and civil engineers understand and simplify the use of NDT in wide-scale concrete 

pavement operations. 

• Develop testing equipment with a low degree of variability to achieve repeatable and reliable results 

in the field. 
 109 Track 3 (ND) 

Research Track 3 (ND) Phasing 

The horizontal bar chart in figure 3 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 3. Track 3 (ND) subtrack and problem statement phasing chart. 
Track 3 (ND) 110 

Research Track 3 (ND) Estimated Costs 

Table 12 shows the estimated costs for this research track. 

Table 12. Research track 3 (ND) estimated costs. 

Problem Statement Estimated Cost 

Subtrack ND 1. Field Control 

ND 1.0. Framework for Field Control (Subtrack ND 1) $350 k 

ND 1.1. Field Quality Control/Quality Assurance Tests for Performance-Based Concrete Mix Design $2 M–$5 M 

ND 1.2. Field Validation of Field Quality Control/Quality Assurance Tests $2 M–$5 M 

ND 1.3. Revise Performance-Related Specifications (PRS) to Include Concrete Mix Properties $500 k–$1 M 

Subtrack ND 2. Nondestructive Testing Methods 

ND 2.0. Framework for Nondestructive Testing Methods (Subtrack ND 2) $600 k 

ND 2.1. Concrete Temperature and Moisture Sensing $1 M–$2 M 

ND 2.2. Concrete Pavement Thickness Sensing $500 k–$1 M 

ND 2.3. Dowel/Tie Bar Alignment Sensing $1 M–$2 M 

ND 2.4. Concrete Curing Effectiveness Sensing $500 k–$1 M 

ND 2.5. Concrete Pavement Support Sensing $1 M–$2 M 

ND 2.6. Workability Sensing $500 k–$1 M 

ND 2.7. Sensing of Air Systems in Concrete Pavement $1 M–$2 M 

ND 2.8. Concrete Mix Density and Volumetrics Sensing $1 M–$2 M 

ND 2.9. Concrete Pavement Smoothness Sensing $1 M–$2 M 

ND 2.10. Concrete Pavement Texture (Skid Resistance, Splash/Spray) Sensing $500 k–$1 M 

ND 2.11. Tire-Pavement Noise Sensing $500 k–$1 M 

ND 2.12. Integrated Intelligent Concrete Paving System $2 M–$5 M 

Subtrack ND 3. Nondestructive Testing and Intelligent Control Systems Evaluation and Implementation 

ND 3.0. Framework for Nondestructive Testing and Intelligent Control Systems Evaluation and 

Implementation (Subtrack ND 3) 

$150 k 

ND 3.1. Workshops on Field Quality Control Testing of Concrete Pavement $1 M–$2 M 

ND 3.2. Workshops on Nondestructive Testing and Evaluation of Concrete Pavement $1 M–$2 M 

ND 3.3. Web-Based Training for Implementing Concrete Pavement Research Products $500 k–$1 M 

ND 3.4. Unified Concrete Pavement Management System $1 M–$2 M 

Track 3 (ND)

Total $19.6 M–$41.1 M 
 111 Track 3 (ND) 

Track Organization: Subtracks and Problem Statements 

Track 3 (ND) problem statements are grouped into three subtracks: 

• Subtrack ND 1. Field Control. 

• Subtrack ND 2. Nondestructive Testing Methods. 

• Subtrack ND 3. Nondestructive Testing and Intelligent Control Systems Evaluation and 

Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

then follow. 
Track 3 (ND) 112 

SUBTRACK ND 1. FIELD CONTROL 

This subtrack frames the actual field testing research, identifies key QC factors, and pools all the 

information into a PRS framework linking the information with track 1 (Performance-Based Concrete 

Pavement Mix Design System) and track 2 (Performance-Based Design Guide for New and Rehabilitated 

Concrete Pavements). Table 13 provides an overview of this subtrack. 

Table 13. Subtrack ND 1 overview. 

Problem Statement Estimated 

Cost Products Benefits 

ND 1.0. Framework for 

Field Control (Subtrack 

ND 1) 

$350 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

ND 1.1. Field Quality 

Control/Quality 

Assurance Tests for 

Performance-Based 

Concrete Mix Design 

$2 M–$5 M Testing techniques/devices for QC field 

testing of performance-based mix designs. 

Performance-based concrete mix 

properties for projects constructed 

using performance-based mix designs 

that owner-agencies can verify. 

ND 1.2. Field 

Validation of Field 

Quality Control/Quality 

Assurance Tests 

$2 M–$5 M Best practice guides and recommendations 

for field QC tests. 

A guide for implementing and using 

field QC tests for performance-based 

mix designs that will be given to 

owner-agencies. 

ND 1.3. Revise 

Performance-Related 

Specifications to 

Include Concrete Mix 

Properties 

$500 k–$1 

M 

Recommended PRS for mix design 

properties. 

A guide for incorporating concrete 

mix design properties into PRS that 

will be given to owner-agencies. 
 113 Track 3 (ND) 

Problem Statement ND 1.0. Framework for Field Control (Subtrack ND 1) 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 1. Field Control 

Approximate Phasing: Years 1–3 

Estimated Cost: $350 k 

Subtrack ND 1 (Field Control) provides a set of research problem statements that will culminate in a 

significantly improved state of the art and practice. As the funding becomes available, an initial effort will 

be necessary to develop a framework for the research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack ND 1 (Field Control), modify as appropriate, and divide 

them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack ND 1 (Field Control). 
Track 3 (ND) 114 

Problem Statement ND 1.1. Field Quality Control/Quality Assurance Tests for Performance-Based 

Concrete Mix Design 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 1. Field Control 

Approximate Phasing: Years 3–10 

Estimated Cost: $2 M–$5 M 

As performance-based mix designs replace method-based and QC/quality assurance (QA)-based 

specifications, tests that properly measure mix properties in the field will be required. Examples of these 

properties for which practical field tests must be developed include heat signature, workability, watercement ratio, and air content (size and spacing). While heat signature data can be derived in the 

laboratory, there is a need to develop and implement a field-ready version of the adiabatic calorimeter. 

Workability affects concrete placeability, affecting both paver performance and finished pavement ride 

quality. Water-cement ratio, a key concrete mix property, is the primary factor affecting concrete strength 

and permeability, significantly influencing early-age performance and long-term durability. 

Unfortunately, the water-cement ratio specified for a job is rarely achieved when the concrete is placed, 

due to the water added to achieve workability and numerous other factors. Therefore, a quick, reliable test 

procedure that determines the water-cement ratio shortly before concrete placement as a QA check is 

needed. Air content (size and spacing of bubbles) also affects permeability and pavement performance 

(freeze-thaw performance), and should be measured after the concrete has been placed. The air void 

analyzer has provided reliable results and should be used as a routine QC tool for paving projects. QC 

devices for field testing performance-based mix design should be rugged, inexpensive, and capable of 

reproducing the data that current laboratory devices can provide. 

Tasks: 

1. Identify performance-based concrete mix design properties. 

2. Determine suitable limits for performance-based mix design properties. 

3. Identify techniques/devices that can determine the desired mix design properties. 

4. Modify existing devices/techniques or develop new devices for measuring the mix design parameters 

accurately in the field, producing the same results as laboratory tests. 

5. Develop recommendations for deploying field tests on projects using performance-based mix designs. 

Benefits: Performance-based concrete mix properties for projects constructed using 

performance-based mix designs that owner-agencies can verify. 

Products: Testing techniques/devices for QC field testing of performance-based mix 

designs. 

Implementation: This work will result in testing techniques/devices for field testing performancebased mix design properties. 
 115 Track 3 (ND) 

Problem Statement ND 1.2. Field Validation of Field Quality Control/Quality Assurance Tests 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 1. Field Control 

Approximate Phasing: Years 4–10 

Estimated Cost: $2 M–$5 M 

Before deploying QC tests in the field, extensive field validation testing will be required. Field validation 

should be completed under all conceivable conditions expected during future testing, including varying 

climatic conditions, material properties, pavement types, construction techniques, and mix designs. Best 

practices should be developed for each of the tests. The repeatability, reliability, and variability of the test 

results should be checked during the field validation process. 

Tasks: 

1. Identify all tests required for field validation. 

2. Work with owner-agencies to identify test validation locations that represent different climatic 

conditions, materials, pavement types, construction procedures, and mix designs. 

3. Work with contractors and owner-agencies to perform validation testing at various field sites. 

4. Evaluate repeatability, reliability, and variability for each test. 

5. Recommend improvements to test equipment and procedures. 

6. Document the best practices for performing field validation tests. 

Benefits: A guide for implementing and using field QC tests for performance-based mix 

designs that will be given to owner-agencies. 

Products: Best practice guides and recommendations for field QC tests. 

Implementation: This work will result in best practice guidelines and/or needed improvements to 

field QC tests. 
Track 3 (ND) 116 

Problem Statement ND 1.3. Revise Performance-Related Specifications to Include Concrete Mix 

Properties 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 1. Field Control 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

FHWA has had an ongoing research program studying PRS for rigid pavements to ensure the construction 

of high-performance concrete pavements. States are advancing through the continuum of methods 

specifications, from QC/QA specifications to PRS-based specifications. Because the relationship between 

concrete mix properties and pavement performance has become better understood, PRS-based 

specifications should include mix properties. Workability and air content/spacing are two basic mix 

properties known to affect pavement construction and performance; these should be included in PRSbased specifications. As with other PRS-based specifications, determining and setting limits on 

performance parameters is the first step in the development process. The next step will be to determine 

NDTs for the various concrete properties that can be used for QC/QA in the field. 

Tasks: 

1. Identify the concrete properties shown to affect concrete pavement performance, including 

parameters indirectly affecting performance (i.e., properties that may affect constructability and 

thereby affect pavement performance). 

2. Determine limits for performance-based properties. 

3. Identify practical field tests for measuring mix properties. 

4. Develop recommendations concerning PRS for mix properties. 

Benefits: A guide for incorporating concrete mix design properties into PRS that will be 

given to owner-agencies. 

Products: Recommended PRS for mix design properties. 

Implementation: This work will result in recommended PRS for concrete pavement mix 

properties. 
 117 Track 3 (ND) 

SUBTRACK ND 2. NONDESTRUCTIVE TESTING METHODS 

This subtrack addresses the specific research needed to develop the actual NDT elements of the new 

intelligent control system. Table 14 provides an overview of this subtrack. 

Table 14. Subtrack ND 2 overview. 

Problem Statement Estimated 

Cost Products Benefits 

ND 2.0. Framework for 

Nondestructive Testing 

Methods (Subtrack ND 

2) 

$600 k A validated, sequenced, 

and detailed research 

framework for this 

subtrack. 

An effective, coordinated, and productive research 

program. 

ND 2.1. Concrete 

Temperature and 

Moisture Sensing 

$1 M–$2 M Devices for monitoring 

concrete temperature and 

moisture during 

construction. 

Quick determination and short notice adjustment of 

the optimal time for surface texturing, joint 

sawing/cutting, and opening to traffic, resulting in 

high-quality pavement that can be opened quickly to 

traffic. 

ND 2.2. Concrete 

Pavement Thickness 

Sensing 

$500 k–$1 M Nondestructive 

techniques/devices for 

measuring pavement 

thickness during 

construction. 

Techniques/devices that provide continuous realtime pavement thickness measurements without 

removing cores from the slab, resulting in better QA 

for owner-agencies. 

ND 2.3. Dowel/Tie Bar 

Alignment Sensing 

$1 M–$2 M Devices for detecting 

dowel and tie bar 

misalignment during 

construction. 

Paver adjustment and gross misalignment correction 

during construction, resulting from the detection of 

dowel and tie bar misalignment behind the paver; 

better joint and pavement performance. 

ND 2.4. Concrete 

Curing Effectiveness 

Sensing 

$500 k–$1 M Devices for sensing 

concrete curing 

effectiveness during 

construction. 

Automatic adjustment to curing methods during and 

immediately after the paving operation, resulting 

from continuous monitoring of curing effectiveness 

after concrete placement; high-quality concrete 

pavement. 

ND 2.5. Concrete 

Pavement Support 

Sensing 

$1 M–$2 M Devices for measuring 

pavement support during 

construction. 

Automatic adjustments to the mix design, slab 

thickness, and joint spacing during construction, 

resulting from continuous monitoring of pavement 

support in front of the paving operation; high-quality 

pavements constructed precisely for the support over 

which they are placed. 

ND 2.6. Workability 

Sensing 

$500 k–$1 M Equipment for 

continuously monitoring 

concrete workability 

during construction. 

Automatic adjustments to the concrete mix design 

and paver operating parameters during construction, 

resulting from continuous concrete workability 

monitoring during placement; durable, high-quality 

concrete pavement placed under optimal operating 

conditions for the mix. 

ND 2.7. Sensing of Air 

Systems in Concrete 

Pavement 

$1 M–$2 M Nondestructive equipment 

for measuring air 

content/properties. 

Automatic adjustments to the concrete mix and paver 

operating parameters during construction, resulting 

from continuous air content monitoring (quantity and 

spacing) behind the paver; high-quality concrete 

pavement with the proper air content to meet the 

durability requirements for the climate in which it is 

constructed. 
Track 3 (ND) 118 

Table 14. Subtrack ND 2 overview, continued. 

Problem Statement Estimated 

Cost Products Benefits 

ND 2.8. Concrete Mix 

Density and 

Volumetrics Sensing 

$1 M–$2 M Nondestructive equipment 

for monitoring volumetric 

proportions of mix 

constituents. 

Continuous monitoring of the volumetric proportions 

of mix constituents to allow contractors and 

inspectors to ensure the proper mix proportions are 

being used; high-quality concrete pavement with the 

proper mix proportions. 

ND 2.9. Concrete 

Pavement Smoothness 

Sensing 

$1 M–$2 M Wet smoothness-sensing 

equipment. 

Pavement smoothness monitored behind the paver, 

permitting surface deviations to be corrected while 

the concrete is still plastic and allowing the paver or 

batching operation to be adjusted to prevent further 

surface deviations; smoother as-constructed 

pavements that do not require additional measures 

(diamond grinding) to meet smoothness 

specifications. 

ND 2.10. Concrete 

Pavement Texture (Skid 

Resistance, Splash/ 

Spray) Sensing 

$500 k–$1 M Equipment for predicting 

skid resistance and 

splash/spray potential. 

Continuously monitored surface texture, permitting 

real-time prediction of skid resistance and 

splash/spray potential; automatic adjustments to 

finishing and texturing processes to achieve the 

desired skid resistance and splash/spray 

characteristics, resulting in as-constructed pavements 

that meet surface texture requirements without the 

need for additional texturing measures. 

ND 2.11. Tire-Pavement 

Noise Sensing 

$500 k–$1 M Equipment for predicting 

pavement noise 

characteristics during 

construction. 

Prediction of tire-pavement noise potential during 

construction, allowing surface textures to be 

corrected while the concrete is still plastic and 

automatic adjustments to the surface texturing 

process to meet the tire-pavement noise restrictions; 

as-constructed pavements that meet stringent tirepavement noise restrictions without the need for 

additional noise mitigation. 

ND 2.12. Integrated 

Intelligent Concrete 

Paving System 

$2 M–$5 M An integrated intelligent 

paving system to predict 

future pavement 

performance. 

An integrated intelligent paving system that will 

predict future pavement performance during the 

construction process, allowing contractors and 

owner-agencies to adjust the paving process 

automatically to achieve the pavement performance 

requirements; high-quality concrete pavements that 

will achieve the intended 30-, 40-, or 50-year (or 

more) design life. 
 119 Track 3 (ND) 

Problem Statement ND 2.0. Framework for Nondestructive Methods (Subtrack ND 2) 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 1–3 

Estimated Cost: $600 k 

Subtrack ND 2 (Nondestructive Methods) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack ND 2 (Nondestructive Methods), modify as appropriate, 

and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack ND 2 (Nondestructive 

Methods). 
Track 3 (ND) 120 

Problem Statement ND 2.1. Concrete Temperature and Moisture Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$2 M 

NDT methods for temperature and moisture sensing are important QC checks for concrete placement and 

early-age monitoring. Temperature can significantly affect pavement performance, prompting many 

transportation departments to limit concrete temperature during placement. Additionally, moisture sensing 

not only is a surrogate for curing effectiveness, but also is a direct indication of the hydration process. 

New devices will allow inspectors to monitor the concrete temperature and moisture history to ensure that 

limits are not exceeded. Using maturity methods, concrete temperature and moisture can be related to 

concrete strength, allowing contractors to assess quickly the time before the pavement can be opened to 

traffic. However, more precise guidelines for the maturity measurement interval, accuracy, and 

monitoring locations are needed. In addition, guidelines for installing sensors should be developed, 

addressing concerns such as the effect of mounting sensors on steel dowels or reinforcement and the 

minimum cover required for proper temperature measurement. Predicting stiffness using the temperature 

and moisture history can benefit concrete pavement construction by permitting contractors to assess the 

proper timing for applying surface texture and cutting joints. All NDT devices used for these purposes 

should be economical and practical for field use. 

Tasks: 

1. Identify NDT methods and devices for temperature and moisture sensing. 

2. Determine the reliability and variability of the test methods and devices under field conditions. 

3. Modify existing devices or develop practical new devices that accurately monitor temperature and 

moisture during pavement construction. 

4. Develop recommendations for deploying NDT techniques/devices for temperature and moisture 

monitoring. 

Benefits: Quick determination and short notice adjustment of the optimal time for surface 

texturing, joint sawing/cutting, and opening to traffic, resulting in high-quality 

pavement that can be opened quickly to traffic. 

Products: Devices for monitoring concrete temperature and moisture during construction. 

Implementation: This work will result in reliable, practical, and economical techniques/devices for 

monitoring concrete temperature and moisture during pavement construction. 
 121 Track 3 (ND) 

Problem Statement ND 2.2. Concrete Pavement Thickness Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 3–7 

Estimated Cost: $500 k–$1 M 

As-constructed pavement thickness must be assessed during construction to determine pay factors and to 

ensure that the owner-agency gets what it pays for. Current practice for verifying concrete pavement 

thickness is to remove cores from the pavement and measure their length with calipers. This is a timeconsuming and costly process. Several agencies are attempting to use nondestructive techniques, such as 

physical probes, impact-echo, and ground-penetrating radar equipment, to eliminate the need for core 

sampling. A systematic evaluation of these and other alternatives is needed to determine their accuracy 

and potential for use in concrete paving specifications. When using coring to sample thickness, a limited 

number of thickness measurements are feasible because the cost for each sample is high. The goal of new 

NDT is to increase the number of samples while decreasing the cost of testing and eliminating the core 

removal. 

Tasks: 

1. Identify existing NDT techniques that determine pavement thickness. 

2. Determine the variability of existing methods and assess whether this variability is acceptable for QC 

testing. 

3. Modify existing nondestructive techniques or develop new techniques that measure slab thickness at 

intervals as short at 30.5 cm (1 ft) quickly, accurately, and cost effectively. 

4. Develop recommendations for deploying nondestructive thickness sensing devices. 

Benefits: Techniques/devices that provide continuous real-time pavement thickness 

measurements without removing cores from the slab, resulting in better QA for 

owner-agencies. 

Products: Nondestructive techniques/devices for measuring pavement thickness during 

construction. 

Implementation: This work will result in nondestructive techniques/devices for measuring 

pavement thickness quickly at short intervals. 
Track 3 (ND) 122 

Problem Statement ND 2.3. Dowel/Tie Bar Alignment Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 4–8 

Estimated Cost: $1 M–$2 M 

Many transportation agencies use dowel and tie bars to ensure adequate load transfer across joints in 

concrete pavements. If constructed properly, dowel bars should be exactly parallel to both the surface and 

centerline of the hardened slab. Unfortunately, this is not always the case, as misalignment can occur 

from either misplacement (incorrect initial positioning of the dowels), displacement (movement during 

the paving operation), or both. Tie bars should be centered over a longitudinal joint to secure adjacent 

slabs effectively. Misaligned dowel bars can cause joints to lock-up or even fault, and thus significantly 

affect pavement performance. There is no clear consensus among agencies on the level of practical limits 

on dowel placement tolerances. Normally, a maximum allowable alignment error of 0.64 cm (0.25 inch) 

per 45.7 cm (18 inches) length of dowel bar is specified, although the Georgia DOT specifies an 

allowable tolerance of 7.2 cm (3 inches) per 2.4 m (8 ft) both horizontally and vertically, and several 

other agencies specify an allowable tolerance of 2.5 cm (1 inch) per 1.2 m (4 ft) both horizontally and 

vertically. Unfortunately, these specifications are difficult to enforce because there is no efficient and 

reliable technique for determining in situ dowel misalignment. However, recent development of the MITSCAN-2 and MIT-SCAN-2F devices has provided an opportunity to obtain accurate dowel position 

information efficiently and cost effectively. 

Research is needed that either modifies existing dowel bar alignment sensing equipment or develops new 

equipment for use during the paving process. Real-time measurements of dowel bar alignment 

immediately behind the paving operation will alert the contractor and inspectors to alignment problems, 

allowing for paver adjustments and possible corrections to misaligned dowel bars. 

Tasks: 

1. Identify existing nondestructive dowel and tie bar alignment sensing devices. 

2. Modify existing devices or develop new devices that permit testing during the paving operation. 

3. Evaluate the accuracy of the devices on actual pavement sections and make recommendations for 

deploying the devices for concrete paving construction projects. 

Benefits: Paver adjustment and gross misalignment correction during construction, 

resulting from the detection of dowel and tie bar misalignment behind the paver; 

better joint and pavement performance. 

Products: Devices for detecting dowel and tie bar misalignment during construction. 

Implementation: This work will result in dowel and tie bar alignment sensing devices that can be 

used to assess dowel and tie bar alignment rapidly during construction. 
 123 Track 3 (ND) 

Problem Statement ND 2.4. Concrete Curing Effectiveness Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 4–8 

Estimated Cost: $500 k–$1 M 

The effectiveness of curing methods used during concrete paving is an important factor that can affect 

pavement service life. Curing affects slab warping behavior, and rapid moisture loss at the surface also 

can weaken surface strength. While standard laboratory test methods for evaluating the effectiveness of 

curing compound exist, no test or device is widely used in the field. This research will identify an NDT 

that will allow for continuous monitoring of curing method effectiveness during and after concrete 

placement. Ideally, the test/device will be fully automated and will alert the inspector or contractor if 

additional curing measures are needed. The test/device could also be linked to automated curing 

equipment that would adjust curing depending on the amount of moisture loss detected in the slab. Such 

devices should be portable, economical, and unobtrusive and be capable of monitoring curing 

effectiveness at several locations along a day’s worth of pavement placement. 

Tasks: 

1. Identify existing moisture sensors or other devices that measure curing effectiveness. 

2. Modify existing devices or develop new devices to monitor curing effectiveness. 

3. Validate curing effectiveness detection devices on paving projects. 

4. Develop recommendations for deploying curing effectiveness detection devices. 

Benefits: Automatic adjustment to curing methods during and immediately after the paving 

operation, resulting from continuous monitoring of curing effectiveness after 

concrete placement; high-quality concrete pavement. 

Products: Devices for sensing concrete curing effectiveness during construction. 

Implementation: This work will result in a device that senses curing effectiveness during and after 

concrete placement. 
Track 3 (ND) 124 

Problem Statement ND 2.5. Concrete Pavement Support Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 5–9 

Estimated Cost: $1 M–$2 M 

The support structure beneath PCC pavements significantly affects pavement design characteristics, such 

as thickness, joint spacing, and mix design. Unfortunately, when most pavements are designed, the 

variability of the supporting structure along the length of the pavement can be significant. Automated, 

nondestructive support-sensing devices would allow the support structure to be assessed continuously 

along the length of the pavement during the paving operation. Support-sensing devices could be fixed to 

the paving equipment to determine the stiffness of the support structure at the time of placement and as 

the paving operation progresses. Automated support-sensing devices could send support information to 

automated batching and paving equipment, causing the batching equipment to adjust the paving mix or 

the paver to adjust slab thickness or load transfer (joint spacing) automatically. 

Tasks: 

1. Identify existing nondestructive support-sensing devices. 

2. Modify existing devices or develop new devices that continuously monitor pavement support layers. 

3. Integrate support-sensing devices into the paving operation to make adjustments automatically. 

4. Validate support-sensing equipment on actual paving projects. 

5. Develop recommendations for deploying support-sensing equipment on paving projects. 

Benefits: Automatic adjustments to the mix design, slab thickness, and joint spacing during 

construction, resulting from continuous monitoring of pavement support in front 

of the paving operation; high-quality pavements constructed precisely for the 

support over which they are placed. 

Products: Devices for measuring pavement support during construction. 

Implementation: This work will result in automated support-sensing equipment that can measure 

pavement support continuously during construction. 
 125 Track 3 (ND) 

Problem Statement ND 2.6. Workability Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 5–9 

Estimated Cost: $500 k–$1 M 

Fresh concrete workability can affect significantly the paving process and the quality of the finished 

product. Workability can dictate both the speed and efficiency (i.e., energy consumption) of the paving 

process as well as the finishability of the pavement, affecting both ride quality and surface texture. The 

process is commonly controlled in the field with routine sampling and testing of the concrete for strength, 

slump, and sometimes air content (or unit weight). While these measures provide critical feedback, they 

are not always timely or reliable. This research will investigate techniques that evaluate paving concrete 

properties—specifically rheological properties such as workability—more rapidly and continuously. With 

continuous workability monitoring, the batch plant could adjust mix proportions more quickly and 

reliably and the paving operator could adjust the paver operating parameters more quickly. 

Tasks: 

1. Identify techniques/equipment for measuring concrete workability. 

2. Modify existing equipment or develop new equipment that continuously monitors mix workability. 

3. Validate workability sensing equipment on actual paving projects. 

4. Integrate workability sensing equipment with automated batching and paving equipment. 

5. Develop recommendations for deploying workability sensing equipment. 

Benefits: Automatic adjustments to the concrete mix design and paver operating 

parameters during construction, resulting from continuous concrete workability 

monitoring during placement; durable, high-quality concrete pavement placed 

under optimal operating conditions for the mix. 

Products: Equipment for continuously monitoring concrete workability during construction. 

Implementation: This work will result in equipment for continuously sensing concrete workability 

that can be tied into automated batching and paving equipment. 
Track 3 (ND) 126 

Problem Statement ND 2.7. Sensing of Air Systems in Concrete Pavement 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 5–9 

Estimated Cost: $1 M–$2 M 

Placement activities, such as slipform paving, reduce the quantity of entrained air in concrete by as much 

as 2 percent. Air tests are not currently taken after slipform paving, but rather are taken from samples 

either at the plant or in front of the paving machine. However, this testing procedure systematically 

ignores the impact of the pavement placement operation on air content. Durability studies have revealed 

problems with freeze-thaw damage due to an inadequate quantity of entrained air. Studies also show that 

both the amount of entrained air and the spacing between the air bubbles is important. Air tests are not 

taken behind the paving machine primarily because these tests are destructive. The current testing 

standard, ASTM C 231, would require removing concrete from the finished slab. 

This research will develop a test method or procedure to determine the air content (amount and spacing of 

bubbles) of plastic concrete after paving. Although the air void analyzer has been shown to indicate air 

content (amount and spacing of bubbles) accurately, it still usually requires that concrete be removed 

from the finished surface, and the testing apparatus is not necessarily suited for field applications. This 

research will identify appropriate technology to create accurate and durable test equipment that can 

determine air content properties quickly, permitting automatic adjustments to mix proportions. 

Tasks: 

1. Identify existing equipment for classifying air content (quantity and bubble spacing) accurately. 

2. Modify existing equipment or develop new durable and economical automated equipment/sensors 

that can assess air content behind the paver quickly. 

3. Validate air sensing equipment on actual paving projects. 

4. Integrate automated air sensing equipment/sensors with batching and paving equipment. 

5. Develop recommendations for deploying air sensing equipment for paving operations. 

Benefits: Automatic adjustments to the concrete mix and paver operating parameters 

during construction, resulting from continuous air content monitoring (quantity 

and spacing) behind the paver; high-quality concrete pavement with the proper 

air content to meet the durability requirements for the climate in which it is 

constructed. 

Products: Nondestructive equipment for measuring air content/properties. 

Implementation: This work will result in air sensing equipment that can quickly and accurately 

assess the air content and spacing behind the paver. 
 127 Track 3 (ND) 

Problem Statement ND 2.8. Concrete Mix Density and Volumetrics Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 7–10 

Estimated Cost: $1 M–$2 M 

During typical paving operations, process controls measure such concrete properties as slump, air content, 

and strength. However, density is checked rarely, and volumetric proportions seldom are checked to 

determine whether the proper proportions are being batched. For this purpose, nondestructive equipment 

for sensing the density and volumetric proportions of the material onsite is needed. The equipment should 

determine both the density and the volumetric proportions of constituents quickly and continuously 

throughout the paving operation. Automated equipment could alert inspectors or the batch plant to adjust 

the mix. 

Tasks: 

1. Develop sensing equipment that can determine the density of the mixture and volumetric proportions 

of concrete constituents quickly. 

2. Validate density and volumetric sensing equipment on an actual paving project. 

3. Develop recommendations for deploying automated sensing equipment. 

Benefits: Continuous monitoring of the density and volumetric proportions of mix 

constituents to allow contractors and inspectors to ensure the proper mix 

proportions are being used; high-quality concrete pavement with the proper mix 

proportions. 

Products: Nondestructive equipment for monitoring mixture density and volumetric 

proportions of mix constituents. 

Implementation: This work will result in nondestructive density and mix volumetric sensing 

equipment. 
Track 3 (ND) 128 

Problem Statement ND 2.9. Concrete Pavement Smoothness Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 3–6 

Estimated Cost: $1 M–$2 M 

The California Profilograph is the equipment most commonly used to measure pavement smoothness, 

providing information to the contractor in as little as 4 to 6 hours after placing conventional concrete 

pavement. While this is the fastest available method for providing smoothness information, it is not fast 

enough to indicate bumps or dips to the paving crew during finishing operations. Wet smoothnessmeasuring devices that can be mounted to slipform machines or a trailing construction bridge are needed. 

These devices will provide direct feedback to the paving finishing crew and to automated paving 

equipment. The crew can then eliminate surface deviations while the concrete remains plastic, and the 

paving machine could adjust to correct smoothness irregularities caused by the paver. This method will 

provide a uniform surface and eliminate areas that must be ground after construction. 

This research will develop a wet smoothness-measuring device that produces information translatable to 

the California Profile Index or IRI. Evaluating the accuracy of the smoothness-measuring device will be 

necessary to demonstrate its accuracy relative to the California Profilograph. In addition, a manual 

describing the testing equipment and indexing procedure should be developed to implement this 

equipment and procedure. 

Tasks: 

1. Identify wet smoothness-measuring devices. 

2. Adapt the smoothness-measuring devices to slipform paving operations. 

3. Develop a system that combines the new smoothness measurements with software that automatically 

calculates the simulated California Profile Index and IRI. 

4. Validate the wet smoothness measurements on an actual paving project. 

5. Develop recommendations for deploying the smoothness-sensing equipment during the paving 

operation. 

Benefits: Pavement smoothness monitored behind the paver, permitting surface deviations 

to be corrected while the concrete is still plastic and allowing the paver or 

batching operation to be adjusted to prevent further surface deviations; smoother 

as-constructed pavements that do not require additional measures (diamond 

grinding) to meet smoothness specifications. 

Products: Wet smoothness-sensing equipment. 

Implementation: This work will result in wet smoothness-sensing equipment that can be adapted 

to slipform paving operations. 
 129 Track 3 (ND) 

Problem Statement ND 2.10. Concrete Pavement Texture (Skid Resistance, Splash/Spray) Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

The primary purpose of pavement surface texture is to improve friction (skid resistance). However, 

reducing splash and spray also must be considered, as these can affect driver visibility. Predicting both 

skid resistance and splash/spray potential during pavement construction can ensure that an adequate and 

safe surface texture is applied. Because skid resistance and splash/spray potential are difficult to measure 

or quantify on fresh concrete surfaces, surface texture (type and depth), skid resistance, and splash/spray 

potential may need to be correlated. Measuring surface texture properties during construction will allow 

the contractor to adjust the paving equipment to improve surface texture and possibly correct still-plastic 

in place concrete. Surface texture sensing equipment could be mounted on the paving train immediately 

behind the finishing and texturing processes to determine texture properties in real time. The sensing 

equipment would provide instant results for a large enough section of pavement to indicate the whole 

surface adequately. 

Tasks: 

1. Identify surface texture measurement equipment/techniques that can be used on fresh (plastic) 

concrete to determine skid resistance and splash/spray potential. 

2. Identify correlations between surface texture measurements, skid resistance, and splash/spray 

potential. 

3. Modify existing equipment or develop new sensing equipment that measures surface texture 

properties on fresh concrete. 

4. Develop necessary correlations between surface texture properties, skid resistance, and splash/spray 

potential. 

5. Validate surface texture measurement equipment on actual paving projects. 

6. Develop recommendations for deploying surface texture sensing equipment. 

Benefits: Continuously monitored surface texture, permitting real-time prediction of skid 

resistance and splash/spray potential; automatic adjustments to finishing and 

texturing processes to achieve the desired skid resistance and splash/spray 

characteristics, resulting in as-constructed pavements that meet surface texture 

requirements without the need for additional texturing measures. 

Products: Equipment for predicting skid resistance and splash/spray potential. 

Implementation: This work will result in equipment that can predict the skid resistance and 

splash/spray potential of fresh concrete pavement. 
Track 3 (ND) 130 

Problem Statement ND 2.11. Tire-Pavement Noise Sensing 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 8–10 

Estimated Cost: $500 k–$1 M 

Tire-pavement noise is very important to consider in concrete pavement construction, and many States 

have implemented noise-level restrictions on new pavement construction. Tire-pavement noise can 

increase the cost of a paving project significantly if noise mitigation measures are required. Therefore, 

determining potential tire-pavement noise during construction is important if measures are to be taken to 

reduce noise levels. Research to develop techniques and equipment for measuring pavement noise 

potential during construction is needed. Sensing equipment mounted to the paving train immediately 

behind the finishing and texturing operations could sense and predict noise potential in real time. This 

information would allow the contractor to adjust the paving equipment to reduce noise potential and 

perhaps correct in place concrete that is still plastic. Noise-sensing equipment will provide instant results 

for a large enough section of pavement to indicate the noise potential for whole surface adequately. 

Tasks: 

1. Identify surface texture measurement techniques/equipment that can predict tire-pavement noise. 

2. Modify existing equipment or develop new techniques/equipment that predict tire-pavement noise 

from surface texture measurements on fresh concrete. 

3. Develop necessary correlations between surface texture measurement and pavement noise. 

4. Validate noise-sensing equipment on actual paving projects. 

5. Develop recommendations for deploying noise-sensing equipment. 

Benefits: Prediction of tire-pavement noise potential during construction, allowing surface 

textures to be corrected while the concrete is still plastic and automatic 

adjustments to the surface texturing process to meet the tire-pavement noise 

restrictions; as-constructed pavements that meet stringent tire-pavement noise 

restrictions without the need for additional noise mitigation. 

Products: Equipment for predicting pavement noise characteristics during construction. 

Implementation: This work will result in noise-sensing equipment that can be used for new PCC 

pavement construction. 
 131 Track 3 (ND) 

Problem Statement ND 2.12. Integrated Intelligent Concrete Paving System 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 2. Nondestructive Methods 

Approximate Phasing: Years 7–10 

Estimated Cost: $2 M–$5 M 

Pavement performance often can be linked to construction practices or problems encountered during 

construction. For this reason, an integrated intelligent paving system that predicts future pavement 

performance behind the paving operation in real time is needed. The intelligent paving system will predict 

concrete pavement performance using various sensors and equipment on and around the paving 

operations. The intelligent paving system minimally would incorporate monitoring of the following: 

concrete and ambient temperatures, workability, air properties, mix constituent proportions, strength, slab 

thickness, dowel bar alignment, curing effectiveness, pavement support, smoothness, texture (skid 

resistance and splash/spray potential), and noise potential. The intelligent paving system could allow 

contractors and inspectors to make adjustments automatically to improve future pavement performance 

and increase pay factors or performance-based incentives. 

Tasks: 

1. Identify models that have been shown to predict concrete pavement performance based on 

construction variables. 

2. Identify sensing equipment that could be incorporated into the intelligent paving system. 

3. Integrate sensors/equipment and models into the intelligent paving system. 

4. Validate the intelligent paving system on actual paving projects. 

5. Develop recommendations for deploying the intelligent paving system. 

Benefits: An integrated intelligent paving system that will predict future pavement 

performance during the construction process, allowing contractors and owneragencies to adjust the paving process automatically to achieve the pavement 

performance requirements; high-quality concrete pavements that will achieve the 

intended 30-, 40-, or 50-year (or more) design life. 

Products: An integrated intelligent paving system to predict future pavement performance. 

Implementation: This work will result in an intelligent paving system that can predict future 

pavement performance during construction. 
Track 3 (ND) 132 

SUBTRACK ND 3. NONDESTRUCTIVE TESTING AND INTELLIGENT CONTROL SYSTEM 

EVALUATION AND IMPLEMENTATION 

This subtrack addresses the field evaluation and implementation elements of the track. Table 15 provides 

an overview of this subtrack. 

Table 15. Subtrack ND 3 overview. 

Problem Statement Estimated 

Cost Products Benefits 

ND 3.0. Framework for 

Nondestructive Testing 

and Intelligent Control 

Systems Evaluation and 

Implementation 

(Subtrack ND 3) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

ND 3.1. Workshops on 

Field Quality Control 

Testing of Concrete 

Pavement 

$1 M–$2 M Workshops that provide QC field 

testing. 

Technology transfer on QC field testing 

for performance-based mix designs 

through workshops that are a minor 

investment for owner-agencies. 

ND 3.2. Workshops on 

Nondestructive Testing 

and Evaluation of 

Concrete Pavements 

$1 M–$2 M Workshops on NDT equipment and 

evaluation. 

Technology transfer for NDT equipment 

and evaluation through workshops that 

are a minor investment for owneragencies. 

ND 3.3. Web-Based 

Training for 

Implementing Concrete 

Pavement Research 

Products 

$500 k–$1 M Web-based training modules and a 

continuously maintained Web site for 

new NDT and ICS products and 

technologies. 

Technology transfer for implementable 

NDT and ICS products that is accessible 

to anyone with an Internet-ready 

computer. 

ND 3.4. Unified 

Concrete Pavement 

Management System 

$1 M–$2 M A concrete PMS that includes records 

for construction, materials, 

performance, and maintenance. 

A unified management system for 

concrete pavements that significantly 

improves design and construction 

operations, with a direct link between 

these factors and the observed inservice 

performance and maintenance 

requirements. 
 133 Track 3 (ND) 

Problem Statement ND 3.0. Framework for Nondestructive Testing and Intelligent Control System 

Evaluation and Implementation (Subtrack ND 3) 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 3. Nondestructive Testing and Intelligent Control System Evaluation and 

Implementation 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

ND 3 (Nondestructive Testing and Intelligent Control System Evaluation and Implementation) provides a 

set of research problem statements that will culminate in a significantly improved state of the art and 

practice. As funding becomes available, an initial effort will be necessary to develop a framework for the 

research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack ND 3 (Nondestructive Testing and Intelligent Control 

System Evaluation and Implementation), modify as appropriate, and divide them into specific, 

manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack ND 3 (Nondestructive 

Testing and Intelligent Control System Evaluation and Implementation). 
Track 3 (ND) 134 

Problem Statement ND 3.1. Workshops on Field Quality Control Testing of Concrete Pavement 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 3. Nondestructive Testing and Intelligent Control System Evaluation and 

Implementation 

Approximate Phasing: Years 4–10 

Estimated Cost: $1 M–$2 M 

Before implementing performance-based specifications, owner-agencies must recognize which tests can 

monitor performance-related properties during concrete pavement construction. While new tests and 

equipment are constantly being developed, transportation agencies are often slow to adopt new techniques 

due to unfamiliarity with new technologies and a lack of research resources. Workshops provide an 

environment ideal for familiarizing and training agencies in new tests and equipment. These workshops 

will give an overall view of QC testing in the field, with an emphasis on monitoring performance-based 

properties, and introduce new tests and equipment for QC field testing. 

Tasks: 

1. Compile information on QC field tests and equipment, particularly for monitoring performance-based 

properties. 

2. Develop workshops and present material on QC field testing. 

Benefits: Technology transfer on QC field testing for performance-based mix designs 

through workshops that are a minor investment for owner-agencies. 

Products: Workshops that provide QC field testing of concrete pavement. 

Implementation: This project will result in numerous workshops on QC field testing at various 

venues throughout the United States. 
 135 Track 3 (ND) 

Problem Statement ND 3.2. Workshops on Nondestructive Testing and Evaluation of Concrete 

Pavements 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 3. Nondestructive Testing and Intelligent Control System Evaluation and 

Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $1 M–$2 M 

While new NDTs and equipment constantly are being developed, transportation agencies often are slow 

to adopt new techniques due to unfamiliarity with these new technologies and a lack of research 

resources. Workshops provide an ideal environment for familiarizing and training agencies in new NDTs 

and equipment, as well as evaluation procedures for using these tests. Workshops will be developed to 

provide technology transfer of concrete pavement NDT techniques. 

Tasks: 

1. Compile information on NDTs and equipment for PCC pavement construction. 

2. Develop workshops to introduce NDT equipment and evaluation procedures to contractors and 

owner-agencies. 

Benefits: Technology transfer for NDT equipment and evaluation through workshops that 

are a minor investment for owner-agencies. 

Products: Workshops on NDT equipment and evaluation. 

Implementation: This project will result in numerous workshops on NDT equipment and 

evaluation procedures at various venues throughout the United States. 
Track 3 (ND) 136 

Problem Statement ND 3.3. Web-Based Training for Implementing Concrete Pavement Research 

Products 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 3. Nondestructive Testing and Intelligent Control System Evaluation and 

Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $500 k–$1 M 

While many new products and technologies are developed and ready for implementation every year, 

transportation agencies are often slow to adopt new products and technologies due to unfamiliarity with 

these new technologies and a lack of research resources. Workshops offer contractors and owner-agencies 

the opportunity to learn about new products and technologies, but often agencies cannot afford to send 

employees to workshops or may be restricted from traveling to a workshop outside the home State. 

Fortunately, with Web-based training, contractors, designers, and owner-agencies can explore new 

products and technologies from any computer with Internet access. On-demand Web-based training can 

use features such as video streaming to visually demonstrate new products and technologies. 

Tasks: 

1. Compile information on NDT and ICS products and technologies ready for implementation, including 

thorough descriptions, photos, and video. 

2. Develop Web-based training modules for each new product or technology. 

3. Create a Web site for accessing the training modules and maintain the Web site with updates or 

refinements for new and existing products. 

Benefits: Technology transfer for implementable NDT and ICS products that is accessible 

to anyone with an Internet-ready computer. 

Products: Web-based training modules and a continuously maintained Web site for new 

NDT and ICS products and technologies. 

Implementation: This research will result in Web-based training modules for new NDT and ICS 

products and technologies related to concrete pavements. 
 137 Track 3 (ND) 

Problem Statement ND 3.4. Unified Concrete Pavement Management System 

Track: 3. High-Speed Nondestructive Testing and Intelligent Construction Systems 

(ND) 

Subtrack: ND 3. Nondestructive Testing and Intelligent Control System Evaluation and 

Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $1 M–$2 M 

For concrete pavements, independent management systems currently exist for materials, construction, 

performance, and maintenance. This research will combine these management systems into a unified 

system, producing a database capable of linking the materials and construction used on a specific 

pavement segment to the segment’s observed performance. This will allow for more informed decisions 

to be made in selecting optimum design and construction features. 

Tasks: 

1. Structure a unified concrete PMS that considers user needs. 

2. Identify the databases for concrete pavements currently in use and the potential links between these 

databases. 

3. Develop a prototype system and populate it with a limited set of data. Evaluate this system and update 

it as necessary. 

4. Develop and deploy the final unified concrete PMS. 

Benefits: A unified management system for concrete pavements that significantly 

improves design and construction operations, with a direct link between these 

factors and the observed inservice performance and maintenance requirements. 

Products: A concrete PMS that includes records for construction, materials, performance, 

and maintenance. 

Implementation: This project will result in a unified PMS that can be used to improve concrete 

pavement design and construction practices. 
 
 139 Track 4 (SC) 

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

Pavements (SC) 

TRACK 4 (SC) OVERVIEW .......................................................................................................... 143

Track Goal.................................................................................................................................. 144

Track Objectives ........................................................................................................................ 144

Research Gaps............................................................................................................................ 144

Research Challenges .................................................................................................................. 145

Research Track 4 (SC) Phasing ................................................................................................ 146

Research Track 4 (SC) Estimated Costs................................................................................ 1467

Track Organization: Subtracks and Problem Statements..................................................... 148

SUBTRACK SC 1. CONCRETE PAVEMENT TEXTURE AND FRICTION ......................... 149

Problem Statement SC 1.0. Framework for Concrete Pavement Texture and Friction 

(Subtrack SC 1)....................................................................................................................... 150

Problem Statement SC 1.1. High-Speed 3D Macrotexture Assessment Equipment............ 151

Problem Statement SC 1.2. In Situ 3D Microtexture Assessment Equipment..................... 152

Problem Statement SC 1.3. High-Speed 3D Microtexture Assessment Equipment............. 153

Problem Statement SC 1.4. Behind-the-Paver Texture Sensing Equipment........................ 154

Problem Statement SC 1.5. Multidimensional Concrete Pavement Friction Assessment... 155

Problem Statement SC 1.6. Unified Concrete Pavement Texture and Friction Model ....... 156

SUBTRACK SC 2. CONCRETE PAVEMENT SMOOTHNESS ............................................... 157

Problem Statement SC 2.0. Framework for Concrete Pavement Smoothness 

(Subtrack SC 2)....................................................................................................................... 158

Problem Statement SC 2.1. High-Speed, High-Resolution 3D Concrete Pavement 

Profiling ................................................................................................................................... 159

Problem Statement SC 2.2. Next Generation Smoothness Index Development and 

Specifications........................................................................................................................... 160

Problem Statement SC 2.3. Behind-the-Paver Smoothness Sensing Equipment ................. 161

Problem Statement SC 2.4. Design and Construction Guidelines to Improve Concrete 

Pavement Smoothness ............................................................................................................ 162

SUBTRACK SC 3. TIRE-PAVEMENT NOISE ........................................................................... 163

Problem Statement SC 3.0. Framework for Tire-Pavement Noise (Subtrack SC 3)........... 164

Problem Statement SC 3.1. Standardized Tire-Pavement Noise Measurement .................. 165

Problem Statement SC 3.2. Standardized Vehicle Interior Noise Measurement................. 166

Problem Statement SC 3.3. Tire-Pavement Noise Thresholds............................................... 167

Problem Statement SC 3.4. Behind-the-Paver Noise Sensing Equipment............................ 168

Problem Statement SC 3.5. Unified Tire-Pavement Noise Model that Includes Texture 

and Absorptivity ..................................................................................................................... 169

SUBTRACK SC 4. OTHER CONCRETE PAVEMENT SURFACE CHARACTERISTICS . 170

Problem Statement SC 4.0. Framework for Other Concrete Pavement Surface 

Characteristics (Subtrack SC 4)............................................................................................ 171

Problem Statement SC 4.1. Splash and Spray Assessment Equipment ................................ 172

Problem Statement SC 4.2. Rolling Resistance Assessment Equipment............................... 173

Problem Statement SC 4.3. Reflectivity/Illuminance Assessment Equipment ..................... 174

Problem Statement SC 4.4. Tire and Vehicle Wear Assessment Equipment ....................... 175

SUBTRACK SC 5. INTEGRATION OF CONCRETE PAVEMENT SURFACE 

CHARACTERISTICS ..................................................................................................................... 176

Problem Statement SC 5.0. Framework for Integration of Concrete Pavement Surface 

Characteristics (Subtrack SC 5)............................................................................................ 177

Problem Statement SC 5.1. Comprehensive Concrete Pavement Surface Characteristics 

Field Study............................................................................................................................... 178
Track 4 (SC) 140 

Problem Statement SC 5.2. Time Stability Evaluations of Concrete Pavement Surface 

Characteristics ........................................................................................................................ 179

Problem Statement SC 5.3. Unified Model for Concrete Pavement Texture, Friction, 

Noise, and Smoothness ........................................................................................................... 180

Problem Statement SC 5.4. PCC Pavement Mix Design System Integration Stage 4: 

Functionally Based Mix Design ............................................................................................. 181

Problem Statement SC 5.5. Relating Pavement Surface Characteristics to Vehicle 

Accidents.................................................................................................................................. 182

SUBTRACK SC 6. EVALUATION OF PRODUCTS FOR CONCRETE PAVEMENT 

SURFACE CHARACTERISTICS ................................................................................................. 183

Problem Statement SC 6.0. Framework for Evaluation of Products for Concrete 

Pavement Surface Characteristics (Subtrack SC 6)............................................................ 184

Problem Statement SC 6.1. Porous Concrete and Related Issues ......................................... 185

Problem Statement SC 6.2. Exposed Aggregate in Two-Course Paving............................... 186

Problem Statement SC 6.3. Engineered/Optimized Wet Concrete Texturing ..................... 187

Problem Statement SC 6.4. Engineered/Optimized Hardened Concrete Grinding and 

Grooving.................................................................................................................................. 188

Problem Statement SC 6.5. Precast Pavement Surfaces ........................................................ 189

SUBTRACK SC 7. CONCRETE PAVEMENT SURFACE CHARACTERISTICS 

IMPLEMENTATION...................................................................................................................... 190

Problem Statement SC 7.0. Framework for Concrete Pavement Surface Characteristics 

Implementation (Subtrack SC 7) .......................................................................................... 191

Problem Statement SC 7.1. Workshops on Products to Improve Concrete Pavement 

Surface Characteristics .......................................................................................................... 192

Problem Statement SC 7.2. Workshops on Measurement of Concrete Pavement Surface 

Characteristics ........................................................................................................................ 193

Problem Statement SC 7.3. Web-Based Training for Implementing Research Products 

for Concrete Pavement Surface Characteristics.................................................................. 194
 141 Track 4 (SC) 

LIST OF FIGURES 

Figure 4. Track 4 (SC) subtrack and problem statement phasing chart. ................................................... 146

LIST OF TABLES 

Table 16. Research track 4 (SC) estimated costs. .................................................................................... 147

Table 17. Subtrack SC 1 overview........................................................................................................... 149

Table 18. Subtrack SC 2 overview........................................................................................................... 157

Table 19. Subtrack SC 3 overview........................................................................................................... 163

Table 20. Subtrack SC 4 overview........................................................................................................... 170

Table 21. Subtrack SC 5 overview........................................................................................................... 176

Table 22. Subtrack SC 6 overview........................................................................................................... 183

Table 23. Subtrack SC 7 overview........................................................................................................... 190
 
 143 Track 4 (SC) 

TRACK 4 (SC) OVERVIEW 

FHWA and State highway agencies have learned from sophisticated opinion polling that American 

drivers value the quality of their ride experience. Over the past 2 decades, concrete pavement engineers 

have focused on improving pavement smoothness without jeopardizing surface friction or surface 

drainage characteristics. This difficult but important balancing act has led to advancements in smoothness 

indices, longitudinal tining, and measurement equipment, among other areas. However, the relationship 

between surface texture and surface characteristics, as well as concrete pavement performance, has yet to 

develop fully. While smoother concrete pavements are being constructed, the relationships between 

texture, noise, splash and spray, and friction require further study before widely accepted solutions 

become available. 

In some areas of the United States, drivers and residents have demanded quieter rides and living 

experiences. These demands often eliminate concrete pavement as a construction option, and in some 

cases has even led to the overlay of recently constructed concrete pavements. In the Phoenix, AZ, 

metropolitan area, for example, concrete pavements that have a harsh transverse texture make up nearly 

all of the freeway system. Because of noise complaints, these pavements are now being overlaid with an 

open-graded asphalt rubber wearing course. While this may seem radical to some, the approach is not 

new. Noise has been a major problem in some of the most densely populated areas of Europe for more 

than a decade; as a result, concrete pavement construction has been impeded there. 

Most European nations now place thin asphalt-based wearing courses over their concrete pavements 

immediately after construction. However, some concrete surfacing solutions have been used successfully. 

These include thin, open-graded (porous) concrete wearing surfaces and exposed aggregate surfaces. 

Textures such as fine longitudinal burlap drag and diamond grinding also are used to reduce noise. 

To address noise impacts to highway abutters, FHWA regulations currently dictate the noise mitigation 

efforts required, if any, for new or expanded highway facilities. To date, these regulations have resulted in 

questions about whether noise walls are necessary, and if so, what their design should be. At the same 

time, automobile and tire makers have developed designs that meet more stringent friction (braking) 

demands, while at the same time reducing interior noise. In the near future, pavement will be looked to 

for help in noise reduction. This will require concrete pavement engineers to take responsibility for 

finding innovative materials and optimizing pavement textures. 

To meet this responsibility, concrete pavement engineers must balance smoothness, friction, surface 

drainage, splash and spray, and noise to develop economical and long-lasting solutions for concrete 

pavement surfaces. Any long-term solution must include research and experimentation that examines the 

integration of these elements into an array of viable incremental solutions. One consideration is 

developing standardized noise measurement and analysis techniques. Pavement engineers also must 

understand fundamental engineering properties better to assess noise, friction, and smoothness, isolating 

improved texturing options and tailoring solutions to location, traffic, and renewal requirements. 

Pavement engineers must understand the functional and structural performance of various solutions over 

time, as the data from many studies are sufficient to examine the relationships between noise and the 

other surface characteristics, including pavement durability. 

Research must aim to develop various standardized measurement techniques, understand the tirepavement interaction with various texturing options, predict the life expectancy of any solution, and 

identify possible repair and rehabilitation strategies for these pavements. Moreover, if noise criteria are 

ever imposed as design-build criteria, integration with national noise mitigation standards must be 

considered, and rational and achievable construction specification language must be developed. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 
Track 4 (SC) 144 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

A better understanding of concrete pavement surface characteristics will provide the traveling public with 

concrete pavement surfaces that meet or exceed predetermined requirements for friction/safety, tirepavement noise, smoothness, splash and spray, light reflection, rolling resistance, and durability 

(longevity). 

Track Objectives 

1. Develop reliable, economical, constructible, and maintainable concrete pavement surface 

characteristics that meet or exceed highway user requirements for all classes of streets, low-volume 

roads, highways, and special applications. 

2. Develop, field test, and validate concrete pavement designs and construction methods that produce 

consistent surface characteristics that meet or exceed highway user requirements for friction/safety, 

tire-pavement noise, smoothness, splash and spray, light reflection, rolling resistance, and durability 

(longevity). 

3. Define the relationship between wet weather accident rates, pavement texture, and friction demand 

levels. 

4. Determine the design materials and construction methods that produce different levels of short- and 

long-term surface microtexture, macrotexture, megatexture, and unevenness. 

5. Determine the relationship between pavement texture levels (microtexture, macrotexture, 

megatexture, and unevenness) and surface characteristic performance levels (friction, noise, 

smoothness, splash and spray, rolling resistance, and light reflectivity). 

6. Evaluate and develop high-speed, continuous measurement equipment and procedures for measuring 

texture, friction, noise, smoothness, splash and spray, rolling resistance, and other key surface 

characteristics. 

7. Develop design and construction guidelines for concrete pavement surface characteristics, protocols, 

guide specifications, and associated technology transfer products. 

Research Gaps 

• Lack of a validated method that thoroughly characterizes pavement friction (e.g., wet versus dry and 

tangent versus cornering). 

• Insufficient understanding of the relationship between surface texture, wet weather accidents, and 

friction demand. Threats of litigation, real or perceived, have otherwise prevented research from 

being conducted. 

• Lack of concrete aggregate tests that relate very well to long-term texture and frictional stability 

(performance). 

• Insufficient understanding of the relationship between the design/construction methods and materials 

and the as-built surface texture. 

• Insufficient understanding of the relationship between the as-built surface texture and the initial and 

long-term functional performance. 

• Insufficient understanding of the relationship between the design/construction material properties and 

methods and the long-term functional performance. 

• Lack of a mechanistic understanding of the relationships between texture and tire-pavement noise, 

roadway noise, effective friction, splash, spray, and other functional indicators. 

• Lack of understanding of unconventional texturing methods (e.g., exposed aggregate and porous 

PCC). 
 145 Track 4 (SC) 

• Lack of equipment that efficiently and accurately measures all key surface characteristics. 

• Lack of standard protocols for measuring all key surface characteristics. 

Research Challenges 

• Identify the critical factors in friction demand, obtain the data necessary to define and quantify the 

friction demand factors, and develop a standard method for quantifying friction demand. 

• Obtain the existing and new data necessary to define relationships between wet weather accident 

rates, texture, and friction. 

• Define the material-related factors that control texture and frictional stability, identify tests that 

quantify these factors, and relate test results to variations in long-term performance. 

• Obtain the aggregate, design, construction, texture, and performance data necessary to define the 

relationships among these factors. 

• Assemble a complete set of design, construction, texture, and long-term performance data. Add to the 

macrotexture data available and develop a direct, high-speed method for measuring microtexture. 

• Model the difficult and complex relationships, deriving mechanistic or M-E solutions when possible. 

• Obtain test section data from long-term performance studies in other countries, considering 

inexperienced contractors constructing as-designed test section pavements. 

• Develop procedures and techniques to determine optimal surface characteristics that consider factors 

such as pavement/tire noise, friction, smoothness, wearout, and clogging of porous surfaces. 

• Develop comprehensive protocols, convincing agencies and countries of the benefits of change. 
Track 4 (SC) 146 

Research Track 4 (SC) Phasing 

The horizontal bar chart in figure 4 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 4. Track 4 (SC) subtrack and problem statement phasing chart. 
 147 Track 4 (SC) 

Research Track 4 (SC) Estimated Costs 

Table 16 shows the estimated costs for this research track. 

Table 16. Research track 4 (SC) estimated costs. 

Problem Statement Estimated Cost 

Subtrack SC 1. Concrete Pavement Texture and Friction 

SC 1.0. Framework for Concrete Pavement Texture and Friction (Subtrack SC 1) $100 k–$250 k 

SC 1.1. High-Speed 3D Macrotexture Assessment Equipment $2 M–$5 M 

SC 1.2. In Situ 3D Microtexture Assessment Equipment $500 k–$1 M 

SC 1.3. High-Speed 3D Microtexture Assessment Equipment $2 M–$5 M 

SC 1.4. Behind-the-Paver Texture Sensing Equipment $250 k–$500 k 

SC 1.5. Multidimensional Concrete Pavement Friction Assessment $1 M–$2 M 

SC 1.6. Unified Concrete Pavement Texture and Friction Model $500 k–$1 M 

Subtrack SC 2. Concrete Pavement Smoothness 

SC 2.0. Framework for Concrete Pavement Smoothness (Subtrack SC 2) $100 k–$250 k 

SC 2.1. High-Speed, High-Resolution 3D Pavement Profiling $2 M–$5 M 

SC 2.2. Next Generation Concrete Pavement Smoothness Index Development and Specifications $500 k–$1 M 

SC 2.3. Behind-the-Paver Smoothness Sensing Equipment $100 k–$250 k 

SC 2.4. Design and Construction Guidelines to Improve Concrete Pavement Smoothness $500 k–$1 M 

Subtrack SC 3. Tire-Pavement Noise 

SC 3.0. Framework for Tire-Pavement Noise (Subtrack SC 3) $100 k–$250 k 

SC 3.1. Standardized Tire-Pavement Noise Measurement $1 M–$2 M 

SC 3.2. Standardized Vehicle Interior Noise Measurement $250 k–$500 k 

SC 3.3. Tire-Pavement Noise Thresholds $500 k–$1 M 

SC 3.4. Behind-the-Paver Noise Sensing Equipment $100 k–$250 k 

SC 3.5. Unified Tire-Pavement Noise Model That Includes Texture and Absorptivity $500 k–$1 M 

Subtrack SC 4. Other Concrete Pavement Surface Characteristics 

SC 4.0. Framework for Other Concrete Pavement Surface Characteristics (Subtrack SC 4) $100 k–$250 k 

SC 4.1. Splash and Spray Assessment Equipment $1 M–$2 M 

SC 4.2. Rolling Resistance Assessment Equipment $1 M–$2 M 

SC 4.3. Reflectivity/Illuminance Assessment Equipment $1 M–$2 M 

SC 4.4. Tire and Vehicle Wear Assessment Equipment $1 M–$2 M 

Subtrack SC 5. Integration of Concrete Pavement Surface Characteristics 

SC 5.0. Framework for Integration of Concrete Pavement Surface Characteristics (Subtrack SC 5) $100 k–$250 k 

SC 5.1. Comprehensive Concrete Pavement Surface Characteristics Field Study $500 k–$1 M 

SC 5.2. Time Stability Evaluations of Concrete Pavement Surface Characteristics $500 k–$1 M 

SC 5.3. Unified Model for Concrete Pavement Texture, Friction, Noise, and Smoothness $500 k–$1 M 

SC 5.4. PCC Pavement Mix Design System Integration Stage 4: Functionally Based Mix Design $500 k–$1 M 

SC 5.5. Relating Pavement Surface Characteristics to Vehicle Accidents $1 M–$2 M 
Track 4 (SC) 148 

Table 16. Research track 4 (SC) estimated costs, continued. 

Problem Statement Estimated Cost 

Subtrack SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

SC 6.0. Framework for Evaluations of Products for Concrete Pavement Surface Characteristics (Subtrack SC 6) $100 k–$250 k 

SC 6.1. Porous Concrete and Related Issues $1 M–$2 M 

SC 6.2. Exposed Aggregate in Two-Course Paving $250 k–$500 k 

SC 6.3. Engineered/Optimized Wet Concrete Texturing $1 M–$2 M 

SC 6.4. Engineered/Optimized Hardened Concrete Grinding and Grooving $1 M–$2 M 

SC 6.5. Precast Pavement Surfaces $250 k–$500 k 

Subtrack SC 7. Concrete Pavement Surface Characteristics Implementation 

SC 7.0. Framework for Concrete Pavement Surface Characteristics Implementation (Subtrack SC 7) $100 k–$250 k 

SC 7.1. Workshops on Products to Improve Concrete Pavement Surface Characteristics $1 M–$2 M 

SC 7.2. Workshops on Measurement of Concrete Pavement Surface Characteristics $1 M–$2 M 

SC 7.3. Web-Based Training for Implementation of Research Products for Concrete Pavement Surface 

Characteristics 

$500 k–$1 M 

Track 4 (SC) 

Total $25.4 M–$54.25 M 

Track Organization: Subtracks and Problem Statements 

Track 4 (SC) problem statements are grouped into seven subtracks: 

• Subtrack SC 1. Concrete Pavement Texture and Friction. 

• Subtrack SC 2. Concrete Pavement Smoothness. 

• Subtrack SC 3. Tire-Pavement Noise. 

• Subtrack SC 4. Other Concrete Pavement Surface Characteristics. 

• Subtrack SC 5. Integration of Concrete Pavement Surface Characteristics. 

• Subtrack SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics. 

• Subtrack SC 7. Concrete Pavement Surface Characteristics Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 149 Track 4 (SC) 

SUBTRACK SC 1. CONCRETE PAVEMENT TEXTURE AND FRICTION 

This subtrack focuses on issues related to texture and friction properties of concrete pavements. Table 17 

provides an overview of this subtrack. 

Table 17. Subtrack SC 1 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 1.0. Framework for 

Concrete Pavement 

Texture and Friction 

(Subtrack SC 1) 

$100 k–$250 k A validated, sequenced, and 

detailed research framework for 

this subtrack. 

An effective, coordinated, and productive 

research program. 

SC 1.1. High-Speed 3D 

Macrotexture Assessment 

Equipment 

$2 M–$5 M Advanced, effective, high-speed 

3D macrotexture assessment 

equipment with standards and 

specifications for its use. 

Technology that can be a key component 

in assessing concrete pavement 

macrotexture in three dimensions; 

improved prediction of wet pavement 

friction. 

SC 1.2. In Situ 3D 

Microtexture Assessment 

Equipment 

$500 k–$1 M Advanced and effective in situ 3D 

microtexture assessment 

equipment with standards and 

specifications for its use. 

Automated method for measuring 

concrete pavement microtexture in situ. 

SC 1.3. High-Speed 3D 

Microtexture Assessment 

Equipment 

$2 M–$5 M Advanced, effective high-speed 

3D microtexture assessment 

equipment with standards and 

specifications for its use. 

High-speed laser equipment that can 

measure concrete pavement microtexture 

at highway speeds. 

SC 1.4. Behind-the-Paver 

Texture Sensing 

Equipment 

$250 k–$500 k Advanced, effective behind-thepaver texture sensing equipment 

with standards and specifications 

for its use. 

Technology that can be a key component 

for measuring concrete pavement texture 

behind the paver; minimized instances of 

over- and under-texturing. 

SC 1.5. Multidimensional 

Concrete Pavement 

Friction Assessment 

$1 M–$2 M Effective methods for 

multidimensional friction 

assessment with their respective 

standards and specifications. 

Advancements in concrete pavement 

friction assessment that use 

multidimensional models. 

SC 1.6. Unified Concrete 

Pavement Texture and 

Friction Model 

$500 k–$1 M A model that relates and integrates 

texture and friction 

characterization. 

A model that advances the process of 

texture selection as it relates to friction, 

allowing improved prediction of friction 

resulting from texturing methods. 
Track 4 (SC) 150 

Problem Statement SC 1.0. Framework for Concrete Pavement Texture and Friction 

(Subtrack SC 1) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 1 (Concrete Pavement Texture and Friction) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 1 (Concrete Pavement Texture and Friction), modify 

as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 1 (Concrete Pavement 

Texture and Friction). 
 151 Track 4 (SC) 

Problem Statement SC 1.1. High-Speed 3D Macrotexture Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 2–5 

Estimated Cost: $2 M–$5 M (including $500 k matching funds) 

Measuring pavement macrotexture has been a common practice in Europe for many years. In the United 

States, the important role of pavement macrotexture in providing adequate surface friction increasingly is 

being recognized. Recent research indicates that the mean profile depth (MPD) parameter best describes 

macrotexture to predict wet pavement friction. One way of measuring MPD is to use high-speed, vehiclemounted, laser-based measuring devices, such as the Road Surface Analyzer. The research in this 

problem statement will build off advancements such as this to develop effective, high-speed macrotexture 

assessment equipment that can scan a pavement surface in three dimensions, giving a picture of both 

longitudinal and transverse variation in macrotexture. 

Tasks: 

1. Synthesize related work and conduct a preliminary investigation to determine the best methods for 

quantifying macrotexture. Confirm that measuring macrotexture will advance the industry and meet 

the goals for track 4. 

2. Identify available high-speed 3D laser equipment options. 

3. Analyze the equipment for accuracy, precision, and ease of use. 

4. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

5. Develop standards and specifications on the proper use of the equipment for assessing macrotexture. 

Benefits: Technology that can be a key component in assessing concrete pavement 

macrotexture in three dimensions; improved prediction of wet pavement friction. 

Products: Advanced, effective, high-speed 3D macrotexture assessment equipment with 

standards and specifications for its use. 

Implementation: The research in this problem statement will be coordinated closely with research 

done under problem statement SC 2.1 (High-Speed, High-Resolution 3D 

Concrete Pavement Profiling). 
Track 4 (SC) 152 

Problem Statement SC 1.2. In Situ 3D Microtexture Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 4–7 

Estimated Cost: $500 k–$1 M (including $100 k matching funds) 

Microtexture refers to fine-scale pavement roughness—much finer than macrotexture—largely 

determined by the fine aggregate in concrete mortar. Concrete pavement microtexture commonly is 

measured in the laboratory or estimated in the field using friction measurements. However, because of the 

fine resolution necessary, no automated method for measuring microtexture in situ exists, much less at 

highway speeds. The research in this problem statement will develop effective 3D microtexture 

assessment equipment that can be used in situ (static). 

Tasks: 

1. Synthesize related work and conduct a preliminary investigation to determine the best methods for 

quantifying microtexture in situ. Confirm that measuring microtexture in this way will advance the 

industry and meet the goals for track 4. 

2. Identify available options for in situ 3D microtexture assessment equipment. 

3. Analyze the equipment for accuracy, precision, and ease of use. 

4. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

5. Develop standards and specifications on the proper equipment use for assessing microtexture. 

Benefits: Automated method for measuring concrete pavement microtexture in situ. 

Products: Advanced and effective in situ 3D microtexture assessment equipment with 

standards and specifications for its use. 

Implementation: The technology identified in this problem statement can be a key component to 

assess concrete pavement microtexture in situ. 
 153 Track 4 (SC) 

Problem Statement SC 1.3. High-Speed 3D Microtexture Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 7–10 

Estimated Cost: $2 M–$5 M (including $500 k matching funds) 

No automated method for measuring concrete pavement microtexture at highway speeds currently exists. 

However, high-speed 3D laser equipment is expected to be available for measuring macrotexture at 

highway speeds. This technology can be adapted and improved (i.e., by increasing laser and computer 

processing power) to measure concrete pavement microtexture similarly at highway speeds. The research 

in this problem statement will develop this effective, high-speed 3D microtexture assessment equipment. 

Tasks: 

1. Synthesize related work and conduct a preliminary investigation to determine the best methods for 

quantifying microtexture. Confirm that the high-speed measurement of microtexture will advance the 

industry and meet the goals for track 4. 

2. Identify the most effective high-speed laser equipment options for measuring concrete pavement 

microtexture and macrotexture, referring to problem statements SC 1.1 (High-Speed 3D Macrotexture 

Assessment Equipment) and SC 1.2 (In Situ 3D Microtexture Assessment Equipment). 

3. Modify the equipment or develop additional equipment to measure concrete pavement microtexture at 

highway speeds. 

4. Develop standards and specifications on the proper use of the equipment for assessing microtexture. 

Benefits: High-speed laser equipment that can measure concrete pavement microtexture at 

highway speeds. 

Products: Advanced, effective high-speed 3D microtexture assessment equipment with 

standards and specifications for its use. 

Implementation: The technology identified in this problem statement can be a key component in 

the high-speed assessment of concrete pavement microtexture. 
Track 4 (SC) 154 

Problem Statement SC 1.4. Behind-the-Paver Texture Sensing Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 5–10 

Estimated Cost: $250 k–$500 k 

Many techniques indicate texture in plastic PCC pavements. However, current techniques are methodsbased. And while the as-built texture is clearly important, texture rarely is verified due to a lack of testing 

equipment and expertise. Ideally, texture should be verified in situ and in real time as the paver (texturer) 

moves. Texture could thus be adjusted in real time, and over- or under-texturing could be minimized. The 

research in this problem statement will develop effective behind-the-paver equipment that measures 

concrete pavement texture during placement. 

Tasks: 

1. Identify available behind-the-paver texture sensing equipment or equipment components. 

2. Analyze the equipment for accuracy, precision, and ease of use. 

3. Identify the most effective equipment based on cost, maturity, and the results of the above analyses, 

improving this equipment or developing new equipment as needed. 

4. Develop standards and specifications for properly using the equipment to measure concrete pavement 

texture. 

Benefits: Technology that can be a key component for measuring concrete pavement 

texture behind the paver; minimized instances of over- and under-texturing. 

Products: Advanced, effective behind-the-paver texture sensing equipment with standards 

and specifications for its use. 

Implementation: The research in this problem statement will be coordinated closely with problem 

statement ND 2.10 (Concrete Pavement Texture (Skid Resistance, Splash/Spray) 

Sensing). 
 155 Track 4 (SC) 

Problem Statement SC 1.5. Multidimensional Concrete Pavement Friction Assessment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M (including $200 k matching funds) 

Roadway friction is a complex parameter. First, it commonly is assessed longitudinally along the 

direction of travel, essential for determining vehicle stopping distances. However, this assessment does 

not address situations in which vehicles slide sideways or diagonally into adjacent lanes, particularly 

while traversing horizontal curves. Furthermore, friction varies with the presence of water or other 

lubricating substances on the roadway. The research in this problem statement will capture these and 

other variables by developing a more effective method for assessing multidimensional friction. 

Tasks: 

1. Synthesize related work and conduct a preliminary investigation to determine the best methods for 

quantifying friction. Confirm that more sophisticated friction measurement will advance the industry 

and meet the goals for track 4. 

2. Identify and analyze existing methods of assessing friction. 

3. Develop additional methods as needed to allow for multidimensional friction assessment. 

4. Develop standards and specifications to ensure proper procedures are followed for the respective 

methods. 

Benefits: Advancements in concrete pavement friction assessment that use 

multidimensional models. 

Products: Effective methods for multidimensional friction assessment with their respective 

standards and specifications. 

Implementation: The research in this problem statement will advance concrete pavement friction 

assessment. 
Track 4 (SC) 156 

Problem Statement SC 1.6. Unified Concrete Pavement Texture and Friction Model 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 1. Concrete Pavement Texture and Friction 

Approximate Phasing: Years 2–5 

Estimated Cost: $500 k–$1 M 

Significant research demonstrates the sensitivity of friction to texture in various wavelength ranges and 

explains the fundamental mechanisms involved. However, little systematic information currently explains 

the sensitivity of friction to the specific dimensions of each type of texture, including directionality and 

variables such as aggregate size or channel width and depth. The research in this problem statement will 

develop a model to relate and integrate texture and friction. 

Tasks: 

1. Identify and analyze widely used texturing methods. 

2. Analyze the respective relationships between these methods and pavement friction, tying this 

characterization to the research done under SC 1.5 (Multidimensional Concrete Pavement Friction 

Assessment) as necessary. 

3. Develop preliminary models to relate and integrate texture and friction. 

4. Adjust the models as necessary and develop a final model to relate and integrate texture and friction. 

Benefits: A model that advances the process of texture selection as it relates to friction, 

allowing for improved prediction of friction resulting from texturing methods. 

Products: A model that relates and integrates texture and friction characterization. 

Implementation: The research in this problem statement will advance texture selection as it relates 

to friction. 
 157 Track 4 (SC) 

SUBTRACK SC 2. CONCRETE PAVEMENT SMOOTHNESS 

This subtrack focuses on issues related to concrete pavement smoothness. Table 18 provides an overview 

of this subtrack. 

Table 18. Subtrack SC 2 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 2.0. Framework for 

Concrete Pavement 

Smoothness (Subtrack SC 

2) 

$100 k–$250 k A validated, sequenced, and 

detailed research framework for 

this subtrack. 

An effective, coordinated, 

and productive research 

program. 

SC 2.1. High-Speed, HighResolution 3D Pavement 

Profiling 

$2 M–$5 M Effective methods for high-speed, 

high-resolution 3D pavement 

profiling and their respective 

standards and specifications. 

Pavement profiling methods 

that advance concrete 

pavement structure profiling. 

SC 2.2. Next Generation 

Smoothness Index 

Development and 

Specifications 

$500 k–$1 M Recommended refinements to 

AASHTO provisional standards 

for pavement profiling and ride 

quality. 

Methods and specifications 

that advance the construction 

and evaluation of pavement 

smoothness, ultimately 

enhancing ride quality for the 

traveling public. 

SC 2.3. Behind-the-Paver 

Smoothness Sensing 

Equipment 

$100 k–$250 k Advanced, effective behind-thepaver smoothness sensing 

equipment with standards and 

specifications for its use. 

Behind-the-paver technology 

that serves as a key 

component in sensing 

pavement smoothness, 

providing real-time 

information that can correct 

paving operations 

immediately. 

SC 2.4. Design and 

Construction Guidelines to 

Improve Concrete 

Pavement Smoothness 

$500 k–$1 M Comprehensive and accurate 

guidelines in design and 

construction that help stakeholders 

improve concrete pavement 

smoothness. 

Guidelines that advance 

design and construction 

practices to achieve smooth 

concrete pavements. 
Track 4 (SC) 158 

Problem Statement SC 2.0. Framework for Concrete Pavement Smoothness (Subtrack SC 2) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 2. Concrete Pavement Smoothness 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 2 (Concrete Pavement Smoothness) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As the funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 2 (Concrete Pavement Smoothness), modify as 

appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 2 (Concrete Pavement 

Smoothness). 
 159 Track 4 (SC) 

Problem Statement SC 2.1. High-Speed, High-Resolution 3D Concrete Pavement Profiling 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 2. Concrete Pavement Smoothness 

Approximate Phasing: Years 2–5 

Estimated Cost: $2 M–$5 M (including $500 k matching funds) 

Current concrete pavement profiling technology commonly differentiates two categories of profiles: 

lateral and longitudinal. Lateral profiles allow for an assessment of rutting (e.g., from studded tire 

damage), superelevation of the road design, and other damage. More commonly analyzed are longitudinal 

profiles, which illustrate concrete pavement roughness and some forms of texture. While combining these 

two profiles can be beneficial, such combinations are rare, because piecing the two together is laborious 

and the resulting complete profile is often questionable. Ideal concrete pavement profiles would include 

methods for 3D measurement, which allow pavement distresses and directional features in the pavement 

surface to be detected and quantified readily. The research in this problem statement will develop 

effective methods for high-speed, high-resolution 3D pavement profiling. 

Tasks: 

1. Synthesize related work and conduct a preliminary investigation to determine the best methods for 

profiling concrete pavements. Confirm that more sophisticated pavement profiling techniques will 

advance the industry and meet the goals for track 4. 

2. Identify and analyze existing methods for 3D pavement profiling. 

3. Develop additional methods as needed for higher speed and higher resolution performance. 

4. Develop standards and specifications to ensure proper procedures are followed for the respective 

methods. 

Benefits: Pavement profiling methods that advance concrete pavement structure profiling. 

Products: Effective methods for high-speed, high-resolution 3D pavement profiling and 

their respective standards and specifications. 

Implementation: The research in this problem statement will be coordinated closely with problem 

statement SC 1.1 (High-Speed 3D Macrotexture Assessment Equipment). 
Track 4 (SC) 160 

Problem Statement SC 2.2. Next Generation Smoothness Index Development and Specifications 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 2. Concrete Pavement Smoothness 

Approximate Phasing: Years 5–8 

Estimated Cost: $500 k–$1 M 

There are four AASHTO provisional standards for assessing concrete pavement smoothness. These 

standards provide an excellent resource for implementing a smoothness QA program, but they must be 

reviewed and revised continuously as more is learned about pavement smoothness measurement and 

interpretation. Research is needed in various aspects of pavement smoothness to ensure that these 

specifications continue to provide smooth pavements. The research in this problem statement will aim to 

refine the AASHTO standards based on the results of research and development efforts both currently 

underway and conducted under this and other research programs. 

Tasks: 

1. Identify and analyze accurate and repeatable profiling methods and smoothness metrics. These should 

be as relevant to the comfort of vehicle occupants as possible. 

2. Change the profiling specifications as needed. Suggested methods must provide relevant, 

understandable output and minimize the sensitivity of the process to measurement errors. 

3. Suggest refinements to the specifications for smoothness pay factors, rationalizing the factors based 

on the costs involved with ride quality degradation. 

4. Give these specification refinements to AASHTO for consideration only after formal peer review. 

Benefits: Methods and specifications that advance the construction and evaluation of 

pavement smoothness, ultimately enhancing ride quality for the traveling public. 

Products: Recommended refinements to AASHTO provisional standards for pavement 

profiling and ride quality. 

Implementation: The research in this problem statement will refine AASHTO provisional 

standards for assessing concrete pavement smoothness, thus advancing the 

construction and evaluation of concrete pavements. 
 161 Track 4 (SC) 

Problem Statement SC 2.3. Behind-the-Paver Smoothness Sensing Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 2. Concrete Pavement Smoothness 

Approximate Phasing: Years 3–6 

Estimated Cost: $100 k–$250 k 

Concrete pavement smoothness usually is assessed after the pavement has gained enough strength for 

pavement profilers to traverse the surface without damage. In this scenario, a pavement that does not meet 

the minimum required smoothness level would require costly remedial methods, or worse, rejection of the 

pavement. The frequency of these consequential actions can be minimized if pavement smoothness is 

assessed during paving. The smoothness level thus would be reported to interested parties while the 

concrete is still plastic. The research in this problem statement will develop effective and advanced 

behind-the-paver smoothness sensing equipment that can assess pavement smoothness during paving. 

Tasks: 

1. Identify available behind-the-paver smoothness sensing equipment. 

2. Analyze the equipment for accuracy, precision, and ease of use. 

3. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

4. Develop standards and specifications on the proper use of the equipment for sensing pavement 

smoothness. 

Benefits: Behind-the-paver technology that is a key component in sensing pavement 

smoothness, providing real-time information that can correct paving operations 

immediately. 

Products: Advanced, effective behind-the-paver smoothness sensing equipment with 

standards and specifications for its use. 

Implementation: The research in this problem statement will be coordinated closely with problem 

statement ND 2.9 (Concrete Pavement Smoothness Sensing). 
Track 4 (SC) 162 

Problem Statement SC 2.4. Design and Construction Guidelines to Improve Concrete Pavement 

Smoothness 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 2. Concrete Pavement Smoothness 

Approximate Phasing: Years 2–4 

Estimated Cost: $500 k–$1 M 

Strong evidence supports the hypothesis that pavements that are smooth when built remain smooth longer 

than pavements that are initially rough. To provide smooth pavements, most State highway agencies have 

implemented smoothness specifications that offer incentives for very smooth pavements and impose 

penalties for unacceptably rough pavements. However, little specific guidance helps contractors improve 

smoothness during pavement construction. Similarly, little guidance is provided to pavement designers to 

achieve smoothness goals. The research in this problem statement will develop such guidance, 

synthesizing ongoing work in this area. 

Tasks: 

1. Develop an initial draft of smoothness guidelines by synthesizing existing best practices for design 

and construction of smooth concrete pavements. 

2. Validate the draft guidelines by contacting agencies to identify recently constructed pavements of 

varying smoothness levels. Assess the ways in which the pavements were designed and built, and 

determine whether the draft guidelines remain valid under the varying situations. 

3. Based on this validation, identify the need for additional (possibly structured) test sections to help 

refine the guidelines. Execute this validation work if necessary. 

4. Develop a final set of design and construction guidelines to improve concrete pavement smoothness. 

Benefits: Guidelines that advance design and construction practices to achieve smooth 

concrete pavements. 

Products: Comprehensive and accurate guidelines in design and construction that help 

stakeholders improve concrete pavement smoothness. 

Implementation: The research in this problem statement will result in guidelines for achieving 

pavement smoothness goals. 
 163 Track 4 (SC) 

SUBTRACK SC 3. TIRE-PAVEMENT NOISE 

This subtrack focuses on issues related to tire-pavement noise generation, propagation, and mitigation 

related to concrete pavements. Table 19 provides an overview of this subtrack. 

Table 19. Subtrack SC 3 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 3.0. Framework for 

Tire-Pavement Noise 

(Subtrack SC 3) 

$100 k–$250 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

SC 3.1. Standardized 

Tire-Pavement Noise 

Measurement 

$1 M–$2 M A standardized method or combination of 

methods for measuring tire-pavement noise. 

Methods that advance the 

industry by allowing for a 

comparison of tire-pavement 

noise measurements made 

using different testing 

methods. 

SC 3.2. Standardized 

Vehicle Interior Noise 

Measurement 

$250 k–$500 k A standardized method for measuring interior 

vehicle noise. 

A method that advances 

procedures for measuring 

vehicle interior noise, 

improving decisions about the 

influence of tire-pavement 

noise on the traveling public. 

SC 3.3. Tire-Pavement 

Noise Thresholds 

$500 k–$1 M A report defining tire-pavement noise 

thresholds that can be used to optimize 

concrete pavement surface characteristics. 

Identified thresholds that 

advance the concrete 

pavement industry by 

providing rational methods for 

designing and constructing 

concrete pavements with 

acceptable friction and tirepavement noise 

characteristics. 

SC 3.4. Behind-the-Paver 

Noise Sensing Equipment 

$100 k–$250 k Advanced and effective equipment to 

measure concrete pavement noise and related 

surface characteristics behind the paver; 

standards and specifications for using the 

equipment. 

Technology that serves as a 

key component in sensing 

concrete pavement noise and 

surface texture behind the 

paver. 

SC 3.5. Unified TirePavement Noise Model 

That Includes Texture 

and Absorptivity 

$500 k–$1 M A sophisticated model for predicting tirepavement noise as a function of concrete 

pavement texture and other physical 

properties. 

Models that predict tirepavement noise as a function 

of its relationship to texture, 

materials characteristics, and 

other pavement features; a 

rational approach to predicting 

tire-pavement noise. 
Track 4 (SC) 164 

Problem Statement SC 3.0. Framework for Tire-Pavement Noise (Subtrack SC 3) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 3 (Tire-Pavement Noise) provides a set of research problem statements that will culminate in 

a significantly improved state of the art and practice. As the funding becomes available, an initial effort 

will be necessary to develop a framework for the research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 3 (Tire-Pavement Noise), modify as appropriate, and 

divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 3 (Tire-Pavement 

Noise). 
 165 Track 4 (SC) 

Problem Statement SC 3.1. Standardized Tire-Pavement Noise Measurement 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 3–6 

Estimated Cost: $1 M–$2 M (including $100 k matching funds) 

Several methods currently measure both vehicle and tire-pavement noise. Traditionally, traffic noise is 

measured using wayside measures such as statistical pass-by testing, which samples passing vehicles at 

the roadside and classifies their noise emission by the type of vehicle. Another wayside method, termed 

controlled pass by, uses a known (test) vehicle with known tire properties that passes a fixed microphone. 

This method allows a detailed assessment of noise generation, because many of the dependent variables 

are known or controlled. In recent years, an alternative classification of noise measurement called close 

proximity or near-field testing has become more common. In these methods, various microphones are 

mounted to a test vehicle near the tire-pavement contact patch. These methods seek to isolate the noise 

generated at the contact patch from other sources. However, since the pass-by and close proximity 

methods do not measure the same noise sources, no simple relationship between them is evident. 

Furthermore, each variant within these two testing categories results in a different measurement, making 

comparison between the various methods even more difficult. Because of these compatibility issues, as 

well as the impact of tire-pavement noise on policy in Europe and now in the United States, the research 

in this problem statement will develop standardized methods for measuring and comparing tire-pavement 

noise. 

Tasks: 

1. Identify and synthesize various accepted methods of measuring vehicle noise, particularly those that 

isolate tire-pavement noise. 

2. Conduct a preliminary investigation to determine the best methods for quantifying tire-pavement 

noise. Confirm that measuring tire-pavement noise will advance the industry and meet the goals for 

track 4. 

3. Identify decisionmaking criteria for a standard method selection and prioritize the available methods. 

Where applicable, recommend variations of existing test methods or combinations of test methods. If 

necessary, develop new methods that can be tested in the field. 

4. Develop a final recommended method or combination of methods for measuring tire-pavement noise. 

5. Develop standards and specifications to ensure that proper procedures are followed when the 

recommended methods are used. 

Benefits: Methods that advance the industry by allowing for a comparison of tire-pavement 

noise measurements made using different testing methods. 

Products: A standardized method or combination of methods for measuring tire-pavement 

noise. 

Implementation: The research in this problem statement will develop standardized methods for 

measuring tire-pavement noise. 
Track 4 (SC) 166 

Problem Statement SC 3.2. Standardized Vehicle Interior Noise Measurement 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 5–8 

Estimated Cost: $250 k–$500 k (including $50 k matching funds) 

Recent research has found that objectionable vehicle interior noise is identified with tonal quality 

(specific frequencies) more than total noise level. This objectionable tonal quality primarily results from 

spikes in sound pressures at discrete frequencies, commonly generated by repeating patterns in pavement 

texture, such as transverse tining or even low frequency chatter. To better understand these phenomena, 

standardized interior noise evaluation procedures are required. Previous research revealed that subjective 

noise ratings of subjects in test vehicles on different surface textures do not correspond with the objective 

total noise measurements taken outside the vehicle. Therefore, to further explore these gaps, the research 

in this problem statement will develop a standardized method for measuring vehicle interior noise. 

Tasks: 

1. Identify and analyze accepted and prospective methods of measuring vehicle interior noise. 

2. Conduct a preliminary investigation to determine the best methods for measuring interior vehicle 

noise. Confirm that more sophisticated noise measurement techniques will advance the industry and 

meet the goals for track 4. 

3. After comparing the various methods, recommend methods of measurement that include either an 

existing method or a combination of methods. 

4. Develop standards and specifications to ensure proper procedures are followed for the measurement 

method. 

Benefits: A method that advances procedures for measuring vehicle interior noise, 

allowing improved decisions about the influence of tire-pavement noise on the 

traveling public. 

Products: A standardized method for measuring interior vehicle noise. 

Implementation: The results of this research will advance methods for measuring vehicle interior 

noise, allowing more informed decisions about the impact of vehicle interior 

noise on the traveling public. 
 167 Track 4 (SC) 

Problem Statement SC 3.3. Tire-Pavement Noise Thresholds 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 4–6 

Estimated Cost: $500 k–$1 M 

Altering certain concrete pavement surface characteristics—for example, increasing macrotexture for 

improved friction or reduced splash and spray—can sometimes worsen tire-pavement noise. While safety 

is more important than driver comfort or reduced noise, noise thresholds should be a factor in pavement 

optimization, just as are friction thresholds. These noise thresholds should characterize tire-pavement 

noise levels and frequencies, scaling them to include a range of human responses, from mere annoyance 

to driver and abutter distraction. The research in this problem statement will define these threshold values 

so that more informed decisions can be made about the tradeoffs between tire-pavement noise and other 

pavement surface characteristics. 

Tasks: 

1. Identify pavements that have varying types of tire-pavement noise, including various noise levels and 

spectral content. 

2. Synthesize the current knowledge in this area, drawing from existing work in psychoacoustics. If 

necessary, conduct validation surveys on various pavements, assessing the human response to the 

received noise. 

3. From the results of this inquiry, identify threshold values that can base a more rational 

characterization of the human response to both tire-pavement noise level and frequency. 

Benefits: Identified thresholds that advance the concrete pavement industry by providing 

rational methods for designing and constructing concrete pavements with 

acceptable friction and tire-pavement noise characteristics. 

Products: A report defining tire-pavement noise thresholds that can be used to optimize 

concrete pavement surface characteristics. 

Implementation: The results of this research will be to identify tire-pavement noise thresholds that 

provide more rational methods to optimize concrete pavement surface 

characteristics. 
Track 4 (SC) 168 

Problem Statement SC 3.4. Behind-the-Paver Noise Sensing Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 8–10 

Estimated Cost: $100 k–$250 k 

The noise generated by tire-pavement contact is related to the surface texture and other concrete 

pavement surface properties, particularly on the wearing course. However, current technology only allows 

tire-pavement noise levels to be assessed after the pavement has hardened sufficiently to accommodate a 

test vehicle. If tire-pavement noise is a specification value, and if this value falls outside an acceptable 

level, costly methods could be required to mitigate the problem. However, if tire-pavement noise, 

pavement surface texture, and other properties (e.g., absorptivity) related to tire-pavement noise could be 

assessed during placement, improvements could be made in real time while the concrete is still plastic. 

The research in this problem statement will identify and tentatively develop effective and advanced 

behind-the-paver noise sensing equipment. 

Tasks: 

1. Identify available behind-the-paver noise/texture sensing equipment. 

2. Analyze the equipment for accuracy, precision, and ease of use. 

3. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

4. Develop standards and specifications for the proper use of the equipment for sensing pavement noise, 

texture, and other concrete properties related to noise. 

Benefits: Technology that serves as a key component in sensing concrete pavement noise 

and surface texture behind the paver. 

Products: Advanced and effective equipment to measure concrete pavement noise and 

related surface characteristics behind the paver; standards and specifications for 

using the equipment. 

Implementation: The research in this problem statement will be coordinated closely with problem 

statement ND 2.11 (Tire-Pavement Noise Sensing). 
 169 Track 4 (SC) 

Problem Statement SC 3.5. Unified Tire-Pavement Noise Model that Includes Texture and 

Absorptivity 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 3. Tire-Pavement Noise 

Approximate Phasing: Years 2–5 

Estimated Cost: $500 k–$1 M 

A relationship clearly exists between concrete pavement surface texture and the noise generated by the 

tire-pavement interface. Furthermore, various concrete pavement properties, including absorptivity, 

stiffness, and density, affect tire-pavement noise levels. Currently, information about the relationships 

between tire-pavement noise and physical pavement characteristics is empirical at best. However, models 

must contain numerous levels of complexity, because tire characteristics are equally as important and 

complex. The research in this problem statement will identify and/or develop improved models to predict 

the tire-pavement noise for a variety of concrete pavement surfaces. The unified model should consider 

various types of directional texturing as well as more random textures that may result from advancements 

in texturing technology. 

Tasks: 

1. Synthesize the current models that relate concrete pavement texture and other properties to tirepavement noise generation. 

2. Based on the models synthesized, assess whether additional models need to be developed; develop 

new models as needed. 

3. Validate the models using controlled experiments with tire-pavement noise measurements or 

pavement structures with known textures and physical characteristics. 

4. Document the models to allow them to be integrated readily into related work that optimizes 

pavement texture to minimize the potential for excessive tire-pavement noise. 

Benefits: Models that predict tire-pavement noise as a function of its relationship to 

texture, materials characteristics, and other pavement features; a rational 

approach to predicting tire-pavement noise. 

Products: A sophisticated model for predicting tire-pavement noise as a function of 

concrete pavement texture and other physical properties. 

Implementation: This research will develop a model that supplements numerous tasks that require 

a better understanding of the relationship between texture, materials 

characteristics, and tire-pavement noise. For example, concrete mix design 

procedures that attempt to produce low-noise pavements will require this model. 
Track 4 (SC) 170 

SUBTRACK SC 4. OTHER CONCRETE PAVEMENT SURFACE CHARACTERISTICS 

This subtrack focuses on issues related to other surface characteristics with respect to concrete pavements. 

Table 20 provides an overview of this subtrack. 

Table 20. Subtrack SC 4 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 4.0. Framework for 

Other Concrete Pavement 

Surface Characteristics 

(Subtrack SC 4) 

$100 k–$250 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

SC 4.1. Splash and Spray 

Assessment Equipment 

$1 M–$2 M Effective and advanced splash and spray 

assessment equipment with specifications for 

its use. 

Equipment that assesses the 

relationship between 

macrotexture and splash and 

spray, improving safe driving 

conditions. 

SC 4.2. Rolling 

Resistance Assessment 

Equipment 

$1 M–$2 M Advanced and effective rolling resistance 

assessment equipment with standards and 

specifications for its use. 

Equipment that directly 

measures rolling resistance 

and methods to reduce this 

resistance, which increases 

user costs through increased 

fuel consumption and vehicle 

wear. 

SC 4.3. Reflectivity/ 

Illuminance Assessment 

Equipment 

$1 M–$2 M Advanced and effective reflectivity/ 

illuminance assessment equipment. 

Equipment that assesses 

concrete pavement 

reflectivity/illuminance to 

optimize the level of 

reflectivity/illuminance; 

improved ride safety during 

daylight hours. 

SC 4.4. Tire and Vehicle 

Wear Assessment 

Equipment 

$1 M–$2 M Advanced and effective tire and vehicle wear 

assessment equipment. 

Equipment that directly 

assesses tire and vehicle wear; 

a better understood 

relationship between texture 

and tire and vehicle wear. 
 171 Track 4 (SC) 

Problem Statement SC 4.0. Framework for Other Concrete Pavement Surface Characteristics 

(Subtrack SC 4) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 4. Other Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 4 (Other Concrete Pavement Surface Characteristics) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 4 (Other Concrete Pavement Surface 

Characteristics), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 4 (Other Concrete 

Pavement Surface Characteristics). 
Track 4 (SC) 172 

Problem Statement SC 4.1. Splash and Spray Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 4. Other Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 2–5 

Estimated Cost: $1 M–$2 M (including $100 k matching funds) 

Tires rolling on a pavement with standing water commonly produce splash and spray, which occurs when 

the vehicle tires on the pavement surface attract water and eject it as small droplets into the air. The 

airborne water then can reduce visibility, particularly for vehicles traveling next to or closely behind other 

vehicles. Research suggests that 10 percent of wet weather accidents are caused by poor visibility due to 

splash and spray. While macrotexture is a primary contributor to splash and spray, little is known about 

the quantitative relationship between macrotexture and splash and spray. The research in this problem 

statement will develop effective splash and spray assessment equipment. This equipment will allow the 

relationship between surface texture and splash and spray to be better understood. Furthermore, this test 

procedure may be used to measure the effectiveness of a given pavement in meeting reasonable splash 

and spray limits, thus increasing safety. 

Tasks: 

1. Identify existing equipment or new equipment as needed to assess splash and spray. Relate this task to 

the macrotexture research being conducted under SC 1.1 (High-Speed 3D Macrotexture Assessment 

Equipment). 

2. Develop meaningful and quantifiable relationships between macrotexture and splash and spray, if 

applicable. 

3. Develop guidelines and specifications on the proper use of the equipment and the proper 

interpretation of the relationships between macrotexture and splash and spray. 

Benefits: Equipment that assess the relationship between macrotexture and splash and 

spray, improving safe driving conditions. 

Products: Effective and advanced splash and spray assessment equipment with 

specifications for its use. 

Implementation: The technology developed in this problem statement will be a key component in 

assessing splash and spray and improving safety. 
 173 Track 4 (SC) 

Problem Statement SC 4.2. Rolling Resistance Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 4. Other Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 3–6 

Estimated Cost: $1 M–$2 M (including $100 k matching funds) 

Megatexture and concrete pavement roughness characteristics contribute to rolling resistance. Excessive 

rolling resistance can cause vehicles to work harder and thus increase user costs through increased fuel 

consumption and vehicle wear. The research in this problem statement will develop effective rolling 

resistance assessment equipment, allowing the effects of rolling resistance to be measured directly. This 

equipment also will improve understanding of the relationship between this surface characteristic, texture, 

and other physical concrete pavement properties. 

Tasks: 

1. Identify existing or new concepts for rolling resistance assessment equipment. 

2. Analyze the equipment for accuracy, precision, and ease of use. 

3. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

4. Develop meaningful and quantifiable relationships between megatexture/roughness and rolling 

resistance, if applicable. 

5. Develop guidelines and specifications for properly using the equipment and properly interpreting 

relationships. 

Benefits: Equipment that directly measures rolling resistance and methods to reduce this 

resistance, which increases user costs through increased fuel consumption and 

vehicle wear. 

Products: Advanced and effective rolling resistance assessment equipment with standards 

and specifications for its use. 

Implementation: The technology developed in this problem statement will be a key component in 

assessing rolling resistance. 
Track 4 (SC) 174 

Problem Statement SC 4.3. Reflectivity/Illuminance Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 4. Other Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 3–6 

Estimated Cost: $1 M–$2 M (including $100 k matching funds) 

Different concrete pavement materials and textures can affect reflectivity/illuminance characteristics. 

Some reflectivity/illuminance can be beneficial (e.g., reflection that aids nighttime driving), but too much 

can be distracting (e.g., sunlight reflected during daylight hours, particularly at dawn or dusk). The 

research in this problem statement will develop effective reflectivity/illuminance assessment equipment. 

This equipment will allow optimum materials and textures to be selected to provide the ideal level of 

reflectivity/illuminance. 

Tasks: 

1. Identify available reflectivity/illuminance assessment equipment 

2. Analyze the equipment for accuracy, precision, and ease of use. 

3. Identify the most effective equipment based on cost, technological maturity, and the results of the 

above analyses, improving this equipment or developing new equipment as needed. 

4. Develop standards and specifications to ensure the proper equipment use. 

Benefits: Equipment that assesses concrete pavement reflectivity/illuminance, allowing the 

level of reflectivity/illuminance to be optimized; improved ride safety during 

daylight hours. 

Products: Advanced and effective reflectivity/illuminance assessment equipment. 

Implementation: The technology developed in this problem statement will be a key component in 

assessing concrete pavement reflectivity/illuminance. 
 175 Track 4 (SC) 

Problem Statement SC 4.4. Tire and Vehicle Wear Assessment Equipment 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 4. Other Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 5–8 

Estimated Cost: $1 M–$2 M (including $100 k matching funds) 

Tire and vehicle wear relate directly to user costs. Microtexture is a primary factor that contributes to tire 

wear, while megatexture and roughness contribute to rolling resistance, which contributes to vehicle wear. 

The research in this problem statement will develop effective tire and vehicle wear assessment equipment. 

This equipment will improve understanding of the relationship between texture and vehicle and tire wear. 

Tasks: 

1. Identify effective microtexture and megatexture/roughness assessment equipment from problem 

statements SC 1.2 (In Situ 3D Microtexture Assessment Equipment), SC 1.3 (High-Speed 3D 

Microtexture Assessment Equipment), and SC 4.2 (Rolling Resistance Assessment Equipment). 

2. Identify, refine, or develop as necessary equipment for assessing tire and vehicle wear. 

3. Develop meaningful and quantifiable relationships between texture and tire and vehicle wear, if 

applicable. 

4. Develop guidelines and specifications on the proper equipment use and the proper interpretation of 

the relationships. 

Benefits: Equipment that directly assesses tire and vehicle wear; a better understood 

relationship between texture and tire and vehicle wear. 

Products: Advanced and effective tire and vehicle wear assessment equipment. 

Implementation: The technology developed in this problem statement will be a key component in 

assessing tire and vehicle wear. 
Track 4 (SC) 176 

SUBTRACK SC 5. INTEGRATION OF CONCRETE PAVEMENT SURFACE 

CHARACTERISTICS 

This subtrack focuses integrating the various surface characteristics for concrete pavements. Table 21 

provides an overview of this subtrack. 

Table 21. Subtrack SC 5 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 5.0. Framework for 

Integration of Concrete 

Pavement Surface 

Characteristics (Subtrack 

SC 5) 

$100 k–$250 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

SC 5.1. Comprehensive 

Concrete Pavement 

Surface Characteristics 

Field Study 

$500 k–$1 M A structured database and numerous 

supporting reports and case studies that 

define optimum concrete pavement surface 

characteristics and the methods for achieving 

them. 

Concrete pavement surface 

characteristics guidance that 

supplements research in this 

and other tracks; improved 

understanding of optimum 

concrete pavement surface 

characteristics. 

SC 5.2. Time Stability 

Evaluations of Concrete 

Pavement Surface 

Characteristics 

$500 k–$1 M Reports defining effective surfacing methods 

that provide durable surface characteristics. 

Guidance that documents the 

longevity and durability of 

various concrete pavement 

surface characteristics; 

surfacing methods that result 

in more durable surface 

characteristics. 

SC 5.3. Unified Model 

for Concrete Pavement 

Texture, Friction, Noise, 

and Smoothness 

$500 k–$1 M A model that unifies texture, friction, noise, 

smoothness, and other related variables. 

Models that consider concrete 

pavement texture, friction, 

noise, smoothness, and other 

related variables to define 

optimal texture. 

SC 5.4. PCC Pavement 

Mix Design System 

Integration Stage 4: 

Functionally Based Mix 

Design 

$500 k–$1 M A mix design system that accounts for the 

functional demands of the pavement surface 

layer. 

Improved mix design 

techniques that will rationally 

meet pavement functional 

requirements, such as noise, 

ride quality, and texture. 

SC 5.5. Relating 

Pavement Surface 

Characteristics to Vehicle 

Accidents 

$1 M–$2 M Reports detailing a methodical evaluation of 

vehicle accident risks as a function of the 

types and magnitudes of pavement surface 

characteristics. 

Improved understanding of 

the relationship between 

pavement surface 

characteristics and vehicle 

accidents; improved methods 

for designing and constructing 

concrete pavements to 

minimize accident rates. 
 177 Track 4 (SC) 

Problem Statement SC 5.0. Framework for Integration of Concrete Pavement Surface 

Characteristics (Subtrack SC 5) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 5 (Integration of Concrete Pavement Surface Characteristics) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 5 (Integration of Concrete Pavement Surface 

Characteristics), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the remaining problem statements in subtrack SC 5 (Integration of 

Concrete Pavement Surface Characteristics). 
Track 4 (SC) 178 

Problem Statement SC 5.1. Comprehensive Concrete Pavement Surface Characteristics Field Study 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 2–3 

Estimated Cost: $500 k–$1 M (including $350 k matching funds) 

Researching designs, construction records, and past performance reports often is not enough to 

understand the advantages or disadvantages of certain concrete surface pavement characteristics. 

Therefore, performing a field study is necessary. The research in this problem statement will perform a 

comprehensive field study of pavement surface characteristics to define the surface characteristics that 

maximize friction and smoothness while minimizing noise. Similarly, additional characteristics may be 

investigated as needed. 

Tasks: 

1. Identify the numerous variables to be included in the field study through a thorough synthesis and 

outreach effort. The controlled variables should be selected based on their known or anticipated 

sensitivity to the various surface characteristics being investigated. Develop a formal experimental 

plan for the field study. 

2. Perform the field study or studies using the experimental plan. Measuring the surface characteristics 

should employ the latest techniques and technologies available. If standardized equipment has not 

been identified, numerous measurement devices should be included. 

3. Reduce and analyze the data from the field study to define the variables affecting the measured 

characteristics and determine how the characteristics are affected. Shortcomings in the study also 

should be identified so that additional field studies address them. 

4. Develop surface characteristics guidance that feeds into other tasks, such as problem statement SC 2.4 

(Design and Construction Guidelines to Improve Concrete Pavement Smoothness), and can be used 

immediately to improve current practices. 

Benefits: Concrete pavement surface characteristics guidance that supplements research in 

this and other tracks; improved understanding of optimum concrete pavement 

surface characteristics. 

Products: A structured database and numerous supporting reports and case studies that 

define optimum concrete pavement surface characteristics and the methods for 

achieving them. 

Implementation: The data, reports, and case studies produced under this problem statement will 

advance the concrete paving industry toward the goal of achieving optimum 

concrete pavement surface characteristics. 
 179 Track 4 (SC) 

Problem Statement SC 5.2. Time Stability Evaluations of Concrete Pavement Surface 

Characteristics 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 4–10 

Estimated Cost: $500 k–$1 M (including $75 k matching funds) 

Selecting texturing characteristics that maximize surface friction and smoothness while minimizing noise 

is undeniably important for optimizing concrete pavement performance. However, the longevity of these 

characteristics and the durability of the pavement itself also must be considered. The research in this 

problem statement will evaluate the time stability of certain pavement surface characteristics and the 

impacts that various surfacing methods might have on durability. 

Tasks: 

1. Identify existing and newly constructed pavements that possess a certain range of materials and 

surface characteristics. The pavements selected should include any constructed as part of the research 

conducted under SC 5.1 (Comprehensive Concrete Pavement Surface Characteristics Field Study). To 

the greatest extent possible, the selected pavements should cover a broad spectrum of climatic 

conditions and traffic levels. 

2. Monitor the selected pavements over time, using carefully selected and thoroughly documented 

evaluation methods. The research minimally should evaluate measures of friction, smoothness, and 

tire-pavement noise. Additional surface characteristics should be included as necessary. 

3. Periodically assess and publish findings and related guidance on the longevity of the studied surface 

characteristics, including pavement durability and performance. 

Benefits: Guidance that documents the longevity and durability of various concrete 

pavement surface characteristics; surfacing methods that result in more durable 

surface characteristics. 

Products: Reports defining effective surfacing methods that provide durable surface 

characteristics. 

Implementation: The reports written in this problem statement will advance the industry toward 

developing improved methods for designing and constructing more durable 

concrete pavement surfaces. This research will be coordinated closely with the 

experiments conducted under problem statement SC 5.1 (Comprehensive 

Concrete Pavement Surface Characteristics Field Study). 
Track 4 (SC) 180 

Problem Statement SC 5.3. Unified Model for Concrete Pavement Texture, Friction, Noise, and 

Smoothness 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 5–9 

Estimated Cost: $500 k–$1 M (including $75 k matching funds) 

Concrete pavement texture, friction, noise, and smoothness are all related and can therefore be related 

through modeling. Empirical evidence shows that certain types of texture that provide good friction will 

increase noise and decrease smoothness. Because ideal, as-built texture provides good friction while 

minimizing noise and maximizing smoothness, a more thorough understanding of the relationships 

between texture, friction, noise, and smoothness is necessary. The research in this problem statement will 

develop a comprehensive model that integrates texture, friction, noise, and smoothness to define optimal 

texture. This model should consider numerous other variables, including pavement materials properties 

and tire properties. 

Tasks: 

1. Synthesize and develop models of the relationships between texture, friction, noise, smoothness, and 

other important variables. 

2. Evaluate these models using existing data sets and identify the need for additional data. 

3. Release interim versions of the unified model as they become available so they can be used in other 

related research. The models should be developed so that peer review is accepted and integrated 

throughout the process. 

Benefits: Models that consider concrete pavement texture, friction, noise, smoothness, and 

other related variables to define optimal texture. 

Products: A model that unifies texture, friction, noise, smoothness, and other related 

variables. 

Implementation: This research will develop a model that will allow the industry to relate the 

complex nature of concrete pavement texture to the various pavement surface 

characteristics. 
 181 Track 4 (SC) 

Problem Statement SC 5.4. PCC Pavement Mix Design System Integration Stage 4: Functionally 

Based Mix Design 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 8–10 

Estimated Cost: $500 k–$1 M (including $500 k other funds) 

Concrete pavement and materials engineering decisions often are driven by functional requirements 

established at the highest levels. These requirements commonly respond to a perceived public need, such 

as driver and abutter demands for quieter, smoother, and safer pavements. While concrete pavements can 

meet these functional demands, pavements must be designed appropriately to do so. The research in this 

problem statement will develop a concrete mix design system that will evaluate the effects of concrete 

materials and mixture on pavement functional requirements (i.e., noise, ride quality, and texture). With a 

better understanding of the relationships between concrete materials and mixtures and pavement 

functional requirements, improved mix design techniques can be developed to meet these functional 

requirements more rationally. These mix design procedures will allow innovative solutions such as twolift pavements to be designed optimally for a given set of functional demands. 

Tasks: 

1. Assemble the requisite mix design models for the system. 

2. Identify the requisite laboratory mix design test procedures and ensure standardized reporting for 

input to the mix design system. 

3. Develop a beta version of the system and initiate peer review. 

4. Develop a final version of the system and prepare it for training and implementation. 

Benefits: Improved mix design techniques that will rationally meet pavement functional 

requirements, such as noise, ride quality, and texture. 

Products: A mix design system that accounts for the functional demands of the pavement 

surface layer. 

Implementation: The research in this problem statement will develop a mix design system that 

sufficiently addresses the functional demands of the user. This research will be 

coordinated closely with problem statement MD 1.4 (PCC Pavement Mix Design 

System Integration Stage 4: Functionally Based Mix Design). 
Track 4 (SC) 182 

Problem Statement SC 5.5. Relating Pavement Surface Characteristics to Vehicle Accidents 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 5. Integration of Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M 

Because safety is important, the highway community must design and build roads that minimize the 

acceptable risks of vehicular accidents. Pavement surface characteristics, including texture, friction, 

splash and spray, and illuminance and reflectivity, can impact accident potential. However, little is known 

about the relationship between pavement surface characteristics and the increased accident rate. Because 

numerous variables impact the overall accident rate, quantifying the accident risks from any single factor 

is difficult. Compounding this difficulty, moreover, are the potential liability issues involved with studies 

of this nature. This research, therefore, must reasonably ensure that its results will not damage the 

highway industry. The research in this problem statement should methodically evaluate numerous 

existing concrete pavements, assessing the relevant pavement surface characteristics and collecting 

accident rate statistics categorized by the likely contributors to the accidents. 

Tasks: 

1. Investigate the exposure to liability that the results of the research might incur, and take measures to 

formulate and execute the research so that this exposure is mitigated. 

2. Identify the pavement surface characteristics most likely to contribute to vehicle accidents, and 

prioritize these characteristics for subsequent consideration in this research. 

3. Develop an experimental plan that includes evaluating concrete pavements nationwide, collecting 

data on pavement surface characteristics and accident rates. The experimental plan must be 

statistically sound so the results are not biased and enough data is collected to make reliable 

conclusions. 

4. Execute the experimental plan and report the findings. 

Benefits: Improved understanding of the relationship between pavement surface 

characteristics and vehicle accidents; improved methods for designing and 

constructing concrete pavements to minimize accident rates. 

Products: Reports detailing a methodical evaluation of vehicle accident risks as a function 

of the types and magnitudes of pavement surface characteristics. 

Implementation: The results of this research will help prioritize the measures needed to improve 

design and construction practices. Furthermore, optimizing concrete pavement 

surfaces requires that the risks of accidents derived in this optimization effort be 

understood. 
 183 Track 4 (SC) 

SUBTRACK SC 6. EVALUATION OF PRODUCTS FOR CONCRETE PAVEMENT SURFACE 

CHARACTERISTICS 

This subtrack includes an evaluation of various concrete paving solutions in improving surface 

characteristics. Table 22 provides an overview of this subtrack. 

Table 22. Subtrack SC 6 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 6.0. Framework for 

Evaluation of Products 

for Concrete Pavement 

Surface Characteristics 

(Subtrack SC 6) 

$100 k–$250 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

SC 6.1. Porous Concrete 

and Related Issues 

$1 M–$2 M Guidelines and specifications for the design 

and construction of porous concrete surfaces. 

Effective methods that will 

lead to the design, 

construction, and maintenance 

of high-quality, porous 

concrete pavement surfaces. 

SC 6.2. Exposed 

Aggregate in TwoCourse Paving 

$250 k–$500 k Guidelines and specifications for designing 

and constructing exposed aggregate concrete 

pavement surfaces. 

Effective methods for 

designing and constructing 

exposed aggregate concrete 

pavement surfaces; exposed 

aggregate concrete pavement 

surfaces with low noise, 

excellent high-speed skidding 

resistance, good surface 

durability, and low splash and 

spray. 

SC 6.3. Engineered/ 

Optimized Wet Concrete 

Texturing 

$1 M–$2 M Guidelines and specifications for designing 

and constructing conventionally textured 

concrete pavement surfaces. 

Optimized conventional 

methods for texturing concrete 

pavement surfaces, 

maximizing surface friction 

while minimizing tirepavement noise. 

SC 6.4. Engineered/ 

Optimized Hardened 

Concrete Grinding and 

Grooving 

$1 M–$2 M Guidelines and specifications for designing, 

constructing, and grinding concrete pavement 

surfaces. 

Effective grinding and 

grooving methods that 

maximize surface friction 

while minimizing tirepavement noise, improving 

macrotexture and 

microtexture. 

SC 6.5. Precast Pavement 

Surfaces 

$250 k–$500 k Guidelines and specifications for designing 

and constructing precast concrete pavement 

solutions. 

Methods for designing and 

constructing precast concrete 

pavement surfaces with 

optimum surface 

characteristics; optimized 

surface characteristics that are 

constructed as designed, with 

minimized variations due to 

construction conditions. 
Track 4 (SC) 184 

Problem Statement SC 6.0. Framework for Evaluation of Products for Concrete Pavement Surface 

Characteristics (Subtrack SC 6) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 6 (Evaluation of Products for Concrete Pavement Surface Characteristics) provides a set of 

research problem statements that will culminate in a significantly improved state of the art and practice. 

As the funding becomes available, an initial effort will be necessary to develop a framework for the 

research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 6 (Evaluation of Products for Concrete Pavement 

Surface Characteristics), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 6 (Evaluation of 

Products for Concrete Pavement Surface Characteristics). 
 185 Track 4 (SC) 

Problem Statement SC 6.1. Porous Concrete and Related Issues 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$2 M (including $250 k matching funds) 

Porous concrete pavement has demonstrated an ability to provide surface characteristics similar to those 

associated with open-graded (porous) asphalt pavements. However, the porous concrete pavement only 

performs well if the surface is well maintained. As with porous asphalt surfaces, the porous concrete 

pavement surface must be cleaned regularly to prevent debris from clogging the pores that give the 

surface its beneficial drainage and acoustic properties. Additionally, initial experiences with porous 

concrete pavement in Belgium showed poor durability in freezing weather; however, these mixtures since 

have been made more durable by adding polymers and other cement contents. The research in this 

problem statement will further develop effective methods for designing and constructing porous concrete 

surfaces. 

Tasks: 

1. Identify cases in which porous concrete was used and study how it performed in terms of tirepavement noise, durability, and other engineering properties. 

2. Assess how the porous concrete pavement sections studied were designed and built, identifying 

relationships between design, construction, and performance. 

3. Design and build test sections based on the results of previous studies. Thoroughly evaluate the initial 

and long-term material, structural, and acoustic performance of the test pavements. 

4. Change the design and construction practices as necessary. 

5. Develop final guidelines and specifications to ensure proper design and construction of porous 

concrete pavement surfaces. 

Benefits: Effective methods that will lead to the design, construction, and maintenance of 

high-quality, porous concrete pavement surfaces. 

Products: Guidelines and specifications for the design and construction of porous concrete 

surfaces. 

Implementation: The guidelines and specifications developed in this problem statement will 

improve design and construction of porous concrete pavement surfaces. 
Track 4 (SC) 186 

Problem Statement SC 6.2. Exposed Aggregate in Two-Course Paving 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 5–9 

Estimated Cost: $250 k–$500 k (including $100 k matching funds) 

Though widely used in European countries, the exposed aggregate technique has not been used widely in 

the United States. One reason for this is that an experimental U.S. project on Interstate (I)–75 in Detroit, 

MI, did not show the improved surface friction and tire-pavement noise that had been expected. However, 

the European experience with the exposed aggregate technique illustrates that, when properly designed 

and constructed, exposed aggregate surfaces perform very well. Characteristics improved in exposed 

aggregate pavements include low noise, excellent high-speed skidding resistance, good surface durability, 

and low splash and spray. The research in this problem statement will further develop effective methods 

for designing and constructing exposed aggregate concrete pavement surfaces. 

Tasks: 

1. Identify cases where exposed aggregate surfaces have been used and study their performance in terms 

of tire-pavement noise, durability, and other engineering properties. 

2. Assess the design and construction methods for these cases, identifying relationships between these 

design and construction and performance. 

3. Design and build test sections based on the results of previous studies. Thoroughly evaluate the initial 

and long-term material, structural, and acoustic performance. 

4. Change design and construction practices as necessary. 

5. Develop final guidelines and specifications to ensure proper design and construction of exposed 

aggregate concrete pavement surfaces. 

Benefits: Effective methods for designing and constructing exposed aggregate concrete 

pavement surfaces; exposed aggregate concrete pavement surfaces with low 

noise, excellent high-speed skidding resistance, good surface durability, and low 

splash and spray. 

Products: Guidelines and specifications for designing and constructing exposed aggregate 

concrete pavement surfaces. 

Implementation: The guidelines and specifications developed in this problem statement will 

improve the design and construction of exposed aggregate concrete pavement 

surfaces. This research will be coordinated closely with problem statement EA 

2.4 (Two-Course Concrete Paving). 
 187 Track 4 (SC) 

Problem Statement SC 6.3. Engineered/Optimized Wet Concrete Texturing 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$2 M 

The importance of concrete pavement surface texture characteristics for roadway safety has been 

recognized since the late 1940s, when increases in traffic volumes and vehicle speeds resulted in 

increased wet weather accidents and fatalities. Often, appropriate microtexture is sufficient to provide 

adequate stopping on a PCC pavement when vehicles are traveling slower than 80 kilometers per hour 

(km/h) (50 miles per hour (mi/h)). However, when higher vehicle speeds are expected, improved 

microtexture and macrotexture is necessary to provide adequate wet-pavement friction. While increasing 

macrotexture reduces splash and spray, rougher macrotexture also increases tire-pavement noise. 

Similarly, increasing microtexture increases tire wear, although often insignificantly. The research in this 

problem statement will refine the conventional texturing methods frequently used today, including tining 

and drag methods used on fresh concrete pavement surfaces. These texturing methods will be engineered 

to maximize surface friction and minimize tire-pavement noise. 

Tasks: 

1. Identify cases that have evaluated numerous conventional texturing methods side by side with 

minimal variation in other parameters. Study the ways these various textures performed in terms of 

tire-pavement noise, durability, and other engineering properties. 

2. Assess the design and construction for the sections studied, identifying relationships between design 

and construction and performance. 

3. Design and build additional test sections based on the results of previous studies. Thoroughly evaluate 

the initial and long-term material, structural, and acoustic performance. 

4. Change design and construction practices as necessary. 

5. Develop final guidelines and specifications to ensure proper design and construction of 

conventionally textured concrete pavement surfaces. 

Benefits: Optimized conventional methods for texturing concrete pavement surfaces, 

maximizing surface friction while minimizing tire-pavement noise. 

Products: Guidelines and specifications for designing and constructing conventionally 

textured concrete pavement surfaces. 

Implementation: The guidelines and specifications developed in this problem statement will 

improve the design and construction of conventionally textured concrete 

pavement surfaces. 
Track 4 (SC) 188 

Problem Statement SC 6.4. Engineered/Optimized Hardened Concrete Grinding and Grooving 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$2 M (including $200 k matching funds) 

Grinding both newly placed and existing concrete pavements effectively improves surface friction and 

smoothness while decreasing tire-pavement noise. Grinding improves pavement frictional characteristics 

by exposing microtexture and creating macrotexture. Additionally, grinding increases lateral control for 

vehicles, especially on transitions and superelevated curve sections. The research in this problem 

statement will develop effective grinding and grooving methods that will maximize surface friction and 

minimize tire-pavement noise. 

Tasks: 

1. Identify cases that evaluated numerous grinding or grooving methods side by side with minimal 

variation in other parameters. Study ways in which these various textures performed in terms of tirepavement noise, durability, and other engineering properties. 

2. Assess the design, construction, and subsequent texturing for these test sections, identifying 

relationships between design, construction, texturing, and performance. 

3. Design, build, and texture additional test sections based on the results of the previous studies. 

Thoroughly evaluate the initial and long-term material, structural, and acoustic performance. 

4. Change the design, construction, or grinding practices as necessary. 

5. Develop final guidelines and specifications to ensure proper design, construction, and grinding of 

concrete pavement surfaces. 

Benefits: Effective grinding and grooving methods that maximize surface friction while 

minimizing tire-pavement noise, improving macrotexture and microtexture. 

Products: Guidelines and specifications for designing, constructing, and grinding concrete 

pavement surfaces. 

Implementation: The guidelines and specifications developed in this problem statement will 

improve the design, construction, and grinding of concrete pavement surfaces. 
 189 Track 4 (SC) 

Problem Statement SC 6.5. Precast Pavement Surfaces 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 6. Evaluation of Products for Concrete Pavement Surface Characteristics 

Approximate Phasing: Years 6–10 

Estimated Cost: $250 k–$500 k (including $50 k matching funds) 

Concrete pavements designed with optimized surface characteristics may not be constructed as designed 

due to many factors, including contractor inexperience or environmental conditions during construction. 

Using precast concrete pavement surfaces will minimize these construction variables because 

construction processes can be more controlled. The research in this problem statement will develop 

guidelines and specifications for designing and constructing precast concrete pavement surfaces with 

optimum surface characteristics. Precast surfaces with innovative features, such as Helmholtz resonators, 

have already been implemented in Europe; these precast surface technologies also should be attempted in 

the United States. 

Tasks: 

1. Identify cases in which precast concrete pavements have been used to mitigate noise and study these 

pavements’ performance in terms of tire-pavement noise, durability, and other engineering properties. 

2. Assess the design and construction of these test sections, identifying relationships between design and 

construction and pavement performance. 

3. Design and build test sections based on the results of previous studies. Thoroughly evaluate the initial 

and long-term material, structural, and acoustic performance. 

4. Change design and construction practices as necessary. 

5. Develop final guidelines and specifications to ensure proper design and construction of precast 

concrete pavements. 

Benefits: Methods for designing and constructing precast concrete pavement surfaces with 

optimum surface characteristics; optimized surface characteristics that are 

constructed as designed, with minimized variations due to construction 

conditions. 

Products: Guidelines and specifications for designing and constructing precast concrete 

pavement solutions. 

Implementation: The guidelines and specifications developed in this problem statement will 

improve the design and construction of precast concrete pavements. This 

research will be coordinated closely with problem statement RC 2.5 (Precast 

Quiet Pavement Surfaces). 
Track 4 (SC) 190 

SUBTRACK SC 7. CONCRETE PAVEMENT SURFACE CHARACTERISTICS 

IMPLEMENTATION 

This subtrack includes implementation activities related to concrete pavement surface characteristics. 

Table 23 provides an overview of this subtrack. 

Table 23. Subtrack SC 7 overview. 

Problem Statement Estimated Cost Products Benefits 

SC 7.0. Framework for 

Concrete Pavement 

Surface Characteristics 

Implementation 

(Subtrack SC 7) 

$100 k–$250 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

SC 7.1. Workshops on 

Products to Improve 

Concrete Pavement 

Surface Characteristics 

$1 M–$2 M Workshops and conferences on products for 

improving concrete pavement surface 

characteristics. 

Technology transfer 

opportunities for products that 

improve concrete pavement 

surface characteristics. 

SC 7.2. Workshops on 

Measurement of Concrete 

Pavement Surface 

Characteristics 

$1 M–$2 M Workshops and conferences on methods and 

equipment for measuring concrete pavement 

surface characteristics. 

Technology transfer 

opportunities for methods and 

equipment that measure 

concrete pavement surface 

characteristics. 

SC 7.3. Web-Based 

Training for 

Implementation of 

Research Products for 

Concrete Pavement 

Surface Characteristics 

$500 k–$1 M A Web site that hosts Web-based modules 

that train contractors, designers, and owneragencies in software and equipment on 

concrete pavement surface characteristics. 

Web-based training modules 

that allow contractors, 

designers, and owner-agencies 

to access recent research on 

concrete pavement surface 

characteristics; technology 

transfer accessible from any 

computer with Internet access. 
 191 Track 4 (SC) 

Problem Statement SC 7.0. Framework for Concrete Pavement Surface Characteristics 

Implementation (Subtrack SC 7) 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 7. Concrete Pavement Surface Characteristics Implementation 

Approximate Phasing: Years 1–3 

Estimated Cost: $100 k–$250 k 

Subtrack SC 7 (Concrete Pavement Surface Characteristics Implementation) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack SC 7 (Concrete Pavement Surface Characteristics 

Implementation), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack SC 7 (Concrete Pavement 

Surface Characteristics Implementation). 
Track 4 (SC) 192 

Problem Statement SC 7.1. Workshops on Products to Improve Concrete Pavement Surface 

Characteristics 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 7. Concrete Pavement Surface Characteristics Implementation 

Approximate Phasing: Years 4–10 

Estimated Cost: $1 M–$2 M 

While new products for improving concrete pavement surface characteristics constantly are being 

developed, transportation agencies often are slow to adopt them because they are unfamiliar with the new 

technologies and lack research resources. Workshops provide an ideal environment for familiarizing and 

training agencies in new products for improving concrete pavement surface characteristics. The 

workshops developed will provide technology transfer opportunities for products that improve concrete 

pavement surface characteristics. 

Tasks: 

1. Identify States and industry representatives willing to host workshops and conferences devoted to 

products for improving concrete pavement surface characteristics. 

2. Assemble pertinent information on the new concrete pavement surface characteristics products to be 

discussed at the workshops. 

3. Conduct workshops and conferences, presenting information on these products and providing handson training. 

Benefits: Technology transfer opportunities for products that improve concrete pavement 

surface characteristics. 

Products: Workshops and conferences on products for improving concrete pavement 

surface characteristics. 

Implementation: This problem statement will result in numerous workshops and conferences on 

products for improving concrete pavement surface characteristics at various 

venues throughout the United States, advancing concrete pavement surface 

design, construction, and evaluation. 
 193 Track 4 (SC) 

Problem Statement SC 7.2. Workshops on Measurement of Concrete Pavement Surface 

Characteristics 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 7. Concrete Pavement Surface Characteristics Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $1 M–$2 M 

While new methods and equipment for measuring concrete pavement surface characteristics constantly 

are being developed, transportation agencies are often slow to adopt them because they are unfamiliar 

with these new technologies and lack research resources. Workshops provide an ideal environment for 

familiarizing and training agencies in new methods and equipment for measuring concrete pavement 

surface characteristics. The workshops developed will provide technology transfer of methods and 

equipment for measuring concrete pavement surface characteristics. 

Tasks: 

1. Identify States or industry representatives willing to host workshops and conferences on methods and 

equipment for measuring concrete pavement surface characteristics. 

2. Assemble pertinent information on these measurement techniques and equipment. 

3. Conduct workshops and conferences, presenting information and hands-on training for these 

measurement methods and equipment. 

Benefits: Technology transfer opportunities for methods and equipment that measure 

concrete pavement surface characteristics. 

Products: Workshops and conferences on methods and equipment for measuring concrete 

pavement surface characteristics. 

Implementation: This problem statement will result in numerous workshops and conferences on 

methods and equipment for measuring concrete pavement surface characteristics, 

advancing concrete pavement surface design, construction, and evaluation. 
Track 4 (SC) 194 

Problem Statement SC 7.3. Web-Based Training for Implementing Research Products for Concrete 

Pavement Surface Characteristics 

Track: 4. Optimized Surface Characteristics for Safe, Quiet, and Smooth Concrete 

Pavements (SC) 

Subtrack: SC 7. Concrete Pavement Surface Characteristics Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $500 k–$1 M 

Although every year many new research products and technologies are developed and ready for 

implementation, transportation agencies often implement and use the new research inadequately. 

Workshops offer contractors and owner-agencies the opportunity to learn about new research products 

and technologies, but often agencies cannot afford to send employees to workshops or may be restricted 

from traveling to a workshop outside the home State. Fortunately, with Web-based training, contractors, 

designers, and owner-agencies can explore new research products and technologies from any computer 

with Internet access. On-demand Web-based training can include case studies, online software 

applications, documentation, and other resources to make recent research on concrete pavement surface 

characteristics accessible to the concrete paving community. 

Tasks: 

1. Compile information on new equipment, procedures, and applicable software related to concrete 

pavement surface characteristics, including thorough documentation, case studies, downloadable 

software applications, photos, and video, as needed. 

2. Develop Web-based training modules that train contractors, designers, and owner-agencies on the 

concrete pavement surface characteristics software and equipment. 

3. Develop a Web site allowing contractors, designers, and owner-agencies to access the training 

modules. Maintain the Web site with updates on new research products or refinements to existing 

products. 

Benefits: Web-based training modules that allow contractors, designers, and owneragencies to access recent research on concrete pavement surface characteristics; 

technology transfer accessible from any computer with Internet access. 

Products: A Web site that hosts Web-based modules that train contractors, designers, and 

owner-agencies in software and equipment on concrete pavement surface 

characteristics. 

Implementation: The Web-based training modules developed in this problem statement will allow 

widely accessible technology transfer to implement new research products for 

concrete pavement surface characteristics. 
 195 Track 5 (EA) 

Track 5. Concrete Pavement Equipment Automation and Advancements (EA) 

TRACK 5 (EA) OVERVIEW.......................................................................................................... 199

Track Goal.................................................................................................................................. 199

Track Objectives ........................................................................................................................ 199

Research Gaps............................................................................................................................ 200

Research Challenges .................................................................................................................. 200

Research Track 5 (EA) Phasing................................................................................................ 201

Research Track 5 (EA) Estimated Costs.................................................................................. 202

Track Organization: Subtracks and Problem Statements..................................................... 203

SUBTRACK EA 1. CONCRETE BATCHING AND MIXING EQUIPMENT ......................... 204

Problem Statement EA 1.0. Framework for Concrete Batching and Mixing Equipment 

(Subtrack EA 1) ...................................................................................................................... 205

Problem Statement EA 1.1. High-Efficiency Concrete Batching .......................................... 206

Problem Statement EA 1.2. Automated Aggregate Feed Sensing: Moisture, Gradation, 

Shape, and Texture................................................................................................................. 207

SUBTRACK EA 2. CONCRETE PLACEMENT EQUIPMENT................................................ 208

Problem Statement EA 2.0. Framework for Concrete Placement Equipment 

(Subtrack EA 2) ...................................................................................................................... 209

Problem Statement EA 2.1. Stringless Concrete Paving ........................................................ 210

Problem Statement EA 2.2. Roller-Compacted Concrete Paving ......................................... 211

Problem Statement EA 2.3. Zero-Clearance Paving............................................................... 212

Problem Statement EA 2.4. Two-Course Concrete Paving.................................................... 213

Problem Statement EA 2.5. Automated Material Sensing and Equipment Adjustments... 214

Problem Statement EA 2.6. Fully Automated One-Pass Paving ........................................... 215

SUBTRACK EA 3. CONCRETE PAVEMENT CURING, TEXTURING, AND JOINTING 

EQUIPMENT ................................................................................................................................... 216

Problem Statement EA 3.0. Framework for Concrete Pavement Curing, Texturing, and 

Jointing Equipment (Subtrack EA 3) ................................................................................... 217

Problem Statement EA 3.1. High-Speed, Early, and Efficient Concrete Pavement 

Jointing .................................................................................................................................... 218

Problem Statement EA 3.2. Advanced Concrete Pavement Surface Texturing 

Equipment ............................................................................................................................... 219

Problem Statement EA 3.3. Accelerated Concrete Hydration Equipment........................... 220

Problem Statement EA 3.4. Advanced Concrete Pavement Joint Forming ......................... 221

SUBTRACK EA 4. CONCRETE PAVEMENT FOUNDATION EQUIPMENT ...................... 222

Problem Statement EA 4.0. Framework for Concrete Pavement Foundation Equipment 

(Subtrack EA 4) ...................................................................................................................... 223

Problem Statement EA 4.1. Rapid Subgrade/Subbase Stabilization .................................... 224

Problem Statement EA 4.2. Automated Subdrain Installation in Concrete Pavement 

Construction............................................................................................................................ 225

SUBTRACK EA 5. CONCRETE PAVEMENT RECONSTRUCTION EQUIPMENT ........... 226

Problem Statement EA 5.0. Framework for Concrete Pavement Reconstruction 

Equipment (Subtrack EA 5) .................................................................................................. 227

Problem Statement EA 5.1. High-Speed, In Situ PCC Pavement Breakup, Removal, and 

Processing................................................................................................................................ 228

Problem Statement EA 5.2. Recycled Concrete Processing/Improvement........................... 229

Problem Statement EA 5.3. High-Speed, In Situ, One-Pass, Full Concrete Pavement 

Reconstruction ........................................................................................................................ 230
Track 5 (EA) 196 

 

SUBTRACK EA 6. CONCRETE PAVEMENT RESTORATION EQUIPMENT.................... 231

Problem Statement EA 6.0. Framework for Concrete Pavement Restoration Equipment 

(Subtrack EA 6) ...................................................................................................................... 232

Problem Statement EA 6.1. Rapid, High-Production Concrete Pavement Grinding.......... 233

Problem Statement EA 6.2. Automated Concrete Pavement Crack Sensing and Sealing .. 234

Problem Statement EA 6.3. Fully Automated Concrete Pavement Restoration 

Equipment ............................................................................................................................... 235

SUBTRACK EA 7. ADVANCED EQUIPMENT EVALUATION AND 

IMPLEMENTATION...................................................................................................................... 236

Problem Statement EA 7.0. Framework for Advanced Equipment Evaluation and 

Implementation (Subtrack EA 7).......................................................................................... 237

Problem Statement EA 7.1. Advanced Concrete Paving Equipment Workshops and 

Demonstrations ....................................................................................................................... 238

Problem Statement EA 7.2. Concrete Paving Equipment Purchases for States .................. 239
 197 Track 5 (EA) 

LIST OF FIGURES 

Figure 5. Track 5 (EA) subtrack and problem statement phasing chart.................................................... 201

LIST OF TABLES 

Table 24. Research track 5 (EA) estimated costs...................................................................................... 202

Table 25. Subtrack EA 1 overview. .......................................................................................................... 204

Table 26. Subtrack EA 2 overview. .......................................................................................................... 208

Table 27. Subtrack EA 3 overview. .......................................................................................................... 216

Table 28. Subtrack EA 4 overview. .......................................................................................................... 222

Table 29. Subtrack EA 5 overview. .......................................................................................................... 226

Table 30. Subtrack EA 6 overview. .......................................................................................................... 231

Table 31. Subtrack EA 7 overview. .......................................................................................................... 236
 

 
 199 Track 5 (EA) 

TRACK 5 (EA) OVERVIEW 

The problem statements in this track propose process improvements and equipment developments for 

high-speed, high-quality concrete paving equipment. Research on technologies like those listed below are 

needed to meet the concrete paving industry’s projected needs and the traveling public’s expectations for 

highway performance in the future: 

• Next generation of concrete batching equipment. 

• Next generation of concrete placement equipment that addresses new construction processes. 

• Behind-the-paver equipment to improve quality, speed, and cost-effectiveness. 

• Mechanized ways to place and control subdrains and other foundation elements. 

• Next generation of equipment that will integrate the removal/replacement of 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. 

• Methods for evaluating the new equipment on actual constructions projects. 

Efforts in the area of equipment automation and advancements will require collaborative partnerships 

between equipment manufacturers, contractors, and State highway agencies. After equipment concepts 

have been established, it is hoped that contractors and industry will be willing to invest in developing new 

equipment. Involving contractors and industry from the start is essential for ensuring the equipment is 

practical for actual implementation. This private funding will also help introduce the new equipment into 

everyday practice much faster than if development and implementation costs were solely carried by the 

government. 

Stringless, global positioning system (GPS) control of slipform paving equipment is just one example of 

many pioneering technologies that, if further developed and tested, could increase efficiency, lower costs, 

and increase performance for the concrete paving industry. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, then follow. 

Track Goal 

Concrete paving process improvements and equipment advancements will expedite and automate PCC 

pavement rehabilitation and construction, resulting in high-quality concrete pavements, reduced waste, 

and safer working environments. 

Track Objectives 

1. Develop batching equipment that will produce better quality concrete mixes by optimizing the 

materials used and allowing rapid adjustment of mix proportions. 

2. Improve paving techniques and equipment to produce higher quality concrete pavements, while 

optimizing material use and reducing construction time and processes. 

3. Improve techniques for curing, texturing, and jointing concrete pavements, while allowing pavements 

to be opened to traffic more quickly. 

4. Improve equipment and techniques for expedited subbase stabilization and subdrain installation. 
Track 5 (EA) 200 

 

5. Develop equipment for rapid in place reconstruction of concrete pavements using existing/recycled 

materials. 

6. Improve and automate techniques and equipment for rapid CPR. 

7. Introduce contractors and owner-agencies to new advanced equipment and help them purchase such 

equipment. 

Research Gaps 

• Lack of formal partnering that justifies equipment development economics. 

• Lack of framework and justification for automation technology. 

• Lack of incentives to develop innovative and durable equipment. 

• Lack of automated material/concrete property characterization. 

• Lack of knowledge about advancing higher order use of recycled concrete materials. 

• Lack of a continuing working relationship among equipment manufacturers, contractors, and State 

highway agencies. 

Research Challenges 

• Develop advanced automated equipment that contractors and owner-agencies can afford to invest in 

and bring the equipment industry and the State highway agencies together to work strategically in a 

cost-sharing atmosphere. 

• Develop equipment that will automate construction processes but still allow human intervention to 

make necessary adjustments and to assure that the workforce is trained effectively. 

• Develop equipment and techniques that are practical to use and durable under construction conditions 

and establish performance specifications that allow the use of innovative equipment. 

• Identify the effect of material properties (e.g., aggregate shape and texture) and concrete properties 

(e.g., rheology) on pavement performance and determine how these properties can be identified using 

automated equipment. 

• Determine the usability of recycled materials in light of long-term pavement performance, learn how 

to properly crush and grade the recycled material, and find innovative uses for the fines. 

• Establish long-term relationships that jointly define the potential equipment advancement market and 

determine ways to breakdown evaluation processes at State borders. 
 201 Track 5 (EA) 

Research Track 5 (EA) Phasing 

The horizontal bar chart in figure 5 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 5. Track 5 (EA) subtrack and problem statement phasing chart. 
Track 5 (EA) 202 

 

Research Track 5 (EA) Estimated Costs 

Table 24 shows the estimated costs for this research track. 

Table 24. Research track 5 (EA) estimated costs. 

Problem Statement Estimated Cost 

Subtrack EA 1. Concrete Batching and Mixing Equipment 

EA 1.0. Framework for Concrete Batching and Mixing Equipment (Subtrack EA 1) $150 k 

EA 1.1. High-Efficiency Concrete Batching $250 k–$500 k 

EA 1.2. Automated Aggregate Feed Sensing: Moisture, Gradation, Shape, and Texture $500 k–$1 M 

Subtrack EA 2. Concrete Placement Equipment 

EA 2.0. Framework for Concrete Placement Equipment (Subtrack EA 2) $200 k 

EA 2.1. Stringless Concrete Paving $1 M-$2 M 

EA 2.2. Roller-Compacted Concrete Paving $250 k–$500 k 

EA 2.3. Zero-Clearance Paving $500 k–$1 M 

EA 2.4. Two-Course Concrete Paving $1 M–$2 M 

EA 2.5. Automated Material Sensing and Equipment Adjustments $2 M–$5 M 

EA 2.6. Fully Automated One-Pass Paving $2 M–$5 M 

Subtrack EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

EA 3.0. Framework for Concrete Pavement Curing, Texturing, and Jointing Equipment (Subtrack EA 3) $150 k 

EA 3.1. High-Speed, Early, and Efficient Concrete Pavement Jointing $1 M–$2 M 

EA 3.2. Advanced Concrete Pavement Surface Texturing Equipment $1 M–$2 M 

EA 3.3. Accelerated Concrete Hydration Equipment $1 M–$2 M 

EA 3.4. Advanced Concrete Pavement Joint Forming $500 k–$1 M 

Subtrack EA 4. Concrete Pavement Foundation Equipment 

EA 4.0. Framework for Concrete Pavement Foundation Equipment (Subtrack EA 4) $150 k 

EA 4.1. Rapid Subgrade/Subbase Stabilization $1 M–$2 M 

EA 4.2. Automated Subdrain Installation in Concrete Pavement Construction $1 M–$2 M 

Subtrack EA 5. Concrete Pavement Reconstruction Equipment 

EA 5.0. Framework for Concrete Pavement Reconstruction Equipment (Subtrack EA 5) $200 k 

EA 5.1. High-Speed, In Situ PCC Pavement Breakup, Removal, and Processing $2 M–$5 M 

EA 5.2. Recycled Concrete Processing/Improvement $1 M–$2 M 

EA 5.3. High-Speed, In Situ, One-Pass, Full Concrete Pavement Reconstruction $2 M–$5 M 

Subtrack EA 6. Concrete Pavement Restoration Equipment 

EA 6.0. Framework for Concrete Pavement Restoration Equipment (Subtrack EA 6) $150 k 

EA 6.1. Rapid, High-Production Concrete Pavement Grinding $1 M–$2 M 

EA 6.2. Automated Concrete Pavement Crack Sensing and Sealing $500 k–$1 M 

EA 6.3. Fully Automated Concrete Pavement Restoration Equipment $1 M–$2 M 

Subtrack EA 7. Advanced Equipment Evaluation and Implementation 

EA 7.0. Framework for Advanced Equipment Evaluation and Implementation (Subtrack EA 7) $150 k 

EA 7.1. Advanced Concrete Paving Equipment Workshops and Demonstrations $2 M–$5 M 

EA 7.2. Concrete Paving Equipment Purchases for States $2 M–$5 M 

Track 5 (EA)

Total $25.65 M–$56.15 M 
 203 Track 5 (EA) 

Track Organization: Subtracks and Problem Statements 

Track 5 (EA) problem statements are grouped into seven subtracks: 

• Subtrack EA 1. Concrete Batching and Mixing Equipment. 

• Subtrack EA 2. Concrete Placement Equipment. 

• Subtrack EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment. 

• Subtrack EA 4. Concrete Pavement Foundation Equipment. 

• Subtrack EA 5. Concrete Pavement Reconstruction Equipment. 

• Subtrack EA 6. Concrete Pavement Restoration Equipment. 

• Subtrack EA 7. Advanced Equipment Evaluation and Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
Track 5 (EA) 204 

 

SUBTRACK EA 1. CONCRETE BATCHING AND MIXING EQUIPMENT 

This subtrack focuses on the batch plant operation, looking for joint ventures with industry to design the 

next generation of batching equipment. Table 25 provides an overview of this subtrack. 

Table 25. Subtrack EA 1 overview. 

Problem Statement Estimated Cost Products Benefits 

EA 1.0. Framework for 

Concrete Batching and 

Mixing Equipment 

(Subtrack EA 1) 

$150 k A validated, sequenced, and 

detailed research framework 

for this subtrack. 

An effective, coordinated, and 

productive research program. 

EA 1.1. HighEfficiency Concrete 

Batching 

$250 k–$500 k More efficient batching 

techniques and equipment. 

More efficient batching techniques 

and equipment that use materials 

better, produce higher quality concrete 

mixes, and allow for automatic 

adjustments to concrete mixes. 

EA 1.2. Automated 

Aggregate Feed 

Sensing: Moisture, 

Gradation, Shape, and 

Texture 

$500 k–$1 M Automated, high-speed 

aggregate property 

classification techniques and 

equipment. 

Automated aggregate classification, 

allowing concrete mixes to be finetuned automatically based on the 

aggregate properties and allowing 

immediate approval or rejection of a 

given material, resulting in higher 

quality concrete mixes. 
 205 Track 5 (EA) 

Problem Statement EA 1.0. Framework for Concrete Batching and Mixing Equipment 

(Subtrack EA 1) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 1. Concrete Batching and Mixing Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack EA 1 (Concrete Batching and Mixing Equipment) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 1 (Concrete Batching and Mixing Equipment), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 1 (Concrete Batching 

and Mixing Equipment). 
Track 5 (EA) 206 

 

Problem Statement EA 1.1. High-Efficiency Concrete Batching 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 1. Concrete Batching and Mixing Equipment 

Approximate Phasing: Years 3–8 

Estimated Cost: $250 k–$500 k 

Concrete pavement mixes are evolving continually, becoming more complex as new admixtures are 

added to produce a better product. More complex mixes require greater attention to mix batching to 

ensure that proper equipment is being used and that the mixer is charged with the right proportion of each 

material at the proper time. For example, with newer, more complex mixes, the rheological mix properties 

must meet the specified requirements for the particular application ( slipform paving, fixed-form paving), 

because rheological properties can affect significantly the efficiency of the paving operation and the 

quality of the finished product. More efficient batching processes that also can be adjusted automatically 

are needed. For example, a passing cold front during a paving operation may prompt the contractor to 

reduce the amount of fly ash in the mix to account for the changing climatic conditions. New, efficient 

batching processes will allow this type of adjustment without delaying delivery of the fresh concrete. In 

addition, alternative batching techniques, such as on-grade ultrasonic concrete mixers that mix the 

concrete at the paving operation rather than at a central batch plant to improve paving efficiency, need to 

be examined. 

Tasks: 

1. Identify the most commonly used batching operations for concrete paving projects. 

2. Identify current batching operation limitations based on contractor and owner-agency experience. 

3. Work with contractors and industry (batch plant manufacturers, paving machine manufacturers) to 

modify or develop existing or new batching equipment that will permit automatic adjustments. 

4. Identify alternative batching techniques (such as on-grade ultrasonic mixers) that could improve 

paving efficiency and quality. 

5. Recommend new batching equipment or modifications to existing equipment as well as alternative 

batching techniques. 

Benefits: More efficient batching techniques and equipment that use materials better, 

produce higher quality concrete mixes, and allow for automatic adjustments to 

concrete mixes. 

Products: More efficient batching techniques and equipment. 

Implementation: This research will recommend new batching equipment or modifications to 

existing equipment as well as alternative batching techniques. 
 207 Track 5 (EA) 

Problem Statement EA 1.2. Automated Aggregate Feed Sensing: Moisture, Gradation, Shape, and 

Texture

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 1. Concrete Batching and Mixing Equipment 

Approximate Phasing: Years 3–9 

Estimated Cost: $500 k–$1 M 

Aggregate properties, such as shape, texture, moisture content, and gradation, significantly influence the 

packing and bonding characteristics of coarse aggregates as well as the rheological properties of concrete 

mixes. For example, elongated and flaky aggregates do not pack together in a concrete mix as well as 

rounded aggregates. Smooth, rounded aggregates do not bond as strongly as crushed aggregates with 

jagged, fractured faces. Well-graded aggregates tend to produce more workable mixes with better 

durability. Aggregates with a higher moisture content than predicted produce a mix with a lower watercement ratio, which can weaken hardened concrete and reduce its durability. 

These examples suggest that better understanding the aggregate properties is important for paving 

operations and pavement performance. Digital imaging processing techniques have been developed for 

aggregate sample scanning and shape and texture analysis. However, current technology is timeconsuming and expensive, and the equipment may not be suited for use at a batch plant or quarry. 

Therefore, research that improves imaging equipment efficiency or develops new technology is needed so 

that a large sample of aggregate can be scanned and analyzed quickly. Sieve analyses and moisture 

content measurements accurately depict aggregate gradation and moisture content, respectively, but both 

can be time-consuming and represent a small sample of the aggregate used for a given project. 

Techniques that can quickly determine the gradation and moisture content of a much larger aggregate 

sample could benefit concrete paving projects. New technologies such as these will help contractors and 

owner-agencies quickly determine the suitability of a given aggregate. The aggregate then can be either 

rejected or reprocessed (i.e., crushed) or the pay factor adjusted before the aggregate is used in a concrete 

mix. 

Tasks: 

1. Identify aggregate properties (shape, texture, moisture content, gradation) that affect concrete mix 

properties and pavement performance. 

2. Identify existing techniques for determining aggregate shape, texture, gradation, and moisture content 

and the advantages and disadvantages of each. 

3. Modify or develop new or existing equipment to scan large aggregate samples rapidly. 

4. Conduct field trials or case studies with existing (modified) or new equipment. 

Benefits: Automated aggregate classification, allowing concrete mixes to be automatically 

fine-tuned based on the aggregate properties and allowing immediate approval or 

rejection of a given material, resulting in higher quality concrete mixes. 

Products: Automated, high-speed aggregate property classification techniques and 

equipment. 

Implementation: This research will result in new equipment for faster classification of aggregate 

properties in the field. 
Track 5 (EA) 208 

 

SUBTRACK EA 2. CONCRETE PLACEMENT EQUIPMENT 

This subtrack focuses on the placement equipment, looking for joint ventures with industry to design the 

next generation of batching equipment. It also addresses new construction processes that depend on 

equipment. Table 26 provides an overview of this subtrack. 

Table 26. Subtrack EA 2 overview. 

Problem Statement Estimated Cost Products Benefits 

EA 2.0. Framework for 

Concrete Placement 

Equipment (Subtrack 

EA 2) 

$200 k A validated, sequenced, and 

detailed research framework 

for this subtrack. 

An effective, coordinated, and 

productive research program. 

EA 2.1. Stringless 

Concrete Paving 

$1 M-$2 M Stringless concrete paving 

technology and equipment. 

Stringless paving technology that will 

eliminate common pavement 

smoothness issues, such as chord 

effects, sag effects, and random survey 

effects, and improve paving efficiency. 

EA 2.2. RollerCompacted Concrete 

Paving 

$250 k–$500 k Guidelines and 

recommendations for using 

roller-compacted concrete 

(RCC) in highway pavements. 

Guidelines and recommendations that 

can help construct durable, highstrength RCC pavements, possibly 

beginning with pilot projects and 

eventually progressing toward urban 

highway pavements. 

EA 2.3. Zero-Clearance 

Paving 

$500 k–$1 M Advancements in zero- or 

minimum-clearance paving 

equipment. 

Zero- or minimum-clearance paving 

machines that will enhance the 

flexibility of PCC paving, permitting 

slipform paving next to fixed barriers 

and eliminating the need for widening 

the paver tracks. 

EA 2.4. Two-Course 

Concrete Paving 

$1 M–$2 M Guidelines and 

recommendations for twocourse paving construction 

procedures. 

Guidelines and recommendations that 

can be used for constructing twocourse concrete pavements, beginning 

with pilot projects and progressing to 

urban highway pavements. 

EA 2.5. Automated 

Material Sensing and 

Equipment 

Adjustments 

$2 M–$5 M Fully automated, material 

sensing concrete paving 

equipment. 

Material sensing paving equipment 

that will detect changes in concrete 

rheological properties as it is fed into 

the paver and automatically adjust 

paver speed, vibration, and extrusion 

pressure, resulting in better quality 

concrete pavement. 

EA 2.6. Fully 

Automated One-Pass 

Paving 

$2 M–$5 M One-pass concrete paving 

equipment. 

One-pass paving equipment that will 

perform all processes in a single pass, 

including concrete placement, 

finishing, texturing, curing, and 

jointing, making adjustments 

automatically and resulting in a very 

efficient paving operation. 
 209 Track 5 (EA) 

Problem Statement EA 2.0. Framework for Concrete Placement Equipment (Subtrack EA 2) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack EA 2 (Concrete Placement Equipment) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As the funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 2 (Concrete Placement Equipment), modify as 

appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 2 (Concrete 

Placement Equipment). 
Track 5 (EA) 210 

 

Problem Statement EA 2.1. Stringless Concrete Paving 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 2–8 

Estimated Cost: $1 M–$2 M 

Modern concrete paving construction conventionally uses physical guidance systems, such as stringlines, 

for the slipform pavers. However, several drawbacks of using the stringline system may mar the finished 

pavement surface (e.g., the chord effect, sag effect, and random survey effect). Although the adverse 

impacts of the stringline system may be mitigated with stringline length optimization techniques, another 

solution uses stringless technologies. Stringless paving is not a new idea—it often is used to construct 

asphalt pavement, and various stringless paving technologies have been developed, tested, and improved 

in the past decade. However, stringless paving is still a fairly new technology, and only limited slipform 

pavers have been used in experiments with stringless technologies. Developing stringless paving 

technologies commonly begins with collecting survey data and building a database, such as the 

Geographic Information System (GIS). Computer-aided design and modeling for the pavement system 

follows. A noncontact guidance system then ties the paving surface to the 3D GIS and guides the 

movements of all paving equipment during construction. Noncontact sensors can be either GPS- or laserbased. Stringless paving research shows that laser-based sensors are more accurate, with a vertical 

deviation of 10 millimeters (mm) (0.4 inch). To achieve stringless paving successfully, the survey data 

and onsite guidance system must update the equipment’s position quickly. A good system deviation may 

be 2.5 mm (0.1 inch) vertically and 5.1 mm (0.2 inch) horizontally. Despite the limited success mentioned 

above, achieving the target vertical control deviation when paving through horizontal/vertical curves and 

superelevated sections is difficult. 

This research will explore better guidance systems to improve stringless concrete paving technologies, 

even for paving at horizontal/vertical curves and superelevation. The TRIZ system, an algorithm known 

for systematic innovation and technical creativity, is recommended to achieve the research goals. This 

research also will demonstrate the system for future concrete technology innovation. 

Tasks: 

1. Identify existing stringless paving technology for PCC pavements. 

2. Identify advantages and disadvantages of existing technology and places for improvement. 

3. Work with owner-agencies and industry representatives to modify existing equipment or develop new 

equipment for stringless paving. 

4. Conduct field trials of the improved technology and recommend further refinement. 

Benefits: Stringless paving technology that will eliminate common pavement smoothness 

issues, such as chord effects, sag effects, and random survey effects, and improve 

paving efficiency. 

Products: Stringless concrete paving technology and equipment. 

Implementation: This work will develop stringless concrete paving equipment. 
 211 Track 5 (EA) 

Problem Statement EA 2.2. Roller-Compacted Concrete Paving

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 3–6 

Estimated Cost: $250 k–$500 k 

RCC has been used in concrete pavements for many years, primarily in industrial areas such as shipping 

yards, in which heavy wheel loads are common and pavement smoothness is not a concern. RCC has 

proven to be a very durable, high-strength paving material for these applications, and placement 

techniques now use common equipment similar to HMA paving machines. RCC pavement’s poor 

smoothness characteristics have made contractors reluctant to use RCC for highway pavement 

applications. However, recent advancements in diamond grinding technology and improvements to 

slipform paving equipment indicate that RCC should be examined more thoroughly for highway 

pavement applications. Improved durability, reduced permeability, and reduced slab thickness make RCC 

an appealing alternative for highway pavement applications. This research will explore the feasibility of 

using RCC for highway facilities in light of new advancements in pavement technology. 

Tasks: 

1. Identify projects that have used RCC pavement, documenting design details, materials, construction 

procedures, and problems with the materials or construction. 

2. Identify potential issues associated with using RCC for highway pavements. 

3. Identify potential solutions that make RCC viable for highway pavements. 

4. Work with owner-agencies to develop RCC pavement pilot projects. 

5. Develop guidelines and recommendations for using RCC in highway pavements. 

Benefits: Guidelines and recommendations that can help construct durable, high-strength 

RCC pavements, possibly beginning with pilot projects and eventually 

progressing toward urban highway pavements. 

Products: Guidelines and recommendations for using RCC in highway pavements. 

Implementation: This research will result in guidelines and recommendations for using RCC in 

highway pavements. 
Track 5 (EA) 212 

 

Problem Statement EA 2.3. Zero-Clearance Paving

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 4–7 

Estimated Cost: $500 k–$1 M 

Zero-clearance (or minimum-clearance) pavers often are required next to fixed objects, such as median 

barriers or guardrails. Although most HMA pavers are zero-clearance pavers, the size and weight of PCC 

slipform pavers make zero (or minimum) clearance very difficult. However, because such paving 

equipment always will be needed, this technology must be developed further. This research will examine 

the requirements for zero-clearance pavers, the current technology, and refinements to existing 

technology or new developments needed for zero-clearance paving applications. 

Tasks: 

1. Identify available zero- or minimum-clearance paving equipment and its limitations. 

2. Identify contractor and owner-agency requirements for zero-clearance paving. 

3. Work with contractors and industry representatives to modify existing equipment or develop new 

equipment for zero-clearance paving. 

4. Work with owner-agencies and contractors to conduct case studies or pilot projects to evaluate any 

new or refined zero-clearance pavers. 

Benefits: Zero- or minimum-clearance paving machines that will enhance the flexibility of 

PCC paving, permitting slipform paving next to fixed barriers and eliminating 

the need for wider paver tracks. 

Products: Advancements in zero- or minimum-clearance paving equipment. 

Implementation: This work will result in new or modified equipment for zero-clearance paving. 
 213 Track 5 (EA) 

Problem Statement EA 2.4. Two-Course Concrete Paving

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 5–9 

Estimated Cost: $1 M–$2 M 

Two-course concrete pavements can reduce construction costs while providing a pavement performance 

equal to or greater than that of conventional concrete pavement. Recent advances in ultrathin 

whitetopping (UTW) have shown that a durable, high-strength concrete surface has advantages in highstress areas. Some sections of two-course pavement have been constructed in the United States, but these 

sections have not been analyzed (or the results have not been distributed to a large audience of pavement 

specifiers). For example, a 1993 European demonstration in Michigan was a two-course construction 

pavement. However, followup studies have not been conducted to determine project performance. Also, 

RCC for the lower course of a two-course system has not been researched. 

Tasks: 

1. Identify two-course pavements that have been constructed in the United States and abroad, 

documenting materials, construction techniques, and performance. 

2. Identify advantages and disadvantages of the various two-course paving techniques. 

3. Identify needs or applications for two-course paving from owner-agencies. 

4. Develop recommendations for two-course paving materials and construction procedures. 

5. Work with owner-agencies to develop case studies or pilot projects that use two-course paving 

techniques. 

Benefits: Guidelines and recommendations that can be used for constructing two-course 

concrete pavements, beginning with pilot projects and progressing to urban 

highway pavements. 

Products: Guidelines and recommendations for two-course concrete paving construction 

procedures. 

Implementation: This research will recommend two-course concrete paving materials and 

construction procedures. 
Track 5 (EA) 214 

 

Problem Statement EA 2.5. Automated Material Sensing and Equipment Adjustments 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 4–10 

Estimated Cost: $2 M–$5 M 

Rheological concrete properties greatly affect slipform paving operations. slipform paving machines 

extrude concrete, making it necessary to fluidize the material while forcing it through the mold (pan). 

Variations in concrete properties, such as workability, can alter the extrusion effectiveness and vary 

pavement shape and smoothness results. These variations also affect the timing of finishing, surface 

texturing, and curing. To maintain consistent extrusion pressures and improve slipforming results, it is 

necessary to identify concrete’s rheological properties and use this information as feedback for the 

slipform paving machine. The speed, vibration, and extrusion pressure of the paving machine and the 

timing of other operations then can be adjusted for the varying concrete mix properties. The more 

automated this process is, the less human error will be a factor, and the more quickly adjustments can be 

made. First, research must determine the optimal operating ranges for paving machines and the timing of 

paving operations for concrete mixes with varying rheological properties. This information then can be 

used to program paving trains to adjust speed and timing automatically based on concrete properties. In 

addition, techniques for automatically measuring or detecting concrete rheological properties need to be 

developed. These techniques will allow for a fully automated paving process that will check concrete 

properties continuously and adjust the operation as necessary. 

Tasks: 

1. Identify concrete mix properties that affect slipform paving operations. 

2. Determine optimal operating ranges (speed, vibration, extrusion pressure, timing of finishing, 

texturing, and curing) for common slipform pavers based on varying concrete rheological properties. 

3. Develop semiautomated or fully automated techniques for measuring the rheological properties of 

fresh concrete deposited in front of the paver. 

4. Work with industry representatives and paving contractors to modify paving equipment to adjust the 

operation automatically based on concrete properties. 

5. Work with industry representatives and owner-agencies to conduct pilot projects or field trials using 

the automated equipment. 

Benefits: Material sensing paving equipment that will detect changes in concrete 

rheological properties as it is fed into the paver and make automatic adjustments 

to paver speed, vibration, and extrusion pressure, resulting in better quality 

concrete pavement. 

Products: Fully automated, material sensing concrete paving equipment. 

Implementation: This work will fully automate paving equipment that can measure concrete 

properties and adjust the paving operations based on those properties. 
 215 Track 5 (EA) 

Problem Statement EA 2.6. Fully Automated One-Pass Paving 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 2. Concrete Placement Equipment 

Approximate Phasing: Years 7–10 

Estimated Cost: $2 M–$5 M 

Several components constitute a typical paving operation, including concrete placement, finishing, 

texturing (turf drag or tining), curing, and joint sawcutting. These processes usually are separate from 

each other, often slowing the paving operation and preventing the pavement from being opened to traffic 

quickly. Incorporating these numerous, independent paving activities into a single automated one-pass 

process should be explored further. To meet fast-track criteria, dowels and tie bars could be vibrated in, 

the joint grooves could be formed into the fresh concrete, and the surface texturing and curing would 

follow immediately. No subsequent operations behind the slipform operation would be required. 

Tasks: 

1. Identify existing automated processes for slipform paving operations (automatic dowel bar/tie bar 

inserters, automatic finishers, etc.). 

2. Develop new techniques for other automated slipform paving processes (such as joint forming). 

3. Work with slipform industry representatives and contractors to integrate all processes into an 

automated one-pass operation. 

4. Work with contractors and owner-agencies to conduct pilot projects using one-pass slipform 

equipment. 

Benefits: One-pass paving equipment that will perform all processes in a single pass, 

including concrete placement, finishing, texturing, curing, and jointing, making 

adjustments automatically and resulting in a very efficient paving operation. 

Products: One-pass concrete paving equipment. 

Implementation: This work will result in automated one-pass concrete paving equipment. 
Track 5 (EA) 216 

 

SUBTRACK EA 3. CONCRETE PAVEMENT CURING, TEXTURING, AND JOINTING 

EQUIPMENT 

This subtrack focuses on the key behind-the-paver equipment. It aims to advance the state of the art 

beyond labor-intensive operations to improve quality, speed, and cost-effectiveness. Table 27 provides an 

overview of this subtrack. 

Table 27. Subtrack EA 3 overview. 

Problem Statement Estimated 

Cost Products Benefits 

EA 3.0. Framework for 

Concrete Pavement 

Curing, Texturing, and 

Jointing Equipment 

(Subtrack EA 3) 

$150 k A validated, sequenced, and detailed 

research framework for this 

subtrack. 

An effective, coordinated, and productive 

research program. 

EA 3.1. High-Speed, 

Early, and Efficient 

Concrete Pavement 

Jointing 

$1 M–$2 M High-speed jointing equipment for 

early-age concrete and/or best 

practice recommendations for 

sawcutting. 

New techniques and equipment for early 

jointing and recommendations for 

sawcutting to ensure that joints are cut 

cleanly at the earliest possible time; 

improved joints that result in better 

pavement performance. 

EA 3.2. Advanced 

Concrete Pavement 

Surface Texturing 

Equipment 

$1 M–$2 M New equipment for surface 

texturing. 

New surface texturing equipment and 

techniques that will meet consistent skid 

resistance, tire-pavement noise, and 

rideability requirements without 

compromising the pavement surface 

integrity. 

EA 3.3. Accelerated 

Concrete Hydration 

Equipment 

$1 M–$2 M Equipment for accelerating the 

hydration of PCC pavements. 

Accelerated hydration techniques that 

allow joints to be cut sooner and permit 

earlier opening to traffic without using 

exotic, fast-setting mixes. 

EA 3.4. Advanced 

Concrete Pavement Joint 

Forming 

$500 k–$1 M New equipment or techniques for 

forming joints. 

New techniques and equipment for 

forming joints that will improve joint 

quality and allow for earlier jointing, 

resulting in better joint control and 

performance. 
 217 Track 5 (EA) 

Problem Statement EA 3.0. Framework for Concrete Pavement Curing, Texturing, and Jointing 

Equipment (Subtrack EA 3) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack EA 3 (Concrete Pavement Curing, Texturing, and Jointing Equipment) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 3 (Concrete Pavement Curing, Texturing, and 

Jointing Equipment), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 3 (Concrete Pavement 

Curing, Texturing, and Jointing Equipment). 
Track 5 (EA) 218 

 

Problem Statement EA 3.1. High-Speed, Early, and Efficient Concrete Pavement Jointing 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M 

Joints can affect PCC structural and functional pavement performance significantly, making jointing a 

critical process in pavement construction. While many techniques can be used, such as inserts and hand 

grooving, sawcutting has been the predominant technique due to the end product’s high quality and 

relatively low cost. However, sawcutting requires special considerations. From a construction standpoint, 

sawcutting joints as quickly as possible opens the pavement to traffic more quickly. However, sawcutting 

the joints too soon causes raveling distress along the joint, while uncontrolled cracking may develop if 

joints are cut too late. Also, sawcut depth is usually specified as one-third or one-fourth of the pavement 

depth to ensure that cracks form at predetermined locations, but this depends on the maximum aggregate 

size used, among other factors. Previous efforts have developed guidelines to determine the sawcutting 

window and optimum depth, but no standard procedures or guidelines have been adopted. Additionally, 

new jointing techniques/technologies must be considered if the construction windows are to be narrowed 

further. Research that fully examines and documents sawcutting and alternative high-speed jointing 

techniques is needed to prevent delays in opening the pavement to traffic. 

Tasks: 

1. Identify previously used, early-age jointing techniques, documenting advantages and disadvantages of 

the different techniques. 

2. Identify pavement sections that have used each of the jointing techniques and document joint 

performance. 

3. Work with industry and contractors to modify existing early-age jointing techniques or develop new 

ones. 

4. Develop recommendations and/or best practice guidelines for high-speed, early-age jointing 

techniques. 

5. Work with owner-agencies and contractors to evaluate new jointing techniques on pilot projects. 

Benefits: New techniques and equipment for early jointing and recommendations for 

sawcutting to ensure that joints are cut cleanly at the earliest possible time; 

improved joints that result in better pavement performance. 

Products: High-speed jointing equipment for early-age concrete and/or best practice 

recommendations for sawcutting. 

Implementation: This work will recommend best practice guidelines for high-speed, early-age 

jointing techniques. 
 219 Track 5 (EA) 

Problem Statement EA 3.2. Advanced Concrete Pavement Surface Texturing Equipment 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

Approximate Phasing: Years 5–8 

Estimated Cost: $1 M–$2 M 

Surface texture is a critical aspect of concrete pavements, affecting safety, tire-pavement noise, and 

rideability. Surface texture provides skid resistance—particularly important in wet driving conditions—

and can even channel water away from the pavement-tire interface, in the case of tining. However, 

surface texture also increases tire-pavement noise and degrades rideability if not properly constructed. 

Unfortunately, some of the best surface textures for providing skid resistance also can be the noisiest and 

the most difficult to construct properly. 

This research will investigate new surface texturing equipment and techniques that provide the desired 

balance of skid resistance, low noise levels, and rideability. Texturing equipment should provide a 

consistent surface texture soon after finishing the pavement surface. Also, surface texturing techniques 

should not compromise the concrete surface integrity. 

Tasks: 

1. Identify commonly used surface texturing techniques and equipment and their limitations. 

2. Identify new, documented surface texturing techniques and equipment to improve skid resistance, 

reduce tire-pavement noise, and improve rideability. 

3. Determine typical characteristics (skid resistance, tire-pavement noise, rideability) documented for 

each technique. 

4. Work with contractors and industry to develop and/or apply new surface texturing equipment and 

techniques. 

5. Develop recommendations for new use of surface texturing techniques and equipment. 

6. Work with owner-agencies and contractors to evaluate new techniques and equipment using pilot 

projects. 

Benefits: New surface texturing equipment and techniques that will meet consistent skid 

resistance, tire-pavement noise, and rideability requirements without 

compromising the pavement surface integrity. 

Products: New equipment for surface texturing. 

Implementation: This work will result in surface texturing equipment and/or techniques and 

recommendations for their use. 
Track 5 (EA) 220 

 

Problem Statement EA 3.3. Accelerated Concrete Hydration Equipment 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

Approximate Phasing: Years 5–8 

Estimated Cost: $1 M–$2 M 

Accelerating PCC hydration will allow the material to reach its required strength faster. For PCC 

pavements, accelerating the hydration process will help the pavement to be finished, textured, jointed, and 

cured more quickly, allowing it to open to traffic earlier. Techniques for accelerating hydration should be 

explored further so they can be applied to fast-track PCC paving operations. Microwave-induced setting 

is one such technique that instantly heats the concrete internally to initiate the setting, allowing finishing, 

jointing, texturing, and curing to be completed in the trailing forms and eliminating the need to return for 

joint sawing. Induction heating, which heats steel fibers in the concrete mixture with an externally applied 

electric current, is another technique that can accelerate setting. 

Tasks: 

1. Identify accelerated hydration techniques and equipment that could be applied to concrete pavement 

construction. 

2. Determine the advantages and disadvantages of each technique, analyzing the cost versus benefit and 

investigating the effects of accelerated hydration on PCC pavement performance. 

3. Work with contractors and industry representatives to develop techniques/equipment for accelerated 

hydration. 

4. Work with owner-agencies and contractors to develop pilot studies for implementing accelerated 

hydration on PCC pavement projects. 

Benefits: Accelerated hydration techniques that allow joints to be cut sooner and permit 

earlier opening to traffic without using exotic, fast-setting mixes. 

Products: Equipment for accelerating the hydration of PCC pavements. 

Implementation: This work will result in accelerated hydration techniques/equipment for PCC 

pavement construction. 
 221 Track 5 (EA) 

Problem Statement EA 3.4. Advanced Concrete Pavement Joint Forming 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 3. Concrete Pavement Curing, Texturing, and Jointing Equipment 

Approximate Phasing: Years 8–10 

Estimated Cost: $500 k–$1 M 

Sawcutting long has been the preferred method for forming contraction joints in PCC pavements. 

Lightweight, early-entry saws have been developed; these allow the contractor to sawcut joints much 

earlier than did previous saws However, because concrete saws are rotary, raveling and spalling often can 

result, even if the concrete has hardened sufficiently. Sawcutting is also time-consuming and can give 

variable results, depending on the saw operator. 

This research will investigate advanced joint cutting techniques. Laser cutting, water jets, or other highenergy techniques may provide much better results under a more controlled process. Low-tech solutions 

such as the bobsled also might be refined in this research. New techniques should provide better, more 

consistent results for early-age joint cutting. Ideally, new techniques will permit joint cutting immediately 

after surface texturing, allowing a one-pass paving process. 

Tasks: 

1. Identify techniques and equipment that could be used for early-age concrete joint forming. 

2. Evaluate new techniques/equipment for their applicability to concrete pavement jointing, including 

speed, cutting consistency, and cost. 

3. Work with industry and contractors to apply new jointing techniques and equipment to paving 

operations. 

4. Work with contractors and owner-agencies to develop pilot projects that use the new jointing 

techniques and equipment. 

Benefits: New techniques and equipment for forming joints that will improve joint quality 

and allow for earlier jointing, resulting in better joint control and performance. 

Products: New equipment or techniques for forming joints. 

Implementation: This work will result in new techniques and/or equipment for forming joints that 

are suitable for early-age concrete pavement. 
Track 5 (EA) 222 

 

SUBTRACK EA 4. CONCRETE PAVEMENT FOUNDATION EQUIPMENT 

This subtrack focuses on ways to place and control the foundation elements, including ways to mechanize 

the placement of subdrains. Table 28 provides an overview of this subtrack. 

Table 28. Subtrack EA 4 overview. 

Problem Statement Estimated 

Cost Products Benefits 

EA 4.0. Framework for 

Concrete Pavement 

Foundation Equipment 

(Subtrack EA 4) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

EA 4.1. Rapid 

Subgrade/Subbase 

Stabilization 

$1 M–$2 M New techniques and equipment for 

rapid subgrade/subbase stabilization. 

Rapid subgrade/subbase stabilization 

that will allow subgrade/subbase support 

to be repaired and restored before 

placing new pavement in a short 

construction window. 

EA 4.2. Automated 

Subdrain Installation in 

Concrete Pavement 

Construction 

$1 M–$2 M New techniques and equipment for 

automated subdrain installation. 

Automated subdrain installation that 

permits the process to be completed in a 

single pass immediately in front of the 

paver, thus expediting construction. 
 223 Track 5 (EA) 

Problem Statement EA 4.0. Framework for Concrete Pavement Foundation Equipment 

(Subtrack EA 4) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 4. Concrete Pavement Foundation Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack EA 4 (Concrete Pavement Foundation Equipment) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 4 (Concrete Pavement Foundation Equipment), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 4 (Concrete Pavement 

Foundation Equipment). 
Track 5 (EA) 224 

 

Problem Statement EA 4.1. Rapid Subgrade/Subbase Stabilization 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 4. Concrete Pavement Foundation Equipment 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M 

One of the problems with fast-track paving (i.e., overnight construction using fast-setting/high-early 

strength or precast concrete) is stabilizing the existing base material. The pavements being replaced often 

have deteriorated due to problems with the base material, such as pumping or swelling, resulting in voids 

beneath the pavement. Using conventional paving techniques, the base material can be replaced or treated 

(cement/lime/asphalt stabilization) to mitigate these problems. Unfortunately, most existing stabilization 

techniques cannot be completed in a short (e.g., overnight) construction window because many materials 

currently used for stabilization cannot be used for overnight stabilization processes. Therefore, research 

should develop rapid base stabilization and restoration techniques that can be completed within short 

construction windows. This may require new equipment for rapid stabilization or even new materials. The 

techniques developed should be able to be incorporated into a one pass pavement removal and 

replacement operation that uses high-early strength or precast concrete. 

Tasks: 

1. Identify existing stabilization materials and techniques. 

2. Evaluate existing stabilization materials and techniques for their applicability to rapid stabilization 

(i.e., overnight and one-pass operations). 

3. Work with contractors and industry representatives to modify or develop new equipment and 

materials for rapid stabilization. 

4. Work with contractors and owner-agencies to develop pilot studies that use rapid stabilization 

techniques and materials. 

Benefits: Rapid subgrade/subbase stabilization that will allow subgrade/subbase support to 

be repaired and restored before placing new pavement in a short construction 

window. 

Products: New techniques and equipment for rapid subgrade/subbase stabilization. 

Implementation: This research will result in new techniques, equipment and/or materials for rapid 

stabilization. 
 225 Track 5 (EA) 

Problem Statement EA 4.2. Automated Subdrain Installation in Concrete Pavement Construction 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 4. Concrete Pavement Foundation Equipment 

Approximate Phasing: Years 8–10 

Estimated Cost: $1 M–$2 M 

While certain regions of the United States require pavement subdrains, installing these subdrains is often 

costly and time-consuming. Research is needed to explore ways to install subdrains quickly and 

efficiently during the paving operation. Ideally, automated installation equipment would install the 

subdrains immediately in front of the paving operation, eliminating the need for two separate construction 

processes and additional construction time. Subdrain installation would thus be a one-pass operation that 

includes excavation, drain installation, and backfilling. 

Tasks: 

1. Identify typical subdrain specifications required by owner-agencies and viable new subdrain 

specifications. 

2. Work with contractors and industry representatives to develop automated subdrain installation 

equipment that could be completed in one pass in front of the paving operation. 

3. Work with owner-agencies and contractors to develop pilot projects that demonstrate automated 

subdrain installation. 

Benefits: Automated subdrain installation that permits the process to be completed in a 

single pass immediately in front of the paver, thus expediting construction. 

Products: New techniques and equipment for automated subdrain installation. 

Implementation: This work will result in new techniques and/or equipment for rapid automated 

subdrain installation in concrete pavement construction. 
Track 5 (EA) 226 

 

SUBTRACK EA 5. CONCRETE PAVEMENT RECONSTRUCTION EQUIPMENT 

This subtrack focuses on the next generation of equipment that will integrate the removal/ replacement of 

the slab in one-pass construction. Table 29 provides an overview of this subtrack. 

Table 29. Subtrack EA 5 overview. 

Problem Statement Estimated 

Cost Products Benefits 

EA 5.0. Framework for 

Concrete Pavement 

Reconstruction 

Equipment (Subtrack EA 

5) 

$200 k A validated, sequenced, and detailed 

research framework for this 

subtrack. 

An effective, coordinated, and productive 

research program. 

EA 5.1. High-Speed, In 

Situ PCC Pavement 

Breakup, Removal, and 

Processing 

$2 M–$5 M Equipment for high-speed, one-pass, 

in situ breaking up, removing, and 

processing PCC pavement. 

Equipment that will permit old concrete 

pavement to be broken up, removed, and 

processed in place, allowing the concrete 

material to be recycled into base material 

or new concrete and significantly 

reducing or even eliminating waste 

material. 

EA 5.2. Recycled 

Concrete Processing/ 

Improvement 

$1 M–$2 M Equipment and recommendations 

for separating crushed concrete into 

usable materials. 

Equipment that will separate crushed 

concrete properly into materials that can 

be used for new concrete, minimizing or 

eliminating waste from reconstructed 

concrete pavements. 

EA 5.3. High-Speed, In 

Situ, One-Pass, Full 

Concrete Pavement 

Reconstruction 

$2 M–$5 M New equipment for one-pass 

pavement reconstruction. 

Equipment that permits one-pass concrete 

pavement reconstruction, including 

breaking up, removing, and processing 

the old pavement, and placing the new 

pavement using recycled materials from 

the old pavement; expedited pavement 

reconstruction with no waste generated. 
 227 Track 5 (EA) 

Problem Statement EA 5.0. Framework for Concrete Pavement Reconstruction Equipment 

(Subtrack EA 5) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 5. Concrete Pavement Reconstruction Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack EA 5 (Concrete Pavement Reconstruction Equipment) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 5 (Concrete Pavement Reconstruction Equipment), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 5 (Concrete Pavement 

Reconstruction Equipment). 
Track 5 (EA) 228 

 

Problem Statement EA 5.1. High-Speed, In Situ PCC Pavement Breakup, Removal, and Processing 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 5. Concrete Pavement Reconstruction Equipment 

Approximate Phasing: Years 3–7 

Estimated Cost: $2 M–$5 M 

With the current aging infrastructure, many concrete pavements require complete replacement rather than 

minor rehabilitation. Unfortunately, many of these pavements are located in urban areas that permit only 

short construction windows for removing and replacing the pavement. Removing the existing pavement 

can be the most time-consuming aspect of this process. Research should investigate the high-speed 

breakup, removal, and processing of the old pavement material. Ideally, a one-pass operation would 

breakup the pavement, remove it, and crush it into manageably sized material that can then be reused as 

base material or concrete aggregate. Breaking up and removing old material should not damage the 

underlying base material or compromise its integrity. Nonimpact methods, such as lasers, should be 

investigated as possible techniques for breaking up the old concrete. Breakup and processing also should 

consider concrete pavements with and without asphalt overlays and determine how to separate the two 

materials. 

Tasks: 

1. Identify techniques for breaking up existing concrete pavements with or without asphalt overlays, 

including such new nonimpact technologies as lasers. 

2. Identify techniques for removing and processing the material in situ, including techniques for 

separating asphalt overlay material from PCC material. 

3. Work with industry representatives and contractors to develop new techniques and equipment for 

high-speed breaking up, removing, and processing old pavements. 

4. Work with owner-agencies to develop pilot studies that use new breakup and removal processes. 

Benefits: Equipment that will permit old concrete pavement to be broken up, removed, and 

processed in place, allowing the concrete material to be recycled into base 

material or new concrete and significantly reducing or even eliminating waste 

material. 

Products: Equipment for high-speed, one-pass, in situ breaking up, removing, and 

processing PCC pavement. 

Implementation: This work will result in new equipment for high-speed breakup, removal, and 

processing of concrete pavement with or without asphalt overlays. 
 229 Track 5 (EA) 

Problem Statement EA 5.2. Recycled Concrete Processing/Improvement 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 5. Concrete Pavement Reconstruction Equipment 

Approximate Phasing: Years 5–9 

Estimated Cost: $1 M–$2 M 

Reconstructing concrete pavements produces large stockpiles of old concrete material that can be reused 

in some form for new construction. Several studies have examined sophisticated methods to separate 

concrete into components that can be used as aggregates and cement precursors. One method heats 

concrete to between 650 and 700 °C (1,202 and 1,292 °F) in an electrical furnace. Another promising 

technology called Franka-Stein treats concrete in a powerful electric arc using electrodynamic 

fragmentation, which separates the electrically weak material boundaries prevalent in concrete. In 

addition to producing clean aggregate, the Franka-Stein process separates cementitious material that can 

replace natural raw material in cement production. Research is needed to investigate these recycling 

methods further to determine their cost-effectiveness, considering the energy consumption of the 

separation process. 

Tasks: 

1. Identify existing processes for separating recycled concrete, including Franka-Stein and others. 

2. Evaluate the effectiveness of the separation processes and the suitability of the resulting material for 

reuse in new concrete pavement. 

3. Evaluate the cost versus benefit of different recycling processes, considering the energy consumption 

of the separation process. 

4. Work with contractors and industry representatives to develop new equipment or modify and adapt 

existing equipment for rapid recycling of concrete pavement. 

Benefits: Equipment that will separate crushed concrete properly into materials that can be 

used for new concrete, minimizing or eliminating waste from reconstructed 

concrete pavements. 

Products: Equipment and recommendations for separating crushed concrete into usable 

materials. 

Implementation: This work will result in equipment for recycling and processing concrete 

pavement and recommendations for using recycled materials in new concrete. 
Track 5 (EA) 230 

 

Problem Statement EA 5.3. High-Speed, In Situ, One-Pass, Full Concrete Pavement Reconstruction 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 5. Concrete Pavement Reconstruction Equipment 

Approximate Phasing: Years 8–10 

Estimated Cost: $2 M–$5 M 

The traveling public expects and demands fewer delays, often making user costs the highest expense for a 

major reconstruction project. For major reconstruction efforts, traffic control barrels are positioned to 

alter traffic flow around the work site for weeks or months, straining public travel through the area. 

Therefore, agencies often delay necessary highway reconstruction or choose less disruptive repairs to 

avoid traffic interruptions. These decisions eventually strain the State’s pavement network, since the 

majority of the network has a short expected life. In addition, material is removed and hauled offsite 

during reconstruction—this is a labor-intensive process that often increases the cost and extends the 

length of reconstruction projects. However, improved equipment capable of removing, recycling, mixing 

and placing concrete pavement using a single, continuous operation would ease reconstruction. 

The process would require a marriage of mobile crushing and screening with a mixer and slipform paver. 

This research will conceptualize and build efficient and effective methods and/or processes that will 

permit recycling, mixing, and placing of existing concrete pavement using a single continuous operation. 

A recent initiative in Europe advanced the linear quarry, in which materials generated by the reclamation 

of the existing pavement structure would be reprocessed into the new structure along the same alignment. 

While this concept has been limited to HMA pavements, this research will explore the same concept for 

concrete pavements. The feasibility of crushing, collecting, sizing, batching, and placing concrete 

pavements within the right of way should be studied. If the feasibility study returns positive results, 

additional provisions should be made to test this concept in the field. 

Tasks: 

1. Identify existing linear quarry technology for in situ material processing and recycling. 

2. Identify existing equipment for in situ PCC materials removal and processing. 

3. Determine the viability of using reprocessed concrete materials for new pavement. 

4. Complete a feasibility study that incorporates breaking up, removing, crushing, sizing, batching, and 

placing new concrete in a single operation within the right-of-way. 

5. Conceptualize and develop high-speed one-pass, in situ reconstruction equipment. 

Benefits: Equipment that permits one-pass concrete pavement reconstruction, including 

breaking up, removing, and processing the old pavement, and placing the new 

pavement using recycled materials from the old pavement; expedited pavement 

reconstruction with no waste generated. 

Products: New equipment for one-pass concrete pavement reconstruction. 

Implementation: This work will assess the feasibility of high-speed, one-pass, in situ 

reconstruction equipment, and possibly develop such equipment. 
 231 Track 5 (EA) 

SUBTRACK EA 6. CONCRETE PAVEMENT RESTORATION EQUIPMENT 

This subtrack focuses on the repair processes, aiming to speed the operations and provide the workforce 

and traveling public with less exposure to the process. Table 30 provides an overview of this subtrack. 

Table 30. Subtrack EA 6 overview. 

Problem Statement Estimated 

Cost Products Benefits 

EA 6.0. Framework for 

Concrete Pavement 

Restoration Equipment 

(Subtrack EA 6) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and productive 

research program. 

EA 6.1. Rapid, HighProduction Concrete 

Pavement Grinding 

$1 M–$2 M More efficient, high-production 

grinding equipment. 

High-production grinding equipment that 

will permit faster, more efficient concrete 

pavement grinding, reducing construction 

time and ground surface variability by 

grinding a wider section of pavement with a 

single pass. 

EA 6.2. Automated 

Concrete Pavement 

Crack Sensing and 

Sealing 

$500 k–$1 M Automated crack sensing and crack 

sealing equipment/vehicle. 

Automated concrete pavement crack sensing 

and crack sealing equipment that requires 

less labor, minimal traffic control, and 

provides a safer working environment for 

crack sealing. 

EA 6.3. Fully Automated 

Concrete Pavement 

Restoration Equipment 

$1 M–$2 M Fully automated one-pass DBRs and 

patching equipment. 

Fully automated DBR and patching 

equipment that will expedite these CPR 

processes, requiring less labor and lowering 

costs. 
Track 5 (EA) 232 

 

Problem Statement EA 6.0. Framework for Concrete Pavement Restoration Equipment 

(Subtrack EA 6) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 6. Concrete Pavement Restoration Equipment 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack EA 6 (Concrete Pavement Restoration Equipment) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 6 (Concrete Pavement Restoration Equipment), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 6 (Concrete Pavement 

Restoration Equipment). 
 233 Track 5 (EA) 

Problem Statement EA 6.1. Rapid, High-Production Concrete Pavement Grinding 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 6. Concrete Pavement Restoration Equipment 

Approximate Phasing: Years 3–7 

Estimated Cost: $1 M–$2 M 

Diamond grinding technology has reached the point where meeting the most stringent ride quality 

specifications is not difficult for an experienced operator. Unfortunately, the process is still very slow, and 

each pass generally is limited to a 0.91- to 1.2-m (3- to 4-ft) width. Because CPR programs increasingly 

demand concrete pavement grinding, research is needed to develop high-production diamond grinding 

equipment and techniques. A new generation of grinding equipment that quickly grinds full 3.7-m (12-ft) 

lane widths or more in a single pass will meet the demands of CPR programs. New grinding equipment 

should incorporate slurry extraction and retention. If diamond grinding equipment cannot meet the new 

CPR requirements, alternative grinding equipment should also be investigated. 

Tasks: 

1. Identify the grinding production needs of contractors and owner-agencies. 

2. Identify limitations on existing diamond grinding equipment. 

3. Identify alternative grinding equipment and determine its suitability for concrete paving applications. 

4. Work with industry representatives and contractors to modify existing equipment or develop new 

equipment to meet grinding production needs. 

Benefits: High-production grinding equipment that will permit faster, more efficient 

concrete pavement grinding, reducing construction time and ground surface 

variability by grinding a wider section of pavement with a single pass. 

Products: More efficient, high-production grinding equipment. 

Implementation: This work will result in equipment for high-production concrete pavement 

grinding. 
Track 5 (EA) 234 

 

Problem Statement EA 6.2. Automated Concrete Pavement Crack Sensing and Sealing 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 6. Concrete Pavement Restoration Equipment 

Approximate Phasing: Years 4–8 

Estimated Cost: $500 k–$1 M 

Crack sealing is necessary maintenance that prevents water and debris from intruding into PCC pavement 

cracks. Water and debris intrusion can result in corrosion of the reinforcement and spalling at the cracks. 

However, crack sealing is time-consuming and labor-intensive. Research is needed to investigate the 

viability of automated crack sensing and crack sealing equipment. Automated processes would not only 

eliminate much of the manual labor involved, but also would create a safer working environment, 

possibly eliminating the need for traffic control during sealing operations. Automated crack sensing 

equipment could be vehicle-mounted and could use visual imaging, laser scanning, or other techniques to 

detect cracks. After crack detection, vehicle-mounted sealing equipment could then seal the crack with 

epoxy, asphalt, or other material. Although automated sealing would be impossible at high speeds, 

vehicle-mounted equipment would only require a moving traffic control setup. 

Tasks: 

1. Identify existing equipment or develop new automated concrete pavement crack sensing equipment. 

2. Identify existing equipment or develop new automated crack sealing equipment. 

3. Develop equipment for integrating crack sensing and crack sealing into a single operation. 

Benefits: Automated concrete pavement crack sensing and crack sealing equipment that 

requires less labor, minimal traffic control, and provides a safer working 

environment for crack sealing. 

Products: Automated crack sensing and crack sealing equipment/vehicle. 

Implementation: This work will result in automated concrete pavement crack sensing and crack 

sealing equipment. 
 235 Track 5 (EA) 

Problem Statement EA 6.3. Fully Automated Concrete Pavement Restoration Equipment 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 6. Concrete Pavement Restoration Equipment 

Approximate Phasing: Years 6–10 

Estimated Cost: $1 M–$2 M 

DBR have become a well-established and proven technique for restoring load transfer across concrete 

pavement cracks and joints. Full- and partial-depth patching techniques commonly repair failed slab 

segments and spalling, respectively. However, these techniques are still labor-intensive and timeconsuming. This research will conceptualize and develop fully automated equipment for both DBR and 

slab patching. The equipment should complete these CPR techniques in a one-pass process. For DBR, this 

will include cutting and cleaning slots across a crack or joint, inserting the dowel bars, and patching the 

slots. If possible, the process will also incorporate diamond grinding. Patching will include sawing and 

removing the existing concrete, inserting tie/dowel bars as necessary, and placing, consolidating, and 

curing patching material. In all cases, the equipment should adequately retrofit an entire lane width in a 

single pass. 

Tasks: 

1. Determine the equipment feasibility for one-pass DBR and/or patching operations. Examine 

alternative patching materials and the feasibility of incorporating diamond grinding into the operation. 

2. Determine the production requirements (speed of operation) for these CPR operations. 

3. Conceptualize and develop one-pass CPR equipment. 

Benefits: Fully automated DBR and patching equipment that will expedite these CPR 

processes, requiring less labor and lowering costs. 

Products: Fully automated one-pass DBR and patching equipment. 

Implementation: This work will result in fully automated DBR and concrete slab patching 

equipment. 
Track 5 (EA) 236 

 

SUBTRACK EA 7. ADVANCED EQUIPMENT EVALUATION AND IMPLEMENTATION 

This subtrack provides the resources for evaluating the new equipment on actual construction projects. 

Table 31 provides an overview of this subtrack. 

Table 31. Subtrack EA 7 overview. 

Problem Statement Estimated 

Cost Products Benefits 

EA 7.0. Framework for 

Advanced Equipment 

Evaluation and 

Implementation 

(Subtrack EA 7) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

EA 7.1. Advanced 

Concrete Paving 

Equipment Workshops 

and Demonstrations 

$2 M–$5 M Workshops and product demonstrations 

for advanced PCC construction/ 

rehabilitation equipment. 

Workshops and product demonstrations 

that provide a cost effective opportunity 

for familiarizing contractors and owneragencies with new equipment and 

technologies and training employees. 

EA 7.2. Concrete 

Paving Equipment 

Purchases for States 

$2 M–$5 M Vehicle for helping States purchase 

advanced pavement construction/ 

rehabilitation equipment. 

Advanced equipment for concrete 

pavement construction and 

rehabilitation that States can afford. 
 237 Track 5 (EA) 

Problem Statement EA 7.0. Framework for Advanced Equipment Evaluation and Implementation 

(Subtrack EA 7) 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 7. Advanced Equipment Evaluation and Implementation 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack EA 7 (Advanced Equipment Evaluation and Implementation) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack EA 7 (Advanced Equipment Evaluation and 

Implementation), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract does not achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack EA 7 (Advanced 

Equipment Evaluation and Implementation). 
Track 5 (EA) 238 

 

Problem Statement EA 7.1. Advanced Concrete Paving Equipment Workshops and 

Demonstrations 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 7. Advanced Equipment Evaluation and Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $2 M–$5 M 

As with many new technologies, transportation agencies often are slow to adopt new techniques and 

equipment because they are unfamiliar with these new technologies and lack research resources. 

Workshops and product demonstrations offer an ideal environment for familiarizing agencies with new 

and advanced equipment and technologies. These workshops and product demonstrations will train both 

contractors and owner-agencies in the new equipment through hands-on workshops and demonstrations. 

If a particular product generates enough interest, product demonstrations may even be taken to States. 

Tasks: 

1. Compile information on advanced concrete paving equipment and coordinate workshops and product 

demonstrations. 

2. Present and demonstrate advanced equipment to workshop audiences, emphasizing the need for and 

benefits of such equipment. 

Benefits: Workshops and product demonstrations that provide a cost effective opportunity 

for familiarizing contractors and owner-agencies with new equipment and 

technologies and training employees. 

Products: Workshops and product demonstrations for advanced PCC 

construction/rehabilitation equipment. 

Implementation: This research will develop numerous workshops and product demonstrations for 

advanced concrete paving equipment at various venues throughout the United 

States. 
 239 Track 5 (EA) 

Problem Statement EA 7.2. Concrete Paving Equipment Purchases for States 

Track: 5. Equipment Automation and Advancements (EA) 

Subtrack: EA 7. Advanced Equipment Evaluation and Implementation 

Approximate Phasing: Years 5–10 

Estimated Cost: $2 M–$5 M 

Most States lack the funding necessary to purchase their own new advanced equipment. Moreover, many 

contractors are reluctant to invest large amounts of capital in new equipment unless it is certain to be 

profitable. Guidelines should be established that help States purchase needed equipment and promote the 

use of such equipment for PCC pavement construction and rehabilitation. 

Tasks: 

1. Establish guidelines for helping States purchase advanced equipment for PCC pavement construction 

and rehabilitation. 

2. Recommend a process for identifying, prioritizing, and obtaining needed equipment. 

Benefits: Advanced equipment for concrete pavement construction and rehabilitation that 

States can afford. 

Products: Vehicle for helping States purchase advanced pavement 

construction/rehabilitation equipment. 

Implementation: This work will result in a vehicle for helping States purchase advanced 

equipment for PCC pavement construction and rehabilitation. 
 

 
 241 Track 6 (IJ) 

Track 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

TRACK 6 (IJ) OVERVIEW............................................................................................................ 243

Track Goal.................................................................................................................................. 243

Track Objectives ........................................................................................................................ 243

Research Gaps............................................................................................................................ 244

Research Challenges .................................................................................................................. 244

Research Track 6 (IJ) Phasing.................................................................................................. 245

Research Track 6 (IJ) Estimated Costs.................................................................................... 246

Track Organization: Subtracks and Problem Statements..................................................... 246

SUBTRACK IJ 1. JOINT DESIGN INNOVATIONS .................................................................. 247

Problem Statement IJ 1.0. Framework for Joint Design Innovations (Subtrack IJ 1)........ 248

Problem Statement IJ 1.1. Identify, Develop, and Evaluate Innovative Concepts for 

Concrete Pavement Joint Design, Materials, and Construction......................................... 249

Problem Statement IJ 1.2. Select Promising Innovative Joint Design, Materials, and 

Construction Concepts and Further Develop to Trial Test Stage...................................... 250

Problem Statement IJ 1.3. Optimization of Mechanical Load Transfer Devices for Load 

Transfer Efficiency and Deterioration Models .................................................................... 251

Problem Statement IJ 1.4. Development of an Advanced, High-Speed Joint 

Analysis Tool........................................................................................................................... 252

Problem Statement IJ 1.5. Development of Advanced Joint Sealing Procedures ................ 253

Problem Statement IJ 1.6. Guidelines for Implementing New and Innovative Joint Design, 

Materials, and Construction Concepts ................................................................................. 254

SUBTRACK IJ 2. JOINT MATERIALS, CONSTRUCTION, EVALUATION, AND 

REHABILITATION INNOVATIONS........................................................................................... 255

Problem Statement IJ 2.0. Framework for Joint Materials, Construction, Evaluation, and 

Rehabilitation Innovations (Subtrack IJ 2).......................................................................... 256

Problem Statement IJ 2.1. Construction, Testing, and Evaluation of Promising Concrete 

Pavement Joint Design Concepts .......................................................................................... 257

Problem Statement IJ 2.2. Development of Innovative Ways for Detecting Joint 

Deterioration in New and Older Pavements......................................................................... 258

Problem Statement IJ 2.3. Determining the Need and Identifying the Feasibility of 

Alternative Ways to Provide Pressure Relief and Load Transfer Efficiency for Concrete 

Pavements................................................................................................................................ 259

SUBTRACK IJ 3. INNOVATIVE JOINTS IMPLEMENTATION............................................ 260

Problem Statement IJ 3.1. Implementation of Innovative Concrete Pavement Joint Design, 

Materials, and Construction.................................................................................................. 261
Track 6 (IJ) 242 

 

LIST OF FIGURES 

Figure 6. Track 6 (IJ) subtrack and problem statement phasing chart. ..................................................... 245

LIST OF TABLES 

Table 32. Research track 6 (IJ) estimated costs. ...................................................................................... 246

Table 33. Subtrack IJ 1 overview............................................................................................................. 247

Table 34. Subtrack IJ 2 overview............................................................................................................. 255

Table 35. Subtrack IJ 3 overview............................................................................................................. 260
 243 Track 6 (IJ) 

TRACK 6 (IJ) OVERVIEW 

Concrete has a propensity to crack. Because controlling cracks is essential for pavement performance, 

joints are an important feature of concrete paving. As the FHWA Technical Advisory on Concrete 

Pavement Joints (T 5040. 30) explains, “The performance of concrete pavements depends to a large 

extent upon the satisfactory performance of the joints. Most JCP failures can be attributed to failures at 

the joint, as opposed to inadequate structural capacity.”(3) 

Ideal joints must be relatively easy to install and repair, consolidate around the steel, provide adequate 

load transfer, seal the joint or provide for water migration, resist corrosion, open and close freely in 

temperature changes, enhance smoothness and low noise, and be aesthetically pleasing. Joint failure can 

result in faulting, pumping, spalling, corner breaks, blowups, and transverse cracking (if lockup occurs). 

The problem statements in this track address new and innovative joint design, materials, construction, and 

maintenance activities. There is much room in this research for innovative concrete pavement joint 

design, such as in research to address the coefficient of thermal expansion and shrinkage issues. 

Additional incremental improvements to joint design, such as tie bar design for longitudinal joints, are 

addressed under track 2 (Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements). Much of the proposed research in this track will develop important improvements, though 

the track also specifies research that will help develop breakthrough technologies. The problem 

statements also recognize that future joint repair will proceed quickly, and they propose research for 

accomplishing faster joint repair. 

A few of the concepts that will be investigated: 

• Private and public sector knowledge and experience will be used to identify ways to enhance jointed 

pavements. 

• Many JCPs that have lasted many years without dowels will require retrofitting with dowels to 

control faulting. Techniques will be explored. 

• Doweled joints will be designed to last 60 years in relatively heavy traffic. 

• CRCP will solve the problem of joint lifespan by eliminating the joints entirely. 

• Joints for concrete overlays (20-year-and-less performance life) have not been studied sufficiently. 

The cost of a doweled joint in thin pavement can be exceptionally high for the life expectancy. 

Research in this track will develop a scaled-down but fully functional joint for this product, with 

owners specifying a less robust but fully functional joint for the shorter design period. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

This track will identify, develop, and test new and innovative joint concepts for concrete pavements that 

are more cost effective, reliable, and durable than current alternatives. 

Track Objectives 

1. Identify new and innovative alternatives to handling the forming, opening/closing, load transfer, and 

sealing for transverse and longitudinal concrete pavement joints. 

2. Identify criteria for the design, materials, and construction of exceptionally long-lasting joints (e.g., 

more than 50 years). Also see track 8 (Long Life Concrete Pavements). 
Track 6 (IJ) 244 

 

3. Determine optimum joint design for concrete overlays. 

4. Determine optimum joint design for low-volume, long life pavements. 

5. Develop an advanced, high-speed computational model for joint condition analysis that can improve 

joint design, materials, and construction. 

6. Develop and field test new and innovative joint designs to determine their cost-effectiveness, 

reliability, and durability. 

7. Develop and validate rapid methodology for evaluating existing joint conditions so that joints can be 

preserved and repaired. 

Research Gaps 

• Lack of cost effective joint designs for all pavement types. 

• A need for joint fillers and sealants. 

• Lack of adequate joint materials. 

• Lack of adequate joint construction. 

• Lack of methodology for joint preservation and repairs. 

• Lack of much-needed technology to provide adequate load transfer on low-volume roads (slab on 

grade) that costs less than dowels but remains fairly reliable. 

• Insufficient understanding of base, subbase, and subdrainage selection for concrete pavements. 

Research Challenges 

• Provide adequate and cost effective joint designs for the several concrete pavement applications that 

require differing joint designs, including designs for low-volume rural and urban roadways. 

• Determine the best joint designs, materials, and construction procedures for these applications (i.e., 

concrete overlays, low-volume solutions, heavy traffic, stage construction with low initial costs, and 

tunnels). 

• Provide new and conclusive models and data that address the need for filling/sealing transverse and 

longitudinal joints. 

• Determine the best solution for all concrete pavement applications located in various site conditions, 

filling a major gap in the knowledge. 

• Consider that concrete joint materials endure saturation and freeze thaw as well as high pressures 

from incompressibles and determine ways in which concrete design can reduce joint deterioration. 

• Determine ways to overcome the joint problems that result from construction inadequacies. 

• Develop methodology and equipment for determining a joint’s structural and functional condition and 

selecting preservation and repair actions that maintain its effectiveness. 

• Determine the optimum type of base, subbase, or subdrainage for joint performance. 

• Determine the optimum site conditions and base types for joint performance. 
 245 Track 6 (IJ) 

Research Track 6 (IJ) Phasing 

The horizontal bar chart in figure 6 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 6. Track 6 (IJ) subtrack and problem statement phasing chart. 
Track 6 (IJ) 246 

 

Research Track 6 (IJ) Estimated Costs 

Table 32 shows the estimated costs for this research track. 

Table 32. Research track 6 (IJ) estimated costs. 

Problem Statement Estimated Cost 

Subtrack IJ 1. Joint Design Innovations 

IJ 1.0. Framework for Joint Design Innovations (Subtrack IJ 1) $200 k 

IJ 1.1. Identify, Develop, and Evaluate Innovative Concepts for Concrete Pavement Joint Design, 

Materials, and Construction 

$700 k–$1 M 

IJ 1.2. Select Promising Innovative Joint Design, Materials, and Construction Concepts and Further 

Develop to Trial Test Stage 

$700 k–$900 k 

IJ 1.3. Optimization of Mechanical Load Transfer Devices for Load Transfer Efficiency and 

Deterioration Models 

$600 k–$800 k 

IJ 1.4. Development of an Advanced High-Speed Joint Analysis Tool $1 M–$2 M 

IJ 1.5. Development of Advanced Joint Sealing Procedures $1.5 M–$2.5 M 

IJ 1.6. Guidelines for Implementing New and Innovative Joint Design, Materials, and Construction 

Concepts 

$300 k–$500 k 

Subtrack IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

IJ 2.0. Framework for Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

(Subtrack IJ 2) 

$200 k 

IJ 2.1. Construction, Testing, and Evaluation of Promising Concrete Pavement Joint Design Concepts $2.5 M–$4 M 

IJ 2.2. Development of Innovative Ways for Detecting Joint Deterioration in New and Older 

Pavements 

$1 M–$1.5 M 

IJ 2.3. Determining the Need and Identifying the Feasibility of Alternative Ways to Provide Pressure 

Relief and Load Transfer Efficiency for Concrete Pavements 

$500 k–$700 k 

Subtrack IJ 3. Innovative Joints Implementation 

IJ 3.1. Implementation of Innovative Joint Design, Materials, and Construction $800 k–$1 M 

Track 6 (IJ)

Total $10 M–$15.3 M 

Track Organization: Subtracks and Problem Statements 

Track 6 (IJ) problem statements are grouped into three subtracks: 

• Subtrack IJ 1. Joint Design Innovations. 

• Subtrack IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations. 

• Subtrack IJ 3. Innovative Joints Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 247 Track 6 (IJ) 

SUBTRACK IJ 1. JOINT DESIGN INNOVATIONS 

This research in this subtrack will develop and implement detailed joint design and construction concepts. 

Table 33 provides an overview of this subtrack. 

Table 33. Subtrack IJ 1 overview. 

Problem Statement Estimated Cost Products Benefits 

IJ 1.0. Framework for Joint 

Design Innovations 

(Subtrack IJ 1) 

$200 k A validated, sequenced, and detailed research 

framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

IJ 1.1. Identify, Develop, and 

Evaluate Innovative 

Concepts for Concrete 

Pavement Joint Design, 

Materials, and Construction 

$700 k–$1 M Recommended new and innovative joint design, 

materials, and construction alternatives. 

Jointing alternatives that are 

significantly more reliable, cost 

effective, and durable than 

those currently in use. 

IJ 1.2. Select Promising 

Innovative Joint Design, 

Materials, and Construction 

Concepts and Further 

Develop to Trial Test Stage 

$700 k–$900 k Complete design, materials, and construction 

details on joint concepts. 

Laboratory, accelerated field, 

and longer term field testing of 

one or more joint concepts. 

IJ 1.3. Optimization of 

Mechanical Load Transfer 

Devices for Load Transfer 

Efficiency and Deterioration 

Models 

$600 k–$800 k Recommendations and guidelines for improved 

load transfer devices for LTE of joints; validated 

and implementable procedures and guidelines 

that optimize joint load transfer systems for use 

with transverse concrete pavement joints. 

Cost effective, reliable, and 

durable load transfer devices 

for concrete pavement joints. 

IJ 1.4. Development of an 

Advanced High-Speed Joint 

Analysis Tool 

$1 M–$2 M FEM model that provides advanced and highspeed analysis of complex joint systems under 

traffic and climatic loadings that researchers and 

designers can use to determine joint design 

adequacy. 

Ability to analyze a wide 

variety of joint systems threedimensionally to help evaluate 

and develop new and 

innovative joint systems. 

IJ 1.5. Development of 

Advanced Joint Sealing 

Procedures 

$1.5 M–$2.5 M A lab- and field-validated comprehensive model 

for joint movement over annual climate cycles, 

joint infiltration models for water and 

incompressibles, and an FEM model of the joint 

and pavement structure that analyzes the impacts 

of water and incompressibles on pressure 

buildup, spalling, and base and subgrade erosion; 

research linked to the model developed under 

problem statement DG 1.3 (Development of 

Model for Erosion Related to Material Properties 

under Dynamic Wheel Loading) in track 2 

(Performance-Based Design Guide for New and 

Rehabilitated Concrete Pavements). 

Resolution to the sealing or 

nonsealing joint issue that 

improves long-term concrete 

pavement cost-effectiveness, 

performance, and reliability. 

IJ 1.6. Guidelines for 

Implementing New and 

Innovative Joint Design, 

Materials, and Construction 

Concepts 

$300 k–$500 k Practical manuals and guidelines that can be used 

by those involved in designing and constructing 

innovative concrete pavement joint concepts; 

major applications of concrete pavements, 

including low-volume roads and streets, concrete 

overlays of varying thicknesses, high-traffic 

concrete pavements, and other special concrete 

pavement uses, as well as crack forming in 

CRCP and joint design for precast pavements. 

Direct assistance for 

immediately implementing the 

entire work of this innovative 

joint track. 
Track 6 (IJ) 248 

 

Problem Statement IJ 1.0. Framework for Joint Design Innovations (Subtrack IJ 1) 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack IJ 1 (Joint Design Innovations) provides a set of research problem statements that will culminate 

in a significantly improved state of the art and practice. As the funding becomes available, an initial effort 

will be necessary to develop a framework for the research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack IJ 1 (Joint Design Innovations), modify as appropriate, 

and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack IJ 1 (Joint Design 

Innovations). 
 249 Track 6 (IJ) 

Problem Statement IJ 1.1. Identify, Develop, and Evaluate Innovative Concepts for Concrete 

Pavement Joint Design, Materials, and Construction 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 2–5 

Estimated Cost: $700 k–$1 M 

Joints consistently have been problematic in concrete pavements. Their designs have been very empirical, 

causing many failures over the years. The concrete material around the joint often deteriorates more 

rapidly than the rest of the slab due to greater moisture and freeze-thaw exposure as well as highly 

concentrated stress points caused by incompressibles. Many construction problems also have occurred in 

placing load transfer devices and tie bars and in joint-forming activities, such as late sawing or inadequate 

sawing depth. Innovative joint design, materials, and construction methods are needed to address these 

problems, along with innovative crack filling or sealing methods. This research should also consider the 

joints in CRCP, in which crack forming is critical, and examine previous research on this topic. Finally, 

this research should consider the joint design in precast concrete pavements. 

Tasks: 

1. Identify innovative joint design, materials, and construction concepts. Consider major concrete 

pavement applications, including low-volume roads and streets, concrete overlays of varying 

thicknesses, high-traffic concrete pavements, and other special concrete pavement uses. For example, 

examine the bobsled procedure for longitudinal joints developed in Iowa. 

2. Develop each promising concept so that it can be evaluated. 

3. Evaluate each concept, providing its expected reliability, durability, and cost-effectiveness. Include 

crack forming in CRCP. 

4. Recommend concepts for further development and testing. 

Benefits: Jointing alternatives that are significantly more reliable, cost effective, and 

durable than those currently in use. 

Products: Recommended new and innovative joint design, materials, and construction 

alternatives. 

Implementation: The innovative joint concepts developed in this research will be used in many 

research activities throughout track 6 (Innovative Concrete Pavement Joint 

Design, Materials, and Construction). 
Track 6 (IJ) 250 

 

Problem Statement IJ 1.2. Select Promising Innovative Joint Design, Materials, and Construction 

Concepts and Further Develop to Trial Test Stage 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 3–7 

Estimated Cost: $700 k–$900 k 

Many new and innovative concepts are expected to be found for joint design, materials, and construction 

concepts. These concepts will be evaluated further for such key aspects as reliability, cost-effectiveness, 

durability, ease of construction, maintainability, and others. A national group of experts then will select 

the most promising concepts to be developed into more detailed designs, plans, experimental designs, and 

specifications for construction and testing in future tasks. This research should consider crack forming in 

CRCP. 

Tasks: 

1. Evaluate new and innovative joint design, materials, and construction concepts based on a wide range 

of criteria. Consider major concrete pavement applications, including low-volume roads and streets, 

concrete overlays of varying thicknesses, high-traffic concrete pavements, and other special concrete 

pavement uses. 

2. Formally select the most promising concepts after further testing and development. 

3. For each of the concepts selected, fully develop the concept so that it can be tested appropriately, 

using accelerated load facilities, laboratory testing, and full-scale field construction and testing on 

actual highways. 

4. Summarize results and document reports that include everything needed for construction and testing. 

Benefits: Laboratory, accelerated field, and longer term field testing of one or more 

concrete pavement joint concepts. 

Products: Complete design, materials, and construction details on joint concepts. 

Implementation: The innovative joint designs, materials, and construction concepts resulting from 

this research will be tested and evaluated under problem statement IJ 2.1 

(Construction, Testing, and Evaluation of Promising Concrete Pavement Joint 

Design Concepts). States may implement some of the concepts immediately. 
 251 Track 6 (IJ) 

Problem Statement IJ 1.3. Optimization of Mechanical Load Transfer Devices for Load Transfer 

Efficiency and Deterioration Models 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 4–7 

Estimated Cost: $600 k–$800 k 

The Mechanistic-Empirical Pavement Design Guide and other mechanistic design procedures directly 

model the effects of dowel bar diameter on faulting performance.(1) However, other aspects of doweled 

joint design, such as dowel length and spacing, are not considered directly. While most States currently 

use 46-cm (18-inch)-long dowel bars with uniform, 30-cm (12-inch) spacing, the dowel bars located 

outside the wheel paths have little to no effect on critical pavement response and could be left out without 

adversely affecting pavement performance. Moreover, recent European research suggests that shorter 

dowel bars may be as effective as long dowel bars. European practice also suggests that smaller diameter 

dowels spaced more closely together (e.g., 25 cm (10 inches)) may produce good pavement performance. 

In addition, joint cost must be considered in implementation. 

Innovative dowel bar designs, such as elliptical dowel bars recently tested and constructed in the United 

States, also may provide significant performance and/or cost advantages. In addition, dowels made of 

fiberglass, stainless steel, and a variety of other corrosion-resistant coverings are available. These 

alternative load transfer designs may substantially reduce initial pavement cost without reducing longterm pavement performance, at least in some cases. This research will optimize load transfer design by 

conducting comprehensive analytical modeling, laboratory testing, and field performance studies. The 

research findings will result in practical guidelines for load transfer design. 

Tasks: 

1. Conduct a worldwide literature search, interviews with experienced engineers, and field surveys of 

existing high-performance concrete pavement sites to determine the state-of-the-art mechanical load 

transfer. 

2. Identify ways to optimize mechanical load transfer devices at transverse joints for various highway 

and street classes and evaluate each for feasibility (cost-effectiveness, reliability, constructability 

(consider, for example, bottom-up crack initiators), maintainability). 

3. Investigate the conditions that require mechanical devices to control differential deflections, erosion, 

faulting, and cracking of JCPs for all functional classifications of highways and streets, as well as 

special applications. 

4. Analyze and evaluate each proposed concept. Recommend concepts that should be developed and 

tested further. Develop a plan for this work. 

5. Consider major concrete pavement applications, including low-volume roads and streets, concrete 

overlays of varying thicknesses, high-traffic concrete pavements, and other special concrete pavement 

uses. 

6. Further develop and test concepts (lab, accelerated loading, full-scale field testing). 

7. Prepare a final research report and implementation guide for optimizing mechanical load transfer 

devices. 

Benefits: Cost effective, reliable, and durable load transfer devices for concrete pavement 

joints. 

Products: Recommendations and guidelines for improved load transfer devices for LTE of 

joints; validated and implementable procedures and guidelines that optimize joint 

load transfer systems for use with transverse concrete pavement joints. 

Implementation: This research will be implemented directly into concrete pavement design 

procedures. Some agencies will implement experimental sections immediately. 
Track 6 (IJ) 252 

 

Problem Statement IJ 1.4. Development of an Advanced, High-Speed Joint Analysis Tool 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 4–7 

Estimated Cost: $1 M–$2 M 

Adequate joint design is essential to the long-term performance of JCPs. Consequently, evaluating the 

adequacy of joint designs depends on the ability to predict joint performance by considering the effects 

that combinations of pavement design, site, climate, and construction factors have on performance. 

Though the Mechanistic-Empirical Pavement Design Guide contains innovative methods for assessing 

joint design based on mechanistic principles (e.g., load transfer deterioration models, effect of dowels), no 

automated modeling tools exist that comprehensively evaluate joint design effectiveness and its impact on 

future pavement performance.(1) This study will develop such a tool. The model developed with this 

research could be implemented as a stand-alone procedure or incorporated into an overall design 

procedure, such as the Mechanistic-Empirical Pavement Design Guide. Results from this type of 

evaluation then can be included in mechanistic-based models to predict joint deterioration, pumping, and 

faulting. 

Tasks: 

1. Evaluate all available FEM and other joint models. Determine whether any might be used after 

further development or would fit the needs of this work. 

2. Identify the specific goals, objectives, and scope of this joint analysis tool. Include data on crack 

deterioration in CRCP. 

3. Develop an advanced, high-speed, computerized joint analysis tool. 

4. Validate the tool using available experimental data. 

5. Prepare a user’s guide and technical documentation for the joint analysis tool, along with examples 

and limitations. 

Benefits: Ability to analyze a wide variety of joint systems three-dimensionally to help 

evaluate and develop new and innovative joint systems. 

Products: FEM model that provides advanced and high-speed analysis of complex joint 

systems under traffic and climatic loadings that researchers and designers could 

use to determine joint design adequacy. 

Implementation: This research will analyze joint designs for trial construction under problem 

statement IJ 2.1 (Construction, Testing, and Evaluation of Promising Concrete 

Pavement Joint Design Concepts). The model developed could also further 

research and development work and be used by States in special joint design for 

critical projects. 
 253 Track 6 (IJ) 

Problem Statement IJ 1.5. Development of Advanced Joint Sealing Procedures 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 6–9 

Estimated Cost: $1.5 M–$2.5 M (cost share of $1 M by industry) 

Joint sealing has become a major issue in concrete pavement design. Sealing JCP joints (both 

immediately after construction and during routine maintenance and rehabilitation) is costly and can 

influence significantly the overall life cycle cost of JCPs. Joint sealing is thought to minimize the extent 

to which precipitation penetrates the pavement structure, thus preventing the base course or subgrade 

erosion that eventually causes joint faulting, loss of support, and related cracking. By minimizing 

moisture infiltration, joint sealing may also reduce durability-related distresses, such as PCC D-cracking. 

Joint sealing is also thought to prevent solid particles (including aggregates) from filling up joint 

openings, reducing the likelihood of joint spalling and blowups. However, whether joint sealing extends 

pavement life is questionable. At least one State has stopped sealing joints, replacing the seal with a 

single narrow sawcut, leaving nothing in the joints. Several others have constructed test sections with 

both thin-cut, nonsealed joints and alternative joint seals to evaluate performance. A major FHWA study 

currently underway will evaluate existing data on sealed and nonsealed joint performance. Meanwhile, 

studies show that the incompressibles that infiltrate joints can push bridge back walls and abutments and 

seriously damage them. Also, blowups caused by incompressibles have occurred on many longer jointed 

reinforced pavements (no longer built) and a few short jointed pavements. Clearly, more advanced joint 

modeling and testing with and without seals will shed more light on this issue and allow for more 

informed decisions. This study will develop a mechanistic model demonstrating joint infiltration by water 

and incompressibles that can analyze the impacts of both. The model should also be able to test nonsealed 

joints of optimum configurations. 

Tasks: 

1. Collect and summarize all research studying sealed and nonsealed joint performance and the current 

techniques for modeling water and incompressible intrusion and migration into PCC pavements. 

Synthesize the results. 

2. Develop an advanced analytical approach to joint movement, sealing, and infiltration for use in this 

and future studies. Predict hourly movements over several years using EICMs and FEMs. Model the 

potential damage caused when incompressibles infiltrate joints and result in stress buildup. Ensure 

that the model handles all types of conventional concrete base courses, joint spacing, and thermal 

coefficients of expansion. Validate the model using laboratory and inservice pavements. 

3. Identify new and innovative seals and nonsealed configurations that can be tested with the water and 

incompressible infiltration models and field tested to address long-term pavement needs. 

4. Construct a series of test sections to evaluate the new sealing and nonsealing concepts. Document the 

results and recommend the most promising approach to sealing or not sealing joints, both longitudinal 

and transverse, in all geographic areas in the United States. 

Benefits: Resolution to the sealing or nonsealing joint issue that improves long-term 

concrete pavement cost-effectiveness, performance, and reliability. 

Products: A lab- and field-validated comprehensive model for joint movement over annual 

climate cycles, joint infiltration models for water and incompressibles, and an 

FEM model of the joint and pavement structure that analyzes the impacts of 

water and incompressibles on pressure buildup, spalling, and base and subgrade 

erosion; research linked to the model developed under problem statement DG 1.3 

(Development of Model for Erosion Related to Material Properties under 

Dynamic Wheel Loading) in track 2 (Performance-Based Design Guide for New 

and Rehabilitated Concrete Pavements). 

Implementation: The results of this research will be implemented immediately into the 

Mechanistic-Empirical Pavement Design Guide and by States. 
Track 6 (IJ) 254 

 

Problem Statement IJ 1.6. Guidelines for Implementing New and Innovative Joint Design, 

Materials, and Construction Concepts 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 1. Joint Design Innovations 

Approximate Phasing: Years 7–10 

Estimated Cost: $300 k–$500 k 

The extensive research and development conducted under track 6 (Innovative Concrete Pavement Joint 

Design, Materials, and Construction) must be documented in detailed joint design guidelines. The 

research findings from this research track must also be documented. This will include detailing the 

design, materials, and construction of each of the concepts as well as assessing the overall performance of 

their promise to improve conventional joint technology and procedures. 

Tasks: 

1. Summarize the potential for the pavement joint design, materials, and construction procedures 

developed in track 6 (Innovative Concrete Pavement Joint Design, Materials, and Construction) to 

provide a significant improvement over conventional joint designs, materials, and construction 

procedures if fully implemented. 

2. Develop practical manuals and guidelines for designing and constructing the innovative pavement 

joint concepts developed in this track. 

3. Provide assistance for implementing the new innovative pavement joint designs, materials, and 

construction procedures. 

Benefits: Direct assistance for immediately implementing the entire work of this 

innovative joint track. 

Products: Practical manuals and guidelines that can be used by those involved in designing 

and constructing innovative concrete pavement joint concepts; major applications 

of concrete pavements, including low-volume roads and streets, concrete 

overlays of varying thicknesses, high-traffic concrete pavements, and other 

special concrete pavement uses, as well as crack forming in CRCP and joint 

design for precast pavements. 

Implementation: This research will result in a joint manual to be used by designers and engineers. 
 255 Track 6 (IJ) 

SUBTRACK IJ 2. JOINT MATERIALS, CONSTRUCTION, EVALUATION, AND 

REHABILITATION INNOVATIONS 

This research in this subtrack will construct and rehabilitate joints in the field. Table 34 provides an 

overview of this subtrack. 

Table 34. Subtrack IJ 2 overview. 

Problem Statement Estimated Cost Products Benefits 

IJ 2.0. Framework for 

Joint Materials, 

Construction, Evaluation, 

and Rehabilitation 

Innovations (Subtrack IJ 

2) 

$200 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

IJ 2.1. Construction, 

Testing, and Evaluation 

of Promising Concrete 

Pavement Joint Design 

Concepts 

$2.5 M–$4 M Laboratory tests, accelerated loading tests, 

and field tests of several new and innovative 

joint designs, materials, and construction 

concepts that have been developed and 

validated or proven inadequate. Successful 

and cost effective concepts will be well 

documented. 

Laboratory and field validation 

of joint design, materials, and 

construction concepts. 

IJ 2.2. Development of 

Innovative Ways for 

Detecting Joint 

Deterioration in New and 

Older Pavements 

$1 M–$1.5 M Validated and implementable procedures 

and guidelines for rapidly and reliably 

evaluating existing concrete pavement joints 

to determine preservation and repair 

treatments as well as structural and 

functional condition. 

Procedures to evaluate and 

recommend preservation and 

repair actions for existing 

joints. 

IJ 2.3. Determining the 

Need and Identifying the 

Feasibility of Alternative 

Ways to Provide Pressure 

Relief and Load Transfer 

Efficiency for Concrete 

Pavements 

$500 k–$700 k Guidelines for using pressure relief joints 

(PRJ) that will be made available to 

practicing engineers and highway agencies, 

resulting in better understanding of the 

needed locations and design of PRJs in 

concrete pavements. 

Fewer problems associated 

with pressure buildup and PRJs 

in all aspects of concrete 

pavements. 
Track 6 (IJ) 256 

 

Problem Statement IJ 2.0. Framework for Joint Materials, Construction, Evaluation, and 

Rehabilitation Innovations (Subtrack IJ 2) 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack IJ 2 (Joint Materials, Construction, Evaluation, and Rehabilitation Innovations) provides a set of 

research problem statements that will culminate in a significantly improved state of the art and practice. 

As the funding becomes available, an initial effort will be necessary to develop a framework for the 

research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack IJ 2 (Joint Materials, Construction, Evaluation, and 

Rehabilitation Innovations), modify as appropriate, and divide them into specific, manageable 

contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack IJ 2 (Joint Materials, 

Construction, Evaluation, and Rehabilitation Innovations). 
 257 Track 6 (IJ) 

Problem Statement IJ 2.1. Construction, Testing, and Evaluation of Promising Concrete Pavement 

Joint Design Concepts 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

Approximate Phasing: Years 4–10 

Estimated Cost: $2.5 M–$4 M (excluding construction costs, only includes engineering and 

testing and reporting) (Cost sharing of $1 M by industry) 

Each new and innovative concept must be proven in the lab and field. With the results from problem 

statements IJ 1.1 (Identify, Develop, and Evaluate Innovative Concepts for Joint Design, Materials, and 

Construction) and IJ 1.2 (Select Promising Innovative Joint Design, Materials, and Construction Concepts 

and Further Develop to Trial Test Stage), this research will construct experimental joints using both 

accelerated loading equipment and inservice highways. The concepts recommended for ALFs will be the 

ones that primarily depend on repeated axle loads, as this is the primary tool for evaluating these 

concepts. The inservice joint concepts evaluated over the long term would be constructed on regular 

highways subjected to normal traffic loadings. These studies will consider major concrete pavement 

applications, including low-volume roads and streets, concrete overlays of varying thicknesses, hightraffic concrete pavements, and other special concrete pavement uses. This research will also consider 

crack forming in CRCP and precast pavement joints. 

Tasks: 

1. Construct the accelerated loading joint concepts, begin testing, and document findings. 

2. Construct the inservice highway joint concepts, begin testing, and document findings. Work with 

States that have shown an interest in the work. 

3. Document all research and testing results and modify the work plans as results become available. 

Determine the cost of the various concepts for use in cost-effectiveness studies. 

4. Prepare detailed and comprehensive or brief summaries of the key findings obtained from the 

previous work. 

Benefits: Laboratory and field validation of joint design, materials, and construction 

concepts. 

Products: Laboratory tests, accelerated loading tests, and field tests of several new and 

innovative joint design, materials, and construction concepts that have been 

developed and validated or proven inadequate. Successful and cost effective 

concepts will be well documented. 

Implementation: This research will provide field validation for several innovative concrete 

pavement joint concepts. 
Track 6 (IJ) 258 

 

Problem Statement IJ 2.2. Development of Innovative Ways for Detecting Joint Deterioration in 

New and Older Pavements 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$1.5 M 

The condition of longitudinal and transverse joints is critical for identifying the appropriate preservation 

or rehabilitation strategy. Detailed joint condition information is also important for evaluating joint design 

effectiveness. Thus, the ability to detect and monitor potential problems such as the following is 

important for characterizing joint performance: 

• Looseness. 

• Problematic positioning. 

• Aggregate interlock wearout. 

• Consolidation. 

• PCC deterioration around dowel bars. 

• PCC fracture in the joint area. 

Various devices capable of providing tomographic images of concrete may be used in this application, 

including the impact-echo device and the MIT scan for locating the dowels and tie bars. This research will 

develop a mostly nondestructive method for evaluating and quantifying functional (e.g., faulting, spalling) 

and structural joint condition (e.g., LTE, opening, and closing). Adequate concrete consolidation around 

the dowel bars is important for good joint performance, both immediately after construction and over 

time, also and must be measured. 

Tasks: 

1. Conduct a worldwide literature survey and interview experts to identify the technologies available for 

determining a joint’s functional and structural condition to carry heavy traffic loadings over time. 

This joint could be a new or an older pavement. 

2. Identify procedures, equipment, methodologies, and concepts that have been or could be used for 

joint evaluation. Summarize these in a concise document for an expert review panel. Based on the 

panel results, select the most promising technologies to produce a nearly or completely 

nondestructive testing procedure to evaluate concrete pavement joints. 

3. Conduct a field survey and analysis of tie bar and X-stitching performance and installation for 

longitudinal joints and random cracks. 

4. Analyze and evaluate each technology. Recommend technologies to be advanced for further 

development and testing. Develop a plan for this needed work. 

5. Perform the additional development and testing work (lab, accelerated loading, and full-scale field 

testing). 

6. Prepare a final research report and implementation guide for ways to evaluate concrete pavement 

joints to determine their functional and structural conditions. 

Benefits: Procedures to evaluate and recommend preservation and repair actions for 

existing joints. 

Products: Validated and implementable procedures and guidelines for rapidly and reliably 

evaluating existing concrete pavement joints to determine preservation and repair 

treatments as well as structural and functional condition. 

Implementation: The joint deterioration detection methods developed in this research will be 

implemented immediately. 
 259 Track 6 (IJ) 

Problem Statement IJ 2.3. Determining the Need and Identifying the Feasibility of Alternative 

Ways to Provide Pressure Relief and Load Transfer Efficiency for Concrete Pavements 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 2. Joint Materials, Construction, Evaluation, and Rehabilitation Innovations 

Approximate Phasing: Years 6–9 

Estimated Cost: $500 k–$700 k 

Providing PRJs, both with and without mechanical load transfer, has created problems, because these 

joints often do not function properly and require premature maintenance. Controversy has arisen over 

where PRJs are needed and even whether they are useful, since some studies show that they may not have 

any positive value. This research will examine whether PRJs might be needed, locations at which PRJs 

might help avoid pressure buildup problems, and finally, ways in which PRJs can be designed with 

mechanical load transfer. 

Tasks: 

1. Conduct a worldwide literature search for PRJs and their design, use, and effectiveness. Summarize 

the findings, including case studies wherever available (e.g., the use of regular expansion joints on the 

Illinois State Toll Highway Authority and the experience several States have had placing and 

maintaining PRJs). Include a summary of the technical information available for calculating the 

pressures and mechanisms involved. Also summarize the designs of joint load transfer efficiencies 

where possible. 

2. Based on field surveys and expert interviews (along with the literature survey), prepare a case-by-case 

study in which PRJs were incorporated into various projects, including the projects’ performance and 

needs. Document these studies. 

3. Based on these results, prepare guidelines for using PRJs that practicing engineers can use. 

Benefits: Fewer problems associated with pressure buildup and PRJs in all aspects of 

concrete pavements. 

Products: Guidelines for using PRJs that will be made available to practicing engineers and 

highway agencies, resulting in better understanding of the needed locations and 

design of PRJs in concrete pavements. 

Implementation: The PRJ methods resulting from this research will be implemented immediately. 
Track 6 (IJ) 260 

 

SUBTRACK IJ 3. INNOVATIVE JOINTS IMPLEMENTATION 

This research in this subtrack implements the results from the previous two subtracks. Table 35 provides 

an overview of this subtrack. 

Table 35. Subtrack IJ 3 overview. 

Problem Statement Estimated 

Cost Products Benefits 

IJ 3.1. Implementation of 

Innovative Joint Design, 

Materials, and 

Construction 

$800 k–$1 M Strong technology transfer of innovative 

concrete pavement joint design, materials, and 

construction to the workforce, using workshops, 

conferences, and Web-based personnel training; 

a workforce and management that knows the 

new procedures, guidelines, and models to better 

design, construct, and specify materials related 

to concrete pavement joints. 

A workforce with the basic 

knowledge and understanding 

to design, specify materials, 

and construct new and 

innovative concrete pavement 

joints. 
 261 Track 6 (IJ) 

Problem Statement IJ 3.1. Implementation of Innovative Concrete Pavement Joint Design, 

Materials, and Construction 

Track: 6. Innovative Concrete Pavement Joint Design, Materials, and Construction (IJ) 

Subtrack: IJ 3. Innovative Joints Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $800 k–$1M 

Implementing innovative concrete pavement joint design, materials, and construction requires significant 

efforts, both in training the workforce and assuring management that the new concepts are feasible and 

reliable. This research will address both of these efforts. The results from many other tracks will help 

develop innovative joint concepts and will be coordinated closely with this research without duplicating 

efforts. For example, track 2 (Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements) will provide new knowledge and procedures for base course erosion; see problem statement 

DG 1.3 (Development of Model for Erosion Related to Material Properties under Dynamic Wheel 

Loading). 

Tasks: 

1. Develop and present workshops dealing with many aspects of the mechanistic design process that 

focus on joint design, materials, and construction. 

2. Organize national conferences and workshops about the joint design, materials, and construction 

process, at which States and other highway agencies share their findings. 

3. Develop Web-based, online training tools. 

Benefits: A workforce with the basic knowledge and understanding to design, specify 

materials, and construct new and innovative concrete pavement joints. 

Products: Strong technology transfer of innovative concrete pavement joint design, 

materials, and construction to the workforce, using workshops, conferences, and 

Web-based personnel training; a workforce and management that knows the new 

procedures, guidelines, and models to better design, construct, and specify 

materials related to concrete pavement joints. 

Implementation: This work will provide the technology transfer critical to the success of the 

innovative joints track. 
 
 263 Track 7 (RC) 

Track 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

TRACK 7 (RC) OVERVIEW.......................................................................................................... 265

Track Goal.................................................................................................................................. 265

Track Objectives ........................................................................................................................ 265

Research Gaps............................................................................................................................ 266

Research Challenges .................................................................................................................. 266

Research Track 7 (RC) Phasing ............................................................................................... 267

Research Track 7 (RC) Estimated Costs ................................................................................. 268

Track Organization: Subtracks and Problem Statements..................................................... 268

SUBTRACK RC 1. REHABILITATION AND CONSTRUCTION PLANNING AND 

SIMULATION.................................................................................................................................. 269

Problem Statement RC 1.0. Framework for Rehabilitation and Construction Planning 

and Simulation (Subtrack RC 1)........................................................................................... 270

Problem Statement RC 1.1. Paving Process Simulations and Constructability Review ..... 271

Problem Statement RC 1.2. Traffic Management Simulations ............................................. 272

Problem Statement RC 1.3. Virtual Construction Simulations............................................. 273

SUBTRACK RC 2. PRECAST AND MODULAR CONCRETE PAVEMENTS ...................... 274

Problem Statement RC 2.0. Framework for Precast and Modular Concrete Pavements 

(Subtrack RC 2)...................................................................................................................... 275

Problem Statement RC 2.1. Refinement of Precast, Posttensioned Concrete Pavement 

Technology .............................................................................................................................. 276

Problem Statement RC 2.2. Precast Concrete Pavements for Slab Replacement................ 277

Problem Statement RC 2.3. Lightweight Precast Concrete Pavements................................ 278

Problem Statement RC 2.4. Precast Joints for Joint Replacement ....................................... 279

Problem Statement RC 2.5. Precast Quiet Pavement Surfaces ............................................. 280

SUBTRACK RC 3. FAST-TRACK CONCRETE PAVEMENTS............................................... 281

Problem Statement RC 3.0. Framework for Fast-Track Concrete Pavements 

(Subtrack RC 3)...................................................................................................................... 282

Problem Statement RC 3.1. Synthesis of Practice for Accelerated (Fast-Track) Paving.... 283

Problem Statement RC 3.2. Accelerated Paving Techniques ................................................ 284

Problem Statement RC 3.3. Accelerated Hydration Methods ............................................... 285

Problem Statement RC 3.4. Accelerated Concrete Pavement Restoration Techniques...... 286

SUBTRACK RC 4. REHABILITATION AND CONSTRUCTION EVALUATION AND 

IMPLEMENTATION...................................................................................................................... 287

Problem Statement RC 4.0. Framework for Rehabilitation and Construction Evaluation 

and Implementation (Subtrack RC 4) .................................................................................. 288

Problem Statement RC 4.1. Workshops on Fast-Track Concrete Paving............................ 289

Problem Statement RC 4.2. Workshops on Precast and Modular Concrete 

Pavement Solutions................................................................................................................. 290

Problem Statement RC 4.3. Workshops on Rehabilitation and Construction Simulation 

and Modeling........................................................................................................................... 291

Problem Statement RC 4.4. Web-Based Training for Implementation of Rehabilitation 

and Construction Research.................................................................................................... 292
Track 7 (RC) 264 

 

LIST OF FIGURES 

Figure 7. Track 7 (RC) subtrack and problem statement phasing chart.................................................... 267

LIST OF TABLES 

Table 36. Research track 7 (RC) estimated costs..................................................................................... 268

Table 37. Subtrack RC 1 overview. ......................................................................................................... 269

Table 38. Subtrack RC 2 overview. ......................................................................................................... 274

Table 39. Subtrack RC 3 overview. ......................................................................................................... 281

Table 40. Subtrack RC 4 overview. ......................................................................................................... 287
 265 Track 7 (RC) 

TRACK 7 (RC) OVERVIEW 

For nearly 15 years, the concrete pavement industry has confronted both facts and perceptions about 

concrete pavement construction under high-speed traffic conditions. While the industry’s record is 

generally positive, perceptions still determine concrete use in many situations. The traffic growth data 

presented in chapter 1 in the first volume of the CP Road Map show that, despite the gains made in the 

past decade, concrete pavements across the country will continue to be in need of rehabilitation under 

high-speed traffic conditions. 

The next generation of construction and rehabilitation tools combines the software and hardware required 

to simulate system design and predict problems that might surface during high-speed construction. Highspeed computer simulation can troubleshoot a pavement’s response to environmental changes, as well. 

Effective construction management, however, remains critical for meeting the goals and objectives of this 

track. 

Future high-speed construction challenges the industry to move away from slipform paving and identify 

ways to make precast construction a more viable alternative. Precast modular construction not only might 

replace ultrahigh-speed construction but also improve product quality and extend the paving system. 

Research in this track will include: 

• Planning and simulation for high-speed construction and rehabilitation. 

• Precast and modular options for concrete pavements. 

• Fast-track concrete pavement construction and rehabilitation. 

• Evaluation and technology transfer of high-speed construction and rehabilitation products and 

processes developed through research. 

Some high-speed construction issues also are investigated in other research tracks, and those efforts will 

be coordinated closely with those in this track. For example, track 1 (Performance-Based Concrete 

Pavement Mix Design System) and track 3 (High-Speed Nondestructive Testing and Intelligent 

Construction Systems) contain many elements required in a high-speed option. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

This track will explore new and existing products and technologies that facilitate high-speed rehabilitation 

and construction of PCC pavements. 

Track Objectives 

1. Develop planning and simulation tools that allow contractors, designers, and owner-agencies to 

identify potential problems before construction begins and to identify the most efficient processes. 

2. Explore and refine precast and modular pavement technology for new construction, rehabilitation, 

and maintenance. 

3. Refine fast-track construction technologies and techniques, and synthesize them into best practice 

guidelines for contractors, designers, and owner-agencies. 

4. Provide the means for all contractors, designers, and owner-agencies to learn about new high-speed 

construction and rehabilitation products and technologies. 
Track 7 (RC) 266 

 

Research Gaps 

• Lack of easy-to-use and practical education tools. 

• Insufficient data and methodology for calculating user benefits from high-speed construction. 

• Insufficient understanding of ways to control potential long-term durability problems resulting from 

high-speed construction. 

• Lack of user knowledge. 

 

Research Challenges 

• Develop easy-to-use and understandable products and portable user-friendly software for contractors, 

designers, and owner-agencies. 

• Quantify the user costs versus benefits of high-speed rehabilitation and construction products to allow 

owner-agencies to realize the economic benefit. 

• Assess the long-term durability of various high-speed rehabilitation and construction techniques. 

• Address the perception that concrete is an inherently slow construction process. 
 267 Track 7 (RC) 

Research Track 7 (RC) Phasing 

The horizontal bar chart in figure 7 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 7. Track 7 (RC) subtrack and problem statement phasing chart. 
Track 7 (RC) 268 

 

Research Track 7 (RC) Estimated Costs 

Table 36 shows the estimated costs for this research track. 

Table 36. Research track 7 (RC) estimated costs. 

Problem Statement Estimated Cost 

Subtrack RC 1. Rehabilitation and Construction Planning and Simulation 

RC 1.0. Framework for Rehabilitation and Construction Planning and Simulation (Subtrack RC 1) $350 k 

RC 1.1. Paving Process Simulations and Constructability Review $1 M–$2 M 

RC 1.2. Traffic Management Simulations $500 k–$1 M 

RC 1.3. Virtual Construction Simulations $500 k–$1 M 

Subtrack RC 2. Precast and Modular Concrete Pavements 

RC 2.0. Framework for Precast and Modular Concrete Pavements (Subtrack RC 2) $400 k 

RC 2.1. Refinement of Precast Posttensioned Concrete Pavement Technology $500 k–$1 M 

RC 2.2. Precast Concrete Pavements for Slab Replacement $500 k–$1 M 

RC 2.3. Lightweight Precast Concrete Pavements $250 k–$500 k 

RC 2.4. Precast Joints for Joint Replacement $500k-$1 M 

RC 2.5. Precast Quiet Pavement Surfaces $500 k–$1 M 

Subtrack RC 3. Fast-Track Concrete Pavements 

RC 3.0. Framework for Fast-Track Concrete Pavements (Subtrack RC 3) $400 k 

RC 3.1. Synthesis of Practice for Accelerated (Fast-Track) Paving $250 k–$500 k 

RC 3.2. Accelerated Paving Techniques $500 k–$1 M 

RC 3.3. Accelerated Hydration Methods $500 k–$1 M 

RC 3.4. Accelerated Concrete Pavement Restoration Techniques $500 k–$1 M 

Subtrack RC 4. Rehabilitation and Construction Evaluation and Implementation 

RC 4.0. Framework for Rehabilitation and Construction Evaluation and Implementation (Subtrack 

RC 4) 

$150 k 

RC 4.1. Workshops on Fast-Track Concrete Paving $1 M–$2 M 

RC 4.2. Workshops on Precast and Modular Concrete Pavement Solutions $1 M–$2 M 

RC 4.3. Workshops on Rehabilitation and Construction Simulation and Modeling $500 k–$1 M 

RC 4.4. Web-Based Training for Implementation of Rehabilitation and Construction Research $500 k–$1 M 

Track 7 (RC) 

Total $10.3 M–$20.3 M 

Track Organization: Subtracks and Problem Statements 

Track 7 (RC) problem statements are grouped into four subtracks: 

• Subtrack RC 1. Rehabilitation and Construction Planning and Simulation. 

• Subtrack RC 2. Precast and Modular Concrete Pavements. 

• Subtrack RC 3. Fast-Track Concrete Pavements. 

• Subtrack RC 4. Rehabilitation and Construction Evaluation and Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 269 Track 7 (RC) 

SUBTRACK RC 1. REHABILITATION AND CONSTRUCTION PLANNING AND 

SIMULATION 

This subtrack frames new and innovative ways to conduct high-speed rehabilitation and construction, 

relying on the creative use of simulation tools. Table 37 provides an overview of this subtrack. 

Table 37. Subtrack RC 1 overview. 

Problem Statement Estimated 

Cost Products Benefits 

RC 1.0. Framework for 

Rehabilitation and 

Construction Planning 

and Simulation 

(Subtrack RC 1) 

$350 k A validated, sequenced, and 

detailed research framework for 

this subtrack. 

An effective, coordinated, and productive 

research program. 

RC 1.1. Paving Process 

Simulations and 

Constructability Review 

$1 M–$2 M Easy-to-use paving process 

simulation tools (software) and 

a constructability review 

manual for concrete paving. 

New tools that contractors and owner-agencies 

can use to simulate the paving process before 

construction, allowing them to identify potential 

problems and optimize equipment and 

materials; a constructability review manual for 

concrete paving that will allow owner-agencies 

to assess rationally the potential for success of a 

given construction plan. 

RC 1.2. Traffic 

Management 

Simulations 

$500 k–$1 M Easy-to-use traffic management 

simulation tools (software). 

New tools that contractors, designers, and 

owner-agencies can use to simulate different 

traffic management scenarios before 

construction, allowing them to identify potential 

problems and select the optimal traffic 

management scenario. 

RC 1.3. Virtual 

Construction 

Simulations 

$500 k–$1 M Construction simulation 

software that considers both the 

paving process and traffic 

management. 

New tools that will allow contractors, designers, 

and owner-agencies to simulate the entire 

construction process virtually before actual 

construction, allowing them to identify potential 

problems. 
Track 7 (RC) 270 

 

Problem Statement RC 1.0. Framework for Rehabilitation and Construction Planning and 

Simulation (Subtrack RC 1) 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 1. Rehabilitation and Construction Planning and Simulation 

Approximate Phasing: Years 1–3 

Estimated Cost: $350 k 

Subtrack RC 1 (Rehabilitation and Construction Planning and Simulation) provides a set of research 

problem statements that will culminate in a significantly improved state of the art and practice. As the 

funding becomes available, an initial effort will be necessary to develop a framework for the research to 

be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack RC 1 (Rehabilitation and Construction Planning and 

Simulation), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack RC 1 (Rehabilitation and 

Construction Planning and Simulation). 
 271 Track 7 (RC) 

Problem Statement RC 1.1. Paving Process Simulations and Constructability Review 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 1. Rehabilitation and Construction Planning and Simulation 

Approximate Phasing: Years 4–9 

Estimated Cost: $1 M–$2 M 

Recent projects, such as the 55-hour weekend reconstruction of I–10 near Pomona, CA, have 

demonstrated the viability of rapid pavement reconstruction. This and similar projects have also 

demonstrated the need for advanced planning and preparation to ensure project success under strict time 

constraints. Advanced planning will ensure optimal construction staging, equipment utilization, mixing 

procedures, and hauling processes. Time-motion and production-cost analyses are two examples of 

analysis techniques that can be used for this type of optimization. A formal constructability review 

manual will be developed to assist in better planning. Rehabilitation and construction process simulations, 

which incorporate time-motion and production-cost analyses, will be a powerful tool for optimizing 

project planning and preparation to ensure the success of time-restrictive pavement construction and 

rehabilitation. Simulations will allow contractors and transportation agencies to analyze the flow of 

rehabilitation or new construction projects well in advance of actual construction, anticipating potential 

problems that may prevent the time requirements from being met. 

Tasks: 

1. Identify construction process simulation techniques/models currently available (such as those used in 

the bridge and building industries). Identify problems or limitations of current simulation 

techniques/models based on contractor/agency experience. 

2. Identify existing constructability review techniques and guidelines. 

3. Evaluate the current simulation techniques and constructability review guidelines for their 

applicability to concrete paving projects. 

4. Identify agency and contractor needs for expedited pavement construction (e.g., typical rehabilitation 

or construction timeframes required). 

5. Identify constraints for expedited pavement construction (e.g., equipment limitations, concrete mix 

characteristics, and construction staging). 

6. Develop simulation techniques/models that account for both contractor/agency requirements and 

constraints, building on the successes of existing simulation models. 

7. Develop a case study that demonstrates the simulation technique/model on an actual construction 

project. 

8. Refine the simulation techniques/models as needed based on the case study. 

9. Develop a constructability review manual for concrete paving, employing peer review and revision 

during the development process. 

Benefits: New tools that contractors and owner-agencies can use to simulate the paving 

process before construction, allowing them to identify potential problems and 

optimize equipment and materials; a constructability review manual for concrete 

paving that will allow owner-agencies to assess rationally the potential for 

success of a given construction plan. 

Products: Easy-to-use paving process simulation tools (software) and a constructability 

review manual for concrete paving. 

Implementation: This research will result in easy-to-use tools (i.e., software and a constructability 

review manual) for contractors, designers, and owner-agencies to perform 

rehabilitation and construction process simulations and reviews. 
Track 7 (RC) 272 

 

Problem Statement RC 1.2. Traffic Management Simulations 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 1. Rehabilitation and Construction Planning and Simulation 

Approximate Phasing: Years 4–8 

Estimated Cost: $500 k–$1 M 

Traffic management is a crucial aspect of any pavement rehabilitation/construction project but is 

particularly important for rapid rehabilitation and construction projects where construction often is 

conducted under traffic. Rapid rehabilitation/construction work under traffic burdens both the highway 

agency and contractor to produce a high-quality pavement while minimizing traffic delay and maximizing 

traffic safety. In some cases, the option of a long life pavement is ruled out for such projects because of 

skepticism that it can be built with minimal user delays. Moreover, in certain situations, user costs and 

delays can outweigh all other considerations for pavement construction, reconstruction, or rehabilitation. 

In these cases, special steps must be taken to minimize lane closures and reduced traffic access. Proper 

traffic management better ensures the safety of workers and helps minimize traffic congestion during 

construction. However, developing a traffic management plan to satisfy both objectives is extremely 

difficult and often very costly. Generally, traffic management plans are developed for a specific project 

based on previous experience within a localized region. Thus, for similar project circumstances across the 

country, significant variance in traffic handling options can and does occur. Many agencies employ lessthan-optimal approaches to managing traffic, which result in extra costs, safety concerns, and significant 

user delays. A solution to this problem would be to develop techniques or models for simulating different 

traffic management scenarios based on the requirements of individual projects. These techniques/models 

will allow the contractor or owner-agency to simulate different traffic management strategies well in 

advance of construction, allowing them to identify problems and select the optimal strategy. 

Tasks: 

1. Identify traffic management techniques/models currently used by owner-agencies. 

2. Identify problems or limitations of current techniques/models based on contractor/agency experience. 

3. Identify agency constraints for traffic management (e.g., typical rehabilitation or construction 

timeframe, and restrictions on traffic diversion). 

4. Identify viable models for user cost prediction of traffic management and life cycle cost models for 

concrete pavements. 

5. Develop simulation techniques/models that account for both contractor/agency requirements and 

constraints. 

6. Develop a case study that demonstrates the simulation technique/model on an actual construction 

project. 

7. Refine the simulation techniques/models as needed based on the case study. 

8. Develop agency/contractor interactive alternative models. 

Benefits: New tools that contractors, designers, and owner-agencies can use to simulate 

different traffic management scenarios before construction, allowing them to 

identify potential problems and select the optimal traffic management scenario. 

Products: Easy-to-use traffic management simulation tools (software). 

Implementation: This research will result in easy-to-use tools (i.e., software) that contractors, 

designers, and owner-agencies can use for traffic management simulations. 
 273 Track 7 (RC) 

Problem Statement RC 1.3. Virtual Construction Simulations 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 1. Rehabilitation and Construction Planning and Simulation 

Approximate Phasing: Years 8–10 

Estimated Cost: $500 k–$1 M 

Recently, a number of industries have been turning to simulation tools to assess potential issues that could 

arise during the execution of industry processes. A notable example is the aerospace industry, which 

conducts numerous tests of aircraft and aircraft components using virtual simulations. In these 

simulations, the components are “assembled” using computers, and the process is monitored at critical 

points and compared to threshold values. Stresses, for example, are compared to strengths. Time is 

recorded, and efficiency statistics derived. This research will explore and synthesize this technology and 

others like it in the hope of applying the same concepts to the concrete pavement construction process. 

The virtual simulations will consider both the paving process and traffic management strategies to 

optimize not only the construction process, but also the total cost, including user costs. The simulations 

will allow contractors and owner-agencies to perform virtual simulations of a complete concrete 

pavement construction or rehabilitation project to evaluate overall costs, identify problems, and determine 

an optimal construction process. 

Tasks: 

1. Identify and evaluate existing virtual simulation models used in different industries. 

2. Evaluate aspects of existing virtual simulation models applicable to concrete pavement construction 

and rehabilitation simulation models. 

3. Develop a virtual simulation model that considers both the paving or rehabilitation process and the 

traffic management strategy. 

4. Develop a case study that applies the virtual simulation model to an actual construction project. 

5. Refine the virtual simulation model as needed based on the case study. 

Benefits: New tools that will allow contractors, designers, and owner-agencies to simulate 

the entire construction process virtually before actual construction, allowing them 

to identify potential problems. 

Products: Construction simulation software that considers both the paving process and 

traffic management. 

Implementation: This research will result in easy-to-use tools (i.e., software) that contractors, 

designers, and owner-agencies can use for virtual construction simulations. 
Track 7 (RC) 274 

 

SUBTRACK RC 2. PRECAST AND MODULAR CONCRETE PAVEMENTS 

This subtrack organizes the entire modular concrete pavement concept so that it can be used for both 

high-speed and high-durability situations. Table 38 provides an overview of this subtrack. 

Table 38. Subtrack RC 2 overview. 

Problem Statement Estimated 

Cost Products Benefits 

RC 2.0. Framework 

for Precast and 

Modular Concrete 

Pavements (Subtrack 

RC 2) 

$400 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

RC 2.1. Refinement of 

Precast Posttensioned 

Concrete Pavement 

Technology 

$500 k–$1 M Design standards, specifications, and 

best practice guides for precast, 

prestressed (posttensioned) concrete 

pavement. 

Best practice guidelines for 

precast, prestressed concrete 

pavement technology, helping 

owner-agencies develop design 

standards and specifications. 

RC 2.2. Precast 

Concrete Pavements 

for Slab Replacement 

$500 k–$1 M Design standards, specifications, and 

best practice guidelines for using 

precast concrete in full-depth slab 

replacement. 

Best practice guidelines for using 

precast panels in full-depth slab 

replacement. 

RC 2.3. Lightweight 

Precast Concrete 

Pavements 

$250 k–$500 k Recommendations for weightreducing technologies for precast 

concrete pavement. 

Exploration of possible weightreducing technologies for precast 

concrete pavement. 

RC 2.4. Precast Joints 

for Joint Replacement 

$500k-$1 M Design standards, specifications, and 

best practice guidelines for using 

precast panels for joint replacements. 

Best practice guidelines for using 

precast concrete panels for joint 

replacement. 

RC 2.5. Precast Quiet 

Pavement Surfaces 

$500 k–$1 M Recommendations for noise-reducing 

techniques for precast concrete 

pavement surfaces. 

Exploration of noise-reducing 

techniques that may not be viable 

for conventional concrete 

pavements but that can be 

incorporated into precast concrete 

pavements. 
 275 Track 7 (RC) 

Problem Statement RC 2.0. Framework for Precast and Modular Concrete Pavements 

(Subtrack RC 2) 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 1–3 

Estimated Cost: $400 k 

Subtrack RC 2 (Precast and Modular Concrete Pavements) provides a set of research problem statements 

that will culminate in a significantly improved state of the art and practice. As the funding becomes 

available, an initial effort will be necessary to develop a framework for the research to be accomplished 

within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack RC 2 (Precast and Modular Concrete Pavements), 

modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack RC 2 (Precast and 

Modular Concrete Pavements). 
Track 7 (RC) 276 

 

Problem Statement RC 2.1. Refinement of Precast, Posttensioned Concrete Pavement Technology 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 2–6 

Estimated Cost: $500 k–$1 M 

Precast concrete offers a durable, lasting solution for rapid construction of PCC pavement. A 1998 

feasibility study, completed by the Center for Transportation Research at the University of Texas at 

Austin, concluded that precast, prestressed concrete pavement was a viable option for large-scale rapid 

reconstruction of PCC pavements. The concept that resulted from the feasibility study incorporates both 

pretensioning and posttensioning in the precast panels to reduce the required slab thickness as well as 

improve the durability of the finished pavement. Subsequent implementation studies resulted in the 

construction of precast, prestressed pavement demonstration projects in California and Texas. Despite the 

successes of these demonstration projects, however, refinements to the concept are needed for precast, 

prestressed concrete to become readily accepted as an expedited construction technique for PCC 

pavements. These refinements may include modifications to design details, fabrication processes, and 

construction techniques to make precast, prestressed concrete an economical alternative for expedited 

pavement construction. This research will aim to develop a refined concept that is incorporated easily into 

current PCC pavement practices and to familiarize owner-agencies with this technology. 

Tasks: 

1. Evaluate all aspects of previously constructed precast, prestressed concrete pavement demonstration 

projects (i.e., design details, fabrication, construction, performance, and cost). 

2. Refine details and processes so that precast, prestressed pavement can meet the construction 

timeframe requirements of owner-agencies. 

3. Work with precast concrete and concrete paving industries to make precast concrete pavement an 

economically viable alternative to other fast-track PCC paving techniques. 

4. Familiarize contractors and owner-agencies with precast, prestressed concrete pavement construction 

technology. 

5. Develop specifications, design standards, and/or best practice guidelines for precast, prestressed 

concrete pavement. 

6. Construct precast, prestressed concrete pavement test sections under stringent (e.g., overnight, 

weekend) time constraints. 

Benefits: Best practice guidelines for precast, prestressed concrete pavement technology, 

helping owner-agencies develop design standards and specifications. 

Products: Design standards, specifications, and best practice guides for precast, prestressed 

(posttensioned) concrete pavement. 

Implementation: This research will be used to develop design standards, specifications, and best 

practice guidelines for precast, prestressed (posttensioned) concrete pavement. 
 277 Track 7 (RC) 

Problem Statement RC 2.2. Precast Concrete Pavements for Slab Replacement 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 3–7 

Estimated Cost: $500 k–$1 M 

Precast concrete offers a durable, lasting solution for rapid full-depth slab replacement for PCC pavement. 

Recent projects in Colorado, Michigan, New York, and Virginia have demonstrated the viability of using 

precast concrete panels for rapid full-depth repairs of PCC pavement. The success of these projects has 

emphasized the need to make this technology available to all owner-agencies and contractors for rapid 

repair projects. This research will evaluate the performance of the different construction techniques used 

on previous projects. Recommendations and specifications then can be developed to help contractors and 

owner-agencies incorporate precast concrete pavement into common fast-track pavement rehabilitation 

practices. The recommendations and specifications should cover all aspects of precast pavement 

construction, including precast panel fabrication, construction staging, existing pavement removal, base 

preparation, and panel installation. 

Tasks: 

1. Evaluate performance of existing precast concrete pavement rehabilitation projects. 

2. Develop specifications and design standards for precast pavement. 

3. Make precast concrete an economically viable alternative to current fast-track rehabilitation 

techniques. 

4. Familiarize contractors and owner-agencies with precast pavement technology and construction 

practices. 

Benefits: Best practice guidelines for using precast panels in full-depth slab replacement. 

Products: Design standards, specifications, and best practice guidelines for using precast 

concrete in full-depth slab replacement. 

Implementation: This research will result in design standards, specifications, and best practice 

guidelines for using precast concrete in full-depth slab replacements. 
Track 7 (RC) 278 

 

Problem Statement RC 2.3. Lightweight Precast Concrete Pavements 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 7–10 

Estimated Cost: $250 k–$500 k 

Recently, several projects throughout the United States have demonstrated the viability of using precast 

concrete panels for large-scale pavement construction and full-depth pavement rehabilitation. One key 

cost component of precast concrete panels is transportation. Precast panels used for current projects can 

weigh in excess of 22.67 metric tons (25 short tons) sometimes requiring special permits to transport. One 

way to improve the efficiency of precast concrete pavement transportation is to reduce the weight of the 

precast panels. Reducing panel weight by as little as 20 percent may permit the shipment of more panels 

on each truck or eliminate the need for a special permit. Technology such as lightweight aggregates and 

hollow-core panels have been used successfully by the precast industry for buildings and bridge decks, 

but have yet to be applied to precast pavement panels. This research will incorporate these technologies 

into precast concrete pavement practices. 

Tasks: 

1. Identify potential weight-reducing technologies for precast concrete pavement panels. 

2. Evaluate the benefits versus costs of incorporating weight-reducing technology into precast concrete 

pavement practice, including evaluation of durability issues associated with weight-reducing 

technologies. 

3. Recommend weight-reducing techniques for precast concrete pavement practice. 

Benefits: Exploration of possible weight-reducing technologies for precast concrete 

pavement. 

Projects: Recommendations for weight-reducing technologies for precast concrete 

pavement. 

Implementation: This research will result in recommendations for weight-reducing technologies 

for precast concrete pavement. 
 279 Track 7 (RC) 

Problem Statement RC 2.4. Precast Joints for Joint Replacement 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 5–9 

Estimated Cost: $500 k–$1 M 

Recent projects in Colorado, Michigan, and New York have demonstrated the viability of using precast 

concrete panels for joint replacement. Often, heavily faulted joints, which have lost subbase support due 

to pumping, cannot simply be ground smooth or retrofitted with dowel bars. In these cases, it is necessary 

to replace the joint completely to restore subbase support and load transfer between faulted slabs. 

Unfortunately, these joint replacements often are required on heavily trafficked pavements that can only 

be closed to traffic overnight or over a weekend. Precast concrete offers a durable, long-lasting solution 

that permits construction overnight or over a weekend. This research will examine the performance of 

different precast concrete joint replacement techniques and familiarize contractors and owner-agencies 

with these techniques so they can be incorporated into common practice. 

Tasks: 

1. Document construction practices and performance of current precast concrete joint replacement 

techniques. 

2. Develop design standards, specifications, and/or best practice guidelines for owner-agencies to 

incorporate into current practice. 

3. Familiarize contractors and owner-agencies with precast concrete joint replacement technology. 

Benefits: Best practice guidelines for using precast concrete panels for joint replacement. 

Products: Design standards, specifications, and best practice guidelines for using precast 

panels for joint replacements. 

Implementation: This work will be coordinated closely with that in track 6 (Innovative Concrete 

Pavement Joint Design, Materials, and Construction). This research will result in 

precast concrete joint replacement specifications, design standards, and best 

practice recommendations. 
Track 7 (RC) 280 

 

Problem Statement RC 2.5. Precast Quiet Pavement Surfaces 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 2. Precast and Modular Concrete Pavements 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

Pavement noise, or the noise generated by tires on a pavement surface, is an important consideration in 

PCC pavement construction, particularly in urban areas. Different surface textures are being examined 

constantly for their effectiveness in reducing pavement noise. Unfortunately, many of the most promising 

surface textures are difficult to construct properly in the field. Precast concrete pavement panels, 

however, are cast in a controlled environment, affording a great deal of flexibility with surface texture. 

New surface texture technologies, such as extruded channels, currently are being evaluated abroad. While 

such textures may be difficult to construct in the field, they can be easy to incorporate into precast 

pavement panels. This research will identify new surface textures that show promise for reducing 

pavement noise and evaluate the feasibility of incorporating them into precast pavement panels. 

Tasks: 

1. Identify surface texture techniques that have been shown to reduce pavement noise. 

2. Evaluate the feasibility of incorporating these surface textures into precast pavement panels versus 

conventional (slipform or fixed-form) PCC construction. 

3. Evaluate the benefits versus costs of using precast panels with noise-reducing surface texture for PCC 

pavement construction. 

4. Develop case studies or pilot projects that incorporate noise-reducing surface textures into precast 

pavement and evaluate their effectiveness. 

Benefits: Exploration of noise-reducing techniques that may not be viable for conventional 

concrete pavements but that can be incorporated into precast concrete pavements. 

Products: Recommendations for noise-reducing techniques for precast concrete pavement 

surfaces. 

Implementation: This research will be used to evaluate the viability of precast pavement with 

specialized, noise-reducing surface textures versus conventional pavement 

construction with conventional surface textures. 
 281 Track 7 (RC) 

SUBTRACK RC 3. FAST-TRACK CONCRETE PAVEMENTS 

This subtrack examines four specific issues related to the next generation of fast-track paving and fasttrack CPR techniques. Table 39 provides an overview of this subtrack. 

Table 39. Subtrack RC 3 overview. 

Problem Statement Estimated 

Cost Products Benefits 

RC 3.0. Framework 

for Fast-Track 

Concrete Pavements 

(Subtrack RC 3) 

$400 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

RC 3.1. Synthesis of 

Practice for 

Accelerated (FastTrack) Paving 

$250 k–$500 k Synthesis of the current state of the 

practice for accelerated paving 

techniques. 

One-stop shopping for different 

accelerated paving techniques. 

RC 3.2. Accelerated 

Paving Techniques 

$500 k–$1 M Possible new mix design 

recommendations for accelerated 

paving mixes and guidelines for use, 

including maturity methods. 

Development of more economical, 

nonproprietary, fast-track paving 

mixes and guidelines for use. 

RC 3.3. Accelerated 

Hydration Methods 

$500 k–$1 M New techniques for accelerating the 

hydration process in PCC. 

More rapid achievement of target 

strength values (e.g., opening), 

which in turn can shorten the 

duration of a project. 

RC 3.4. Accelerated 

Concrete Pavement 

Restoration 

Techniques 

$500 k–$1 M Best practice guidelines for 

accelerated CPR techniques. 

Best practice guidelines for 

accelerated CPR techniques. 
Track 7 (RC) 282 

 

Problem Statement RC 3.0. Framework for Fast-Track Concrete Pavements (Subtrack RC 3) 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 3. Fast-Track Concrete Pavements 

Approximate Phasing: Years 1–3 

Estimated Cost: $400 k 

Subtrack RC 3 (Fast-Track Concrete Pavements) provides a set of research problem statements that will 

culminate in a significantly improved state of the art and practice. As the funding becomes available, an 

initial effort will be necessary to develop a framework for the research to be accomplished within this 

subtrack. 

Tasks: 

1. Examine the problem statements in subtrack RC 3 (Fast-Track Concrete Pavements), modify as 

appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack RC 3 (Fast-Track 

Concrete Pavements). 
 283 Track 7 (RC) 

Problem Statement RC 3.1. Synthesis of Practice for Accelerated (Fast-Track) Paving 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 3. Fast-Track Concrete Pavements 

Approximate Phasing: Years 2–4 

Estimated Cost: $250 k–$500 k 

In the mid-1980s, FHWA initiated a unique program that brought together individuals from the concrete 

pavement industry and State highway agencies. The goal of this program was to assess the state of the 

practice of fast-track (accelerated) concrete paving practices. Since then, numerous concrete paving 

projects have been constructed using the practices recommended under this effort. In addition, there have 

been significant advancements in technology, including new materials and construction techniques. For 

example, new fast-setting hydraulic cements currently are being employed by some agencies to place fulldepth concrete pavements over a weekend. This project will document the current state of the practice of 

accelerated PCC paving technology. Literature searches, surveys of transportation agencies, and 

interviews with contractors and owner-agencies will help establish the current state of the practice, and 

will document pros, cons, successes, and failures associated with different accelerated paving 

technologies. 

Tasks: 

1. Perform a literature search to identify different accelerated paving technologies currently available. 

2. Survey transportation agencies in the United States, Canada, and abroad to determine which 

technologies have been used previously or currently are being used. 

3. Conduct site visits and interviews with owner-agencies to determine pros, cons, successes, and 

failures of different technologies. 

4. Synthesize results of the literature search, surveys, and interviews into a current state of the practice. 

Benefits: One-stop shopping for different accelerated paving techniques. 

Products: Synthesis of the current state of the practice for accelerated paving techniques. 

Implementation: This research will produce a synthesis of the current state of the practice for 

accelerated paving techniques. 
Track 7 (RC) 284 

 

Problem Statement RC 3.2. Accelerated Paving Techniques 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 3. Fast-Track Concrete Pavements 

Approximate Phasing: Years 3–7 

Estimated Cost: $500 k–$1 M 

A significant number of high-early strength concrete mixes have been developed and evaluated in recent 

years. However, some questions remain regarding the economics and long-term durability of these mixes. 

Many current high-early strength mixes use exotic cements and other admixtures that have not been 

proven for long-term durability and can be very costly. Also, these mixes generally do not account for 

factors such as climatic conditions during construction, curing techniques, and pavement characteristics, 

and thus cannot be adjusted for varying conditions. This research will evaluate current high-early strength 

mixes and the performance of existing pavements constructed with these mixes. The research will identify 

the most cost effective, nonproprietary materials and mixes for durable, fast-setting concrete suitable for 

paving operations. Mixes that are developed will be adjustable based on the pavement characteristics, 

climatic conditions, and the curing techniques available. Guidelines or software should be provided with 

the mix design that will recommend adjustments to the mix based on climatic conditions during 

construction. Additionally, maturity/strength gain characteristics for new mixes will be identified and 

incorporated into the recommendations so that maturity techniques can be used to monitor strength gain 

during construction. 

Tasks: 

1. Identify current high-early strength concrete mixes used for accelerated paving. 

2. Evaluate the benefits versus costs of existing mixes, including an analysis of pavement performance. 

3. Develop new accelerated paving mixes consisting of economical, nonproprietary materials. 

4. Analyze maturity characteristics of the new paving mixes for inclusion in the guidelines. 

5. Develop guidelines and/or software for using these new mixes, including recommendations for 

adjustment based on climatic conditions, pavement characteristics, and curing techniques. 

6. Conduct pilot studies or field trials using the mix design and guidelines developed from the study. 

Benefits: Development of more economical, nonproprietary, fast-track paving mixes and 

guidelines for use. 

Products: Possible new mix design recommendations for accelerated paving mixes and 

guidelines for use, including maturity methods. 

Implementation: This research will result in new, economical mix designs for accelerated paving 

and guidelines for using these mixes, including maturity. 
 285 Track 7 (RC) 

Problem Statement RC 3.3. Accelerated Hydration Methods 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 3. Fast-Track Concrete Pavements 

Approximate Phasing: Years 4–8 

Estimated Cost: $500 k–$1 M 

Hydration of the cementitious materials within a concrete mixture leads to strength development. 

Strength, in turn, drives a number of critical decisions during concrete pavement construction, including 

sawcutting and time to opening for traffic. A number of techniques have been advanced that could allow 

the hydration process to accelerate. Since an increase in mixture temperature is known to accelerate 

hydration, most of these techniques include heating the concrete slab. Both microwave heating and 

inductive heating are possible methods, with the latter involving adding metallic fibers to the concrete 

mixture. 

Tasks: 

1. Identify technically feasible techniques for heating a concrete pavement in the field. 

2. Evaluate various techniques in the laboratory, assessing their ability to accelerate hydration and 

monitoring potentially adverse phenomena, such as moisture loss and differential heating. 

3. Identify a technique that demonstrates the greatest potential for the field, and apply it to a large-scale 

operation. 

Benefits: More rapid achievement of target strength values (e.g., opening), which in turn 

can shorten the duration of a project. 

Products: New techniques for accelerating the hydration process in PCC. 

Implementation: This research will result in a technique for accelerating the hydration process that 

may shorten the time it takes to construct concrete pavements. 
Track 7 (RC) 286 

 

Problem Statement RC 3.4. Accelerated Concrete Pavement Restoration Techniques 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 3. Fast-Track Concrete Pavements 

Approximate Phasing: Years 4–9 

Estimated Cost: $500 k–$1 M 

Rehabilitation of high-volume rigid pavements requires techniques that minimize disruption to traffic. 

Usually this restricts construction to nighttime. However, many techniques that have been developed and 

proven effective for CPR have not been evaluated fully as they pertain to accelerated construction. 

Research is needed to develop guidelines to help select strategies for rehabilitating high-volume rigid 

pavements that consider constraints such as lane closures and construction windows. Repair of UTW is 

one such technique that needs to be investigated, as there are no established guidelines for UTW repair 

under short time constraints for lane closures. Likewise, partial-depth repair of PCC pavement has shown 

promise, but guidelines have not been developed for this technique. Full-depth repair of CRCP is another 

CPR technique that requires guidelines for materials and construction practices. Additionally, 

environmental effects of CPR techniques must be addressed. Slurry from the diamond grinding process, 

for example, is considered by some State regulatory agencies to be an environmental hazard that could 

contaminate groundwater supply. While many States do not regard the slurry as hazardous, the concrete 

pavement industry needs to examine ways to contain and dispose of the slurry in response to certain State 

regulatory agencies’ decisions. In general, all aspects of accelerated CPR techniques need to be fully 

documented, including materials, construction practices, and environmental effects. 

Tasks: 

1. Identify common CPR techniques currently used by owner-agencies. 

2. Conduct surveys and interviews of contractors and transportation agencies to determine the current 

state of the practice for different CPR techniques and successes and failures for different techniques. 

3. Develop best practice guidelines for each of these techniques based on the surveys and interviews. 

4. Develop a decision matrix for agencies to use in determining applicable CPR techniques, with 

consideration for accelerated construction. 

5. Evaluate new CPR techniques as they are developed. 

Benefits: Best practice guidelines for accelerated CPR techniques. 

Products: Best practice guidelines for accelerated CPR techniques. 

Implementation: This research will result in best practice guidelines for common CPR techniques. 
 287 Track 7 (RC) 

SUBTRACK RC 4. REHABILITATION AND CONSTRUCTION EVALUATION AND 

IMPLEMENTATION 

This subtrack provides the implementation structure for new high-speed rehabilitation and construction 

products and procedures. Table 40 provides an overview of this subtrack. 

Table 40. Subtrack RC 4 overview. 

Problem Statement Estimated 

Cost Products Benefits 

RC 4.0. Framework for 

Rehabilitation and 

Construction Evaluation 

and Implementation 

(Subtrack RC 4) 

$150 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

RC 4.1. Workshops on 

Fast-Track Concrete 

Paving 

$1 M–$2 M Workshops on fast-track concrete paving 

at various locations throughout the United 

States. 

Technology transfer through 

workshops that are a minor 

investment (if any) for owneragencies. 

RC 4.2. Workshops on 

Precast and Modular 

Concrete Pavement 

Solutions 

$1 M–$2 M Workshops on precast concrete paving 

techniques at various locations 

throughout the United States. 

Technology transfer through 

workshops at minimal or no cost to 

owner-agencies. 

RC 4.3. Workshops on 

Rehabilitation and 

Construction Simulation 

and Modeling 

$500 k–$1 M Workshops on construction and traffic 

management simulation techniques at 

various locations throughout the United 

States. 

Technology transfer through 

workshops at minimal or no cost to 

owner-agencies. 

RC 4.4. Web-Based 

Training for 

Implementation of 

Rehabilitation and 

Construction Research 

$500 k–$1 M Web-based training modules and a 

continuously maintained Web site for 

new products and technologies. 

Technology transfer available to 

anyone with access to a computer and 

Internet access. 
Track 7 (RC) 288 

 

Problem Statement RC 4.0. Framework for Rehabilitation and Construction Evaluation and 

Implementation (Subtrack RC 4) 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 4. Rehabilitation and Construction Evaluation and Implementation 

Approximate Phasing: Years 1–3 

Estimated Cost: $150 k 

Subtrack RC 4 (Rehabilitation and Construction Evaluation and Implementation) provides a set of 

research problem statements that will culminate in a significantly improved state of the art and practice. 

As the funding becomes available, an initial effort will be necessary to develop a framework for the 

research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack RC 4 (Rehabilitation and Construction Evaluation and 

Implementation), modify as appropriate, and divide them into specific, manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack RC 4 (Rehabilitation and 

Construction Evaluation and Implementation). 
 289 Track 7 (RC) 

Problem Statement RC 4.1. Workshops on Fast-Track Concrete Paving 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 4. Rehabilitation and Construction Evaluation and Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $1 M–$2 M 

Proven materials and technologies are currently available for fast-track concrete paving. Unfortunately, 

many transportation agencies are slow to adopt new techniques due to unfamiliarity with these new 

technologies and a lack of resources to research them. Workshops provide an ideal environment for 

agencies to become familiar with and receive training in new technologies. Workshops on fast-track 

concrete paving should cover the spectrum of proven technologies currently available, including highearly strength concrete mixes, maturity methods for strength monitoring, early-age analysis software 

(HIPERPAV), and others. In addition, other fast-track rehabilitation techniques, such as precast pavement 

technology and UTW, also should be presented. 

Tasks: 

1. Compile pertinent information on existing fast-track concrete paving technologies, including case 

studies and the experience of various transportation agencies. 

2. Present fast-track concrete paving techniques and case studies as well as best practices to audiences of 

contractors, industry representatives, and transportation agencies. 

3. Develop an interactive or National Highway Institute (NHI) course on fast-track paving. 

Benefits: Technology transfer through workshops that are a minor investment (if any) for 

owner-agencies. 

Products: Workshops on fast-track concrete paving at various locations throughout the 

United States. 

Implementation: This project will result in numerous workshops on fast-track concrete paving at 

various venues throughout the country. 
Track 7 (RC) 290 

 

Problem Statement RC 4.2. Workshops on Precast and Modular Concrete Pavement Solutions 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 4. Rehabilitation and Construction Evaluation and Implementation 

Approximate Phasing: Years 2–10 

Estimated Cost: $1 M–$2 M 

Several projects in recent years have demonstrated different applications for precast concrete pavement. 

These projects have included prestressed precast concrete pavement, jointed reinforced precast concrete 

pavement, precast concrete for slab replacement, and precast concrete for joint replacement. Each of these 

projects has demonstrated successfully the various techniques for precast and modular solutions for 

pavements. As with many new technologies, however, transportation agencies are often slow to adopt 

new techniques because they are unfamiliar with these new technologies and lack resources for 

researching them. Workshops will provide an ideal environment for agencies to become familiar with and 

receive training in current precast pavement technologies. 

Tasks: 

1. Compile pertinent information on existing precast concrete pavement technologies, including 

information on all recently completed projects. 

2. Present the different precast concrete paving applications, addressing the advantages and 

disadvantages of each technique to contractors, industry representatives, and transportation agencies. 

Benefits: Technology transfer through workshops at minimal or no cost to owner-agencies. 

Products: Workshops on precast concrete paving techniques at various locations throughout 

the United States. 

Implementation: This project will result in numerous workshops on precast concrete paving 

techniques at various venues throughout the country. 
 291 Track 7 (RC) 

Problem Statement RC 4.3. Workshops on Rehabilitation and Construction Simulation and 

Modeling 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 4. Rehabilitation and Construction Evaluation and Implementation 

Approximate Phasing: Years 5–10 

Estimated Cost: $500 k–$1 M 

Simulation and modeling are very powerful tools for optimizing pavement construction and rehabilitation 

projects. Simulations allow contractors, designers, and owner-agencies to model construction operations 

in advance to ensure the most efficient use of equipment and materials. This allows contractors and 

owner-agencies to anticipate potential problems before construction begins. Simulations also allow 

designers and/or owner-agencies to analyze traffic management strategies to identify the most efficient 

strategy and minimize user impact. However, as with many new technologies, transportation agencies are 

often slow to adopt new techniques because they are unfamiliar with new technologies and lack resources 

for researching them. Workshops will provide an ideal environment for agencies to become familiar with 

and receive training in current simulation and modeling techniques. 

 Tasks: 

1. Identify construction and traffic management simulation techniques. Also, identify case studies that 

have used the construction and traffic management simulation techniques. 

2. Present the different construction and traffic management simulation tools and case studies, if 

available, to contractors, designers, and owner-agencies. 

Benefits: Technology transfer through workshops at minimal or no cost to owner-agencies. 

Products: Workshops on construction and traffic management simulation techniques at 

various locations throughout the United States. 

Implementation: This project will result in numerous workshops on construction and traffic 

management simulation techniques at various venues throughout the country. 
Track 7 (RC) 292 

 

Problem Statement RC 4.4. Web-Based Training for Implementation of Rehabilitation and 

Construction Research 

Track: 7. High-Speed Concrete Pavement Rehabilitation and Construction (RC) 

Subtrack: RC 4. Rehabilitation and Construction Evaluation and Implementation 

Approximate Phasing: Years 3–10 

Estimated Cost: $500 k–$1 M 

Every year, many new products and technologies are developed and made available for implementation. 

However, many transportation agencies are slow to adopt new products and technology because they are 

unfamiliar with these new technologies and lack resources to research them. Although workshops provide 

an opportunity for contractors and owner-agencies to learn about these new products and technologies, 

many agencies cannot afford to send employees to workshops or may be restricted from traveling to 

workshops outside their home State. Fortunately, Web-based training allows contractors, designers, and 

owner-agencies to explore new products and technologies from any computer with Internet access. Ondemand Web-based training can take advantage of options such as video streaming for visual 

demonstrations of new products and technologies. 

Tasks: 

1. Compile information on products and technologies ready for implementation, including thorough 

descriptions, photos, and video. 

2. Develop Web-based training modules for each new product or technology. 

3. Create a Web site for accessing the training modules and maintain the Web site with updates for new 

products or refinements to existing products. 

Benefits: Technology transfer available to anyone with access to a computer and Internet 

access. 

Products: Web-based training modules and a continuously maintained Web site for new 

products and technologies. 

Implementation: This project will result in Web-based training modules for new research products 

and technologies. 
 293 Track 8 (LL) 

Track 8. Long Life Concrete Pavements (LL) 

TRACK 8 (LL) OVERVIEW.......................................................................................................... 295

Track Goal.................................................................................................................................. 296

Track Objectives ........................................................................................................................ 296

Research Gaps............................................................................................................................ 296

Research Challenges .................................................................................................................. 296

Research Track 8 (LL) Phasing................................................................................................ 297

Research Track 8 (LL) Estimated Costs.................................................................................. 298

Track Organization: Subtracks and Problem Statements..................................................... 298

SUBTRACK LL 1. PAVEMENT STRATEGY FOR LONG LIFE CONCRETE 

PAVEMENTS................................................................................................................................... 299

Problem Statement LL 1.0. Framework for Pavement Strategy for Long Life Concrete 

Pavements (Subtrack LL 1) ................................................................................................... 300

Problem Statement LL 1.1. Identifying Long Life Concrete Pavement Types, Design 

Features, Foundations, and Rehabilitation/Maintenance Strategies ................................. 301

Problem Statement LL 1.2. Design Catalog for Long Life Concrete Pavements................. 303

Problem Statement LL 1.3. Strategic Application of Preservation Treatments to Preserve 

Long Life Concrete Pavement ............................................................................................... 304

SUBTRACK LL 2. CONSTRUCTION AND MATERIALS FOR LONG LIFE CONCRETE 

PAVEMENTS AND OVERLAYS .................................................................................................. 305

Problem Statement LL 2.0. Framework for Construction and Materials for Long Life 

Concrete Pavements (Subtrack LL 2)................................................................................... 306

Problem Statement LL 2.1. Development of Quality Control/Quality Assurance Testing 

Standards to Ensure Long Life Concrete Pavements.......................................................... 307

Problem Statement LL 2.2. Identification of Material Requirements and Tests for 

Long Life Concrete Pavements.............................................................................................. 308

Problem Statement LL 2.3. Design, Construct, and Evaluate Experimental Long Life 

Concrete Pavements ............................................................................................................... 309

Problem Statement LL 2.4. Design, Construct, and Evaluate Concrete Overlays .............. 310

SUBTRACK LL 3. LONG LIFE CONCRETE PAVEMENT IMPLEMENTATION.............. 311

Problem Statement LL 3.1. Implementation of Long Life Concrete Pavements ................. 312
Track 8 (LL) 294 

 

LIST OF FIGURES 

Figure 8. Track 8 (LL) subtrack and problem statement phasing chart. ................................................... 297

LIST OF TABLES 

Table 41. Research track 8 (LL) estimated costs. .................................................................................... 298

Table 42. Subtrack LL 1 overview........................................................................................................... 299

Table 43. Subtrack LL 2 overview........................................................................................................... 305

Table 44. Subtrack LL 3 overview........................................................................................................... 311
 295 Track 8 (LL) 

TRACK 8 (LL) OVERVIEW 

Long life pavements are needed to handle the congestion and traffic loading that pavements will 

experience in their lifetime. To meet a 30-year calendar design life, a pavement built in 2005 may need 

70–100 percent more axle loads per mile than a similar pavement built in 1995. But rather than simply 

building pavements to handle axle loading, pavement design must address what the public sees—the time 

between repairs. 

The research areas needed to design and build long life pavements to be developed in this track are: 

• Definition of long life concrete pavements (including various warrants for longer life, noting that lowvolume roadways must be included in this definition and analysis); identification of long life concrete 

pavement types, design features, foundations, and rehabilitation/maintenance strategies; and design 

requirements. 

• A design catalog for long life concrete pavements (thickness should not be a parameter included in 

this catalog, as thickness requires indepth analyses, but all other details of concrete pavement design 

that affect long life performance are important). 

• Identification of material requirements and tests for long life concrete pavements. 

• Strategic application of preservation treatments to preserve long life concrete pavements. 

• QC/QA testing standards to ensure long life concrete pavements. 

• Evaluation of experimental long life concrete pavements. 

• Evaluation of concrete overlays for long life designs. 

The research in this track will be coordinated closely with related research integrated across the Strategic 

Road Map. For example, other research tracks propose the following advancements to achieve long life 

pavements: 

• PRS and advanced contracting techniques. 

• Knowledge and control of construction variability. 

• Advanced QC tools. 

• Advanced life cycle cost analysis (LCCA) procedures. 

This track addresses the operational conditions in which pavement performance is defined. For example, a 

60-year pavement could be designed in several ways that determine its maintenance schedule: 

• No maintenance with total reconstruction at the end of the pavement life. 

• Periodic maintenance at 25 years and then at every 5 years thereafter, including surface characteristics 

maintenance, early foundation repairs, and potential drainage issues. 

• Staged construction, in which a 60-year foundation is built and the slab is carpeted with a thin 

surfacing that can be renewed periodically to maintain surface characteristic performance 

requirements. 

• Staged construction, in which a 60-year foundation is built, but with a wraparound concrete overlay to 

handle loads on the existing pavement and accommodate new pavement for lane increases. 

Each of these options can be used in locations that experience light-to-moderate truck traffic today but 

anticipate long-term growth. However, it is not clear whether the time between fixes for already heavily 

loaded pavements can be extended beyond 25 years. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 
Track 8 (LL) 296 

 

Track Goal 

The problem statements in this track will identify both conventional and innovative pavement types, 

design features, foundations, materials, construction QC/QA, and preservation treatments that will 

provide long service life reliably (e.g., more than 40 years). 

Track Objectives 

1. Develop clear and detailed definitions of long life pavements, including information about warrants, 

required maintenance, a range of low- to high-traffic roadways, and other information. 

2. Identify pavement strategies (design, foundation, restoration, and rehabilitation) for long life. 

3. Identify design and foundation features that are likely to result in long life concrete pavements. 

4. Identify restoration treatments for preserving long life concrete pavements. 

5. Identify concrete and other material tests and requirements for long life pavements. 

6. Identify QC/QA procedures that will ensure quality long life pavement construction. 

7. Construct test highways of the most promising concrete pavement types that include design features, 

foundations, materials, construction QC/QA, and preservation treatments that will ensure long life 

concrete pavements. 

Research Gaps 

• Insufficient understanding and application of the factors needed to improve concrete and aggregate 

durability. 

• Insufficient understanding and application of the factors that impact dowel and tie bar durability. 

• Insufficient understanding and application of the factors that impact joint longevity. 

• Insufficient understanding and application of the factors that improve foundation longevity. 

• Insufficient understanding and application of the factors that impact long-term surface texture 

characteristic performance. 

• Lack of integrated design and mix factors in construction quality requirements. 

• Insufficient understanding and application of new factors that influence traffic projections. 

• Insufficient knowledge of concrete overlays over various types of existing pavements, particularly as 

it pertains to design and performance. 

Research Challenges 

• Develop concrete mixes and aggregates with long-term durability that are resistant to commonly 

occurring distress types, such as D-cracking and ASR. 

• Develop corrosion-proof materials and construction techniques to ensure the long-term durability of 

dowels, reinforcing bars, and tie bars. 

• Improve the design and materials used in joint construction for long life pavements. 

• Improve the long-term durability of foundation courses. Base courses that exhibit long-term durability 

must be resistant to erosion, pumping, strength loss, and other forms of deformation or disintegration. 

• Improve the long-term durability of pavement surface characteristics (e.g., surface texture) to 

maintain as-designed levels of surface friction, noise generation, smoothness, and surface drainage 

with minimal intermediate maintenance. 

• Improve concrete quality to reduce the possibility of durability-related disintegration and 

deformation. 

• Develop rational and acceptable long-term traffic projections greater than 40 years. 

• Improve understanding of concrete overlay materials and layer bonding for long-term performance. 
 297 Track 8 (LL) 

Research Track 8 (LL) Phasing 

The horizontal bar chart in figure 8 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 8. Track 8 (LL) subtrack and problem statement phasing chart. 
Track 8 (LL) 298 

 

Research Track 8 (LL) Estimated Costs 

Table 41 shows the estimated costs for this research track. 

Table 41. Research track 8 (LL) estimated costs. 

Problem Statement Estimated Cost 

Subtrack LL 1. Pavement Strategy for Long Life Concrete Pavements 

LL 1.0. Framework for Pavement Strategy for Long Life Concrete Pavements (Subtrack LL 1) $200 k 

LL 1.1. Identifying Long Life Concrete Pavement Types, Design Features, Foundations, and 

Rehabilitation/Maintenance Strategies 

$800 k–$1.2 M 

LL 1.2. Design Catalog for Long Life Concrete Pavements $500 k–$1 M 

LL 1.3. Strategic Application of Preservation Treatments to Preserve Long Life Concrete Pavement $500 k–$700 k 

Subtrack LL 2. Construction and Materials for Long Life Concrete Pavements and Overlays 

LL 2.0. Framework for Construction and Materials for Long Life Concrete Pavements (Subtrack LL 2) $200 k 

LL 2.1. Development of Quality Control/Quality Assurance Testing Standards to Ensure Long Life 

Concrete Pavements 

$500 k–$600 k 

LL 2.2. Identification of Material Requirements and Tests for Long Life Concrete Pavements $1 M–$1.5 M 

LL 2.3. Design, Construct, and Evaluate Experimental Long Life Concrete Pavements $3 M–$5 M 

LL 2.4. Design, Construct, and Evaluate Concrete Overlays $3 M–$5 M 

Subtrack LL 3. Long Life Concrete Pavement Implementation 

LL 3.1. Implementation of Long Life Concrete Pavements $800 k–$1.2 M 

Track 8 (LL) 

Total $10.5 M–$16.6 M 

Track Organization: Subtracks and Problem Statements 

Track 8 (LL) problem statements are grouped into three subtracks: 

• Subtrack LL 1. Pavement Strategy for Long Life Concrete Pavements. 

• Subtrack LL 2. Construction and Materials for Long Life Concrete Pavements and Overlays. 

• Subtrack LL 3. Long Life Concrete Pavement Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 299 Track 8 (LL) 

SUBTRACK LL 1. PAVEMENT STRATEGY FOR LONG LIFE CONCRETE PAVEMENTS 

This subtrack structures the approach to long life pavements from the strategic approaches to the design 

catalogs. The problem statements in this subtrack rely on the work conducted under track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements). Table 42 provides an overview of 

this subtrack. 

Table 42. Subtrack LL 1 overview. 

Problem Statement Estimated Cost Products Benefits 

LL 1.0. Framework for 

Pavement Strategy for Long 

Life Concrete Pavements 

(Subtrack LL 1) 

$200 k A validated, sequenced, and detailed 

research framework for this 

subtrack. 

An effective, coordinated, and 

productive research program. 

LL 1.1. Identifying Long 

Life Concrete Pavement 

Types, Design Features, 

Foundations, and 

Rehabilitation/ Maintenance 

Strategies 

$800 k–$1.2 M Feasible pavement strategies and 

promising features for providing 

long life for each type of concrete 

pavement selected; case studies of 

past long life concrete pavements. 

Feasible pavement strategies for 

providing long life that will provide 

input throughout track 8 (Long Life 

Concrete Pavements). 

LL 1.2. Design Catalog for 

Long Life Concrete 

Pavements 

$500 k–$1 M An interim design catalog of long 

life pavement designs (produced 

within 2 years of starting); contents 

that will be updated as more 

information obtained from research 

activities under this track becomes 

available. 

A catalog of long life pavement 

designs that will provide practicing 

engineers with the tool for designing 

long life, cost effective pavements with 

minimal restoration and rehabilitation. 

LL 1.3. Strategic Application 

of Preservation Treatments 

to Preserve Long Life 

Concrete Pavement 

$500 k–$700 k Recommendations on the type, 

design, construction, and optimum 

application timing of restoration or 

rehabilitation treatments for 

extending pavements service life or 

indefinitely preserving the original 

pavement structure. 

Recommendations on the optimum 

application timing of restoration or 

rehabilitation treatments that will 

extend pavement service life or 

indefinitely preserve the original 

pavement structure; a tool for 

practicing engineers to use in 

designing long life, cost effective 

concrete pavements with minimal 

restoration. 
Track 8 (LL) 300 

 

Problem Statement LL 1.0. Framework for Pavement Strategy for Long Life Concrete Pavements 

(Subtrack LL 1) 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 1. Pavement Strategy for Long Life Concrete Pavements 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack LL 1 (Pavement Strategy for Long Life Concrete Pavements) provides a set of research problem 

statements that will culminate in a significantly improved state of the art and practice. As the funding 

becomes available, an initial effort will be necessary to develop a framework for the research to be 

accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack LL 1 (Pavement Strategy for Long Life Concrete 

Pavements), modify as appropriate, and divide them into specific, manageable contracts. As part of 

this effort, provide detailed information on the ways long life is and should be defined. Include 

information about all levels of traffic, from low to very high volume types of roadways and define 

maintenance requirements and warrants for longer life. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack LL 1 (Pavement Strategy 

for Long Life Concrete Pavements). 
 301 Track 8 (LL) 

Problem Statement LL 1.1. Identifying Long Life Concrete Pavement Types, Design Features, 

Foundations, and Rehabilitation/Maintenance Strategies 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 1. Pavement Strategy for Long Life Concrete Pavements 

Approximate Phasing: Years 2–5 

Estimated Cost: $800 k–$1.2 M 

This research will identify both conventional and innovative pavement types likely to provide long life, 

including an evaluation of the advantages and limitations of different pavement designs for long life 

applications and the possible preservation strategies for each pavement type. With certain pavement 

types, pavement service life may be extended significantly through preservation treatments, although in 

some design situations, any major pavement treatment within a certain period may be unacceptable. 

Examples of promising design features include continuous reinforcement, widened slabs, stabilized base, 

positive subdrainage, large-diameter dowel bars, and uniform and stable foundations. This research will 

investigate various means of satisfying the long life pavement goals, considering the entire pavement life 

cycle and including rehabilitations where appropriate. Site conditions, such as traffic level, subgrade 

properties, climate, and local aggregate and material properties, significantly affect pavement 

performance, and feasible pavement strategies will be identified in light of such factors. 

Tasks: 

1. Evaluate existing concrete pavements that claim to be long life (those currently in design by States, 

those inservice, and those that have been previously rehabilitated, including existing highperformance concrete sites). 

2. Identify concrete pavement design features that lend themselves to good long-term pavement 

performance and lower the risk of poor performance (e.g., continuous reinforcement, widened slabs, 

stabilized base, and large-diameter dowel bars). 

3. Evaluate the effects of the design features identified under task 1 on long-term pavement performance 

and develop a short list of design features that significantly affect long-term pavement performance. 

Use existing survival curves in these studies where available. 

4. Identify both conventional and innovative pavement types likely to provide long life. Consider at least 

the following: 

• Full-depth concrete for new construction. 

• Concrete overlay rehabilitation. 

• No foundation rehabilitation. 

• No pavement intrusion over its lifespan. 

• Additional thin concrete surfacing on the top. 

• Staged concrete over concrete construction that does not change the foundation. 

5. Identify the various means of satisfying the long life pavement goals by considering the entire 

pavement life cycle, including restorations and rehabilitations where appropriate, maintenance done 

to the joint, and considering that site conditions, such as traffic level, subgrade properties, climate, 

and local aggregate, significantly affect pavement performance. Consider also environmental 

sustainability. 

6. For each pavement type identified under task 1, evaluate advantages and limitations for the long life 

applications, including the factors identified in task 2, such as evaluating possible rehabilitation 

strategies for each pavement type, life cycle cost, and so on. 

7. Determine promising pavement types and strategies for providing long life based on the results of 

tasks 1 through 3. 

Benefits: Feasible pavement strategies for providing long life that will provide input 

throughout track 8 (Long Life Concrete Pavements). 

Products: Feasible pavement strategies and promising features for providing long life for 

each type of concrete pavement selected; case studies of past long life concrete 

pavements. 
Track 8 (LL) 302 

 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements), as well as 

track 6 (Innovative Concrete Pavement Joint Design, Materials, and 

Construction). Case studies and the identification of promising types and design 

features developed in this research will be essential to the rest of this track. 
 303 Track 8 (LL) 

Problem Statement LL 1.2. Design Catalog for Long Life Concrete Pavements 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 1. Pavement Strategy for Long Life Concrete Pavements 

Approximate Phasing: Years 2–8 

Estimated Cost: $500 k–$1 M 

This research will develop a catalog of long life pavement designs that lists feasible pavement design 

alternatives for different site conditions. The design conditions may be classified in terms of climatic 

region (or key climatic factors), traffic level, and subgrade or foundation type. Each design entry in the 

catalog will describe the structural section (base/subbase type and thickness and slab thickness), slab 

width, joint spacing, material requirements, and other design features, such as load transfer design and 

subsurface drainage. While the catalog will discuss slab thickness in relation to other design features, slab 

thickness will not be included in each section of the catalog, because thickness requires detailed analyses 

in light of all other design features and site conditions. The design catalog will instead focus on design 

aspects other than slab thickness. Additionally, the design catalog will provide QC/QA testing guidelines 

to ensure adequate construction quality for all layers and the foundation. Based on available information, 

an interim guide will be developed that will be updated based on the results of other research conducted 

under this track. 

Tasks: 

1. Identify all site factors that affect pavement performance and classify the identified factors 

accordingly (e.g., climatic region (or key climatic factors), traffic level, and subgrade or foundation 

type). 

2. Identify feasible pavement design alternatives (e.g., by using existing performance models and 

pavement analysis tools) for different site conditions identified under task 1. 

3. Develop a catalog of long life pavement designs for the different site conditions identified under task 

1. Each design entry in the catalog will describe the structural section (base/subbase type and 

thickness and at most a general range of slab thicknesses) and many other aspects that include slab 

width, joint spacing, material requirements, load transfer design, subsurface drainage, foundation 

stability and uniformity, and QC/QA testing guidelines to ensure adequate construction quality. The 

design catalog should include information on low-volume rural and urban roadways. 

Benefits: A catalog of long life pavement designs that will provide practicing engineers 

with tools for designing long life, cost effective pavements with minimal 

restoration and rehabilitation. 

Products: An interim design catalog of long life pavement designs (produced within 2 years 

of starting); contents that will be updated as more information obtained from 

research activities under this track becomes available. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements). The 

research will result in a practical product for immediate use in designing long life 

concrete pavements. 
Track 8 (LL) 304 

 

Problem Statement LL 1.3. Strategic Application of Preservation Treatments to Preserve Long Life 

Concrete Pavement 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 1. Pavement Strategy for Long Life Concrete Pavements 

Approximate Phasing: Years 3–5 

Estimated Cost: $500 k–$700 k 

Through strategic use of restoration and rehabilitation techniques, extending the service life of concrete 

pavements may be possible. This research will investigate the feasibility of applying restoration or 

rehabilitation treatments to preserve and further extend the service life of long life pavements. All 

possible alternatives should be considered, including CPR treatments and concrete overlays. The optimum 

application timing, based on pavement condition and rehabilitation objectives, also should be determined. 

Finally, the feasibility of indefinitely preserving the original pavement structure should be investigated. 

Tasks: 

1. Identify all available and other potential restoration or rehabilitation treatments for the pavement 

types identified under problem statement LL 1.1 (Identifying Long Life Pavement Types, Design 

Features, Foundations, and Rehabilitation/Maintenance Strategies). Conduct field surveys of 

promising treatments and document case studies. 

2. Investigate the feasibility of preserving and further extending the service life of the identified 

pavement types by applying restoration or rehabilitation treatments. 

3. Investigate the feasibility of indefinitely preserving the original pavement structure. 

4. Recommend the optimum application timing of restoration or rehabilitation treatments, based on 

pavement condition, that will extend pavement service life or indefinitely preserve the original 

pavement structure. 

5. Prepare detailed guidelines for designers. 

Benefits: Recommendations on the optimum application timing of restoration or 

rehabilitation treatments that will extend pavement service life or indefinitely 

preserve the original pavement structure; a tool for practicing engineers to use in 

designing long life, cost effective concrete pavements with minimal restoration. 

Products: Recommendations on the type, design, construction, and optimum application 

timing of restoration or rehabilitation treatments for extending pavements service 

life or indefinitely preserving the original pavement structure. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements). The 

research will provide a product needed to ensure that long-term preservation 

treatments are considered fully and available. 
 305 Track 8 (LL) 

SUBTRACK LL 2. CONSTRUCTION AND MATERIALS FOR LONG LIFE CONCRETE 

PAVEMENTS AND OVERLAYS 

This subtrack addresses the materials, construction and QC requirements unique to long life concrete 

pavements and overlays. Table 43 provides an overview of this subtrack. 

Table 43. Subtrack LL 2 overview. 

Problem Statement Estimated 

Cost Products Benefits 

LL 2.0. Framework for 

Construction and 

Materials for Long 

Life Concrete 

Pavements (Subtrack 

LL 2) 

$200 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

LL 2.1. Development 

of Quality 

Control/Quality 

Assurance Testing 

Standards to Ensure 

Long Life Concrete 

Pavements 

$500 k–$600 k QC/QA procedures for assessing the 

overall construction quality to 

determine whether the construction 

quality can achieve long life. 

QC/QA guidelines that provide 

practicing engineers with the tools 

for ensuring that concrete 

pavements are constructed as 

designed, thereby reducing possible 

discrepancies in anticipated service 

life. 

LL 2.2. Identification 

of Material 

Requirements and 

Tests for Long Life 

Concrete Pavements 

$1 M–$1.5 M Materials requirements and testing 

guidelines for establishing the 

suitability of long life pavement 

materials for a wide variety of 

climates, considering concrete, base, 

and other materials. 

Reliable requirements and testing 

guidelines for identifying suitable 

concrete materials as well as base 

and other materials; tools for 

practicing engineers that will 

design against possible materialrelated problems and distress. 

LL 2.3. Design, 

Construct, and 

Evaluate Experimental 

Long Life Concrete 

Pavements

$3 M–$5 M Design and construction of several 

promising concrete pavement types 

with appropriate design features, 

foundations, materials, construction, 

QC/QA, and preservation treatments, 

considering advancements from other 

research and development, including 

precast joints, and advanced 

materials; pavements monitored for 

performance over time. 

Design, construction, and 

monitoring of several promising 

concrete pavements that will prove 

the long life pavement concept, 

strongly encouraging 

implementation of other such long 

life projects. 

LL 2.4. Design, 

Construct, and 

Evaluate Concrete 

Overlays 

$3 M–$5 M Promising concrete overlay types 

with appropriate design features, 

surface characteristics, foundations, 

materials, construction, QC/QA, and 

preservation treatments. 

An exceptionally strong, long life 

pavement with concrete overlay, 

combining the strengths of a solid 

concrete foundation with a 

renewable surface designed around 

functional requirements. 
Track 8 (LL) 306 

 

Problem Statement LL 2.0. Framework for Construction and Materials for Long Life Concrete 

Pavements (Subtrack LL 2) 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 2. Construction and Materials for Long Life Concrete Pavements and 

Overlays 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack LL 2 (Construction and Materials for Long Life Concrete Pavements and Overlays) provides a 

set of research problem statements that will culminate in a significantly improved state of the art and 

practice. As the funding becomes available, an initial effort will be necessary to develop a framework for 

the research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack LL 2 (Construction and Materials for Long Life 

Concrete Pavements and Overlays), modify as appropriate, and divide them into specific, manageable 

contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack LL 2 (Construction and 

Materials for Long Life Concrete Pavements and Overlays). 
 307 Track 8 (LL) 

Problem Statement LL 2.1. Development of Quality Control/Quality Assurance Testing Standards 

to Ensure Long Life Concrete Pavements 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 2. Construction and Materials for Long Life Concrete Pavements and 

Overlays 

Approximate Phasing: Years 2–4 

Estimated Cost: $500 k–$600 k 

This research will establish standards for QC/QA testing to ensure long-term pavement performance. The 

standard will specify the type of testing to be conducted, testing procedures, testing frequency, and 

reporting requirements. The acceptable construction tolerances will also be specified for key construction 

factors, including slab thickness, joint spacing, concrete strength, joint LTE, dowel bar alignment, tie bar 

placement accuracy, and foundation uniformity and stability. Repairs may be permissible for certain 

deficiency types. In such cases, the acceptable repairs for the deficiencies also will be specified. A 

procedure for assessing the overall construction quality also will be developed to determine whether the 

construction quality can achieve long life. 

Tasks: 

1. Identify the types of QC/QA testing required to ensure good long-term pavement performance. 

Identified testing standards will specify the type of testing to be conducted, testing procedures, testing 

frequency, and reporting requirements. 

2. Determine acceptable construction tolerances for key construction factors (e.g., slab thickness, joint 

spacing, concrete strength, joint LTE, dowel bar alignment, tie bar placement accuracy, and 

foundation uniformity and stability) to ensure good long-term pavement performance. 

3. Identify commonly occurring construction deficiencies and the permissible repairs that will ensure 

good long-term pavement performance. 

4. Develop a procedure for assessing the overall construction quality to determine whether the 

construction quality can achieve long life. 

Benefits: QC/QA guidelines that provide practicing engineers with the tools for ensuring 

that concrete pavements are constructed as designed, thereby reducing possible 

discrepancies in anticipated service life. 

Products: QC/QA procedure for assessing the overall construction quality to determine 

whether the construction quality can achieve long life. 

Implementation: This research will ensure that long life concrete pavements are constructed with 

the appropriate quality and that no major construction problem will result in 

premature pavement failures. 
Track 8 (LL) 308 

 

Problem Statement LL 2.2. Identification of Material Requirements and Tests for Long Life 

Concrete Pavements 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 2. Construction and Materials for Long Life Concrete Pavements and 

Overlays 

Approximate Phasing: Years 2–6 

Estimated Cost: $1 M–$1.5 M 

Good material performance is essential for long life pavement. Materials that must perform well include 

concrete, a base layer, a subbase layer, tie bars, dowel bars, and deformed reinforcement. This research 

will document material problems that have caused premature pavement failures in the past, along with 

information about high-risk areas for such problems. A very long design life may not be practical in some 

areas due to a high risk of developing material problems. If such limitations exist, identifying the highrisk areas and materials, as well as the practical design-life limit, can optimize pavement design. Often, 

however, the material problem can be mitigated using various treatments and certain design features. This 

research will result in testing guidelines for identifying potential material problems as well as mitigation 

strategies. 

Tasks: 

1. Identify commonly occurring material problems that have caused premature pavement failures for 

different pavement types, along with information about high-risk areas for such problems. 

2. Identify treatments and design features that can mitigate the identified material problem. 

3. Identify high-risk sites (e.g., climate zones and subgrade types) for material problems that cause long 

pavement design life to be impractical or infeasible. 

4. Identify tests and develop testing guidelines for identifying potential material problems as well as 

mitigation strategies. 

5. Prepare comprehensive guidelines for selecting, specifying, and testing the materials required during 

construction for long life concrete pavements. 

Benefits: Reliable requirements and testing guidelines for identifying suitable concrete 

materials as well as base and other materials; tools for practicing engineers that 

will design against possible material-related problems and distress. 

Products: Materials requirements and testing guidelines for establishing the suitability of 

long life pavement materials for a wide variety of climates, considering concrete, 

base, and other materials. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements). The 

results of this research are essential to reliable long life concrete pavement 

designs, materials, and construction. Results will be useful immediately and will 

be used to design and construct the test sections under problem statement LL 2.3 

(Design, Construct, and Evaluate Experimental Long Life Concrete Pavements). 
 309 Track 8 (LL) 

Problem Statement LL 2.3. Design, Construct, and Evaluate Experimental Long Life Concrete 

Pavements 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 2. Construction and Materials for Long Life Concrete Pavements and 

Overlays 

Approximate Phasing: Years 3–10 

Estimated Cost: $3 M–$5 M 

This research will develop innovative designs that promise superior long-term performance and test them 

in an ALF, test roads (e.g., MnROAD), or as a highway test section (e.g., LTPP). The designs may 

include innovative structural section, including concrete overlays; precast designs and advanced 

materials; and innovative pavement service life management that considers rehabilitation strategy as a 

part of life cycle design. Based on the results of this research, the long life pavement design guidelines 

developed under this research track may be modified. 

Tasks: 

1. Identify new and innovative pavement structural sections, including concrete overlays and available 

innovative materials that promise superior long-term performance. 

2. Determine the best method of testing the long-term performance of the promising designs using ALFs 

or full-scale test facilities and highways. 

3. Design and prepare specifications and QC/QA tests and observe materials testing and other needed 

and feasible QA activities for several sites. 

4. Analyze test section performance results over time and provide performance data to States and others. 

5. Develop revised design, construction, and materials specifications and other products based on test 

results and analysis. 

Benefits: Design, construction, and monitoring of several promising concrete pavements 

that will prove the long life pavement concept, strongly encouraging 

implementation of other such long life projects. 

Products: Design and construction of several promising concrete pavement types with 

appropriate design features, foundations, materials, construction, QC/QA, and 

preservation treatments, considering advancements from other research and 

development, including precast joints, and advanced materials; pavements that 

will be monitored for performance over time. 

Implementation: This research will be coordinated closely with work in track 9 (Concrete 

Pavement Accelerated and Long-Term Data Collection). Constructing the most 

promising designs will demonstrate the feasibility of long-term concrete 

pavement. Results from design, construction, and materials will be useful 

immediately to States. Performance will be useful over time. 
Track 8 (LL) 310 

 

Problem Statement LL 2.4. Design, Construct, and Evaluate Concrete Overlays 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 2. Construction and Materials for Long Life Concrete Pavements and 

Overlays 

Approximate Phasing: Years 3–10 

Estimated Cost: $3 M–$5 M 

Concrete overlays are discussed throughout the CP Road Map, especially in the problem statements 

addressing the use of asphalt bases throughout track 1 (Performance-Based Concrete Pavement Mix 

Design System). This problem statement will develop approaches to long life pavements that consider 

concrete overlay construction principles during initial construction and over the analysis period. The 

research in this problem statement addresses JCPs or CRCPs over an asphalt base or subbase with a 

cement/epoxy-type or porous concrete surface. For all surface types, the surface is renewable, and the 

concrete slab is expected to require little maintenance or rehabilitation for 30–50 years or more. 

Tasks: 

1. Determine operational strategies that could accommodate concrete overlay construction principles. 

2. Determine ways to incorporate issues concerning asphalt bases with PCC surface courses (e.g., 

changes in temperature gradients and thickness and stiffness of the layers) into structural design. 

Develop the initial functional and performance requirements of the top surface course to meet 

economic, safety, and environmental concerns, and traffic loadings and volumes. 

3. Determine the surface course material requirements for meeting two or three different life expectancy 

predictions before replacement is required. Identify any the adjustments required to properly integrate 

specific materials issues with the structural values developed in task 2. Determine the bonding 

requirements between surface and slab necessary for meeting the desired performance criteria. 

Consider issues of delaminating, reflection cracking, clogging and stability, and the impact of 

contained moisture in the structure. Study the effects of the concrete surface layer on the structural 

design of the slab. 

4. Determine the construction issues unique to these concrete overlay sections, addressing each 

interlayer. Develop guide specifications for each significant type of concrete overlay. 

5. Build, monitor, and evaluate the various test sections. 

Benefits: An exceptionally strong, long life pavement with concrete overlay, combining 

the strengths of a solid concrete foundation with a renewable surface designed 

around functional requirements. 

Products: Promising concrete overlay types with appropriate design features, surface 

characteristics, foundations, materials, construction, QC/QA, and preservation 

treatments. 

Implementation: The research in this problem statement will be coordinated with work in track 9 

(Concrete Pavement Accelerated and Long-Term Data Collection). This research 

also will be integrated with Future Strategic Highway Research Program 

Renewal Project 1–8.3 as it pertains to concrete overlays. Results from the 

design, construction, and materials aspects of this research will be useful 

immediately to States, while performance data will be useful over time. This 

research also may be addressed in other tracks—for example, track 2 

(Performance-Based Design Guide for New and Rehabilitated Concrete 

Pavements), track 4 (Optimized Surface Characteristics for Safe, Quiet, and 

Smooth Concrete Pavements), and track 6 (Innovative Concrete Pavement Joint 

Design, Materials, and Construction). 
 311 Track 8 (LL) 

SUBTRACK LL 3. LONG LIFE CONCRETE PAVEMENT IMPLEMENTATION 

This subtrack provides for the implementation of the long life pavement research developed in the track. 

Table 44 provides an overview of this subtrack. 

Table 44. Subtrack LL 3 overview. 

Problem Statement Estimated Cost Products Benefits 

LL 3.1. Implementation 

of Long Life Concrete 

Pavements 

$800 k–$1.2 M Strong transfer of long life 

concrete pavement design and 

construction technology to the 

workforce, using workshops, 

conferences, and Web-based 

personnel training. 

A knowledgeable workforce and 

management that can use the 

design procedure to design, 

construct, and specify materials, 

and preserve long life concrete 

pavements properly when long 

life designs are required. 
Track 8 (LL) 312 

 

Problem Statement LL 3.1. Implementation of Long Life Concrete Pavements 

Track: 8. Long Life Concrete Pavements (LL) 

Subtrack: LL 3. Long Life Concrete Pavement Implementation 

Approximate Phasing: Years 1–10 

Estimated Cost: $800 k–$1.2 M 

Implementing long life concrete pavement requires significant efforts in both training the workforce and 

convincing management that long life concrete pavement is feasible and reliable. This task addresses both 

of these efforts. The results from many other tracks and projects will help develop long life pavements, 

and these other efforts will be used in this task without being repeated. For example, track 2 

(Performance-Based Design Guide for New and Rehabilitated Concrete Pavements) offers a design 

procedure that is fully capable of designing long life pavements. However, additional design work will be 

needed to ensure a reliable design. 

Tasks: 

1. Develop and present workshops dealing with aspects of the mechanistic design process that focus on 

long life concrete pavements (e.g., history and case studies of past successes, structural modeling, 

materials characterization, distress and IRI prediction, concrete overlays, restoration, optimization, 

traffic, climate, and local calibration). 

2. Organize national conferences and workshops on the mechanistic design process in which States and 

other highway agencies share their findings. 

3. Develop Web-based, online training tools. 

4. Develop a method for strong transfer of long life concrete pavement design technology, using 

workshops, conferences, and Web-based personnel training. 

Benefits: A knowledgeable workforce and management that can use the design procedure 

to design, construct, specify materials, and preserve long life concrete pavements 

properly, when long life designs are required. 

Products: Strong transfer of long life concrete pavement design and construction 

technology to the workforce, using workshops, conferences, and Web-based 

personnel training. 

Implementation: This work will provide the technology transfer critical to the success of the long 

life concrete pavement track. 
 313 Track 9 (DC) 

Track 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

TRACK 9 (DC) OVERVIEW.......................................................................................................... 315

Track Goal.................................................................................................................................. 315

Track Objectives ........................................................................................................................ 315

Research Gaps............................................................................................................................ 316

Research Challenges .................................................................................................................. 316

Research Track 9 (DC) Phasing ............................................................................................... 317

Research Track 9 (DC) Estimated Costs ................................................................................. 318

Track Organization: Subtracks and Problem Statements..................................................... 318

SUBTRACK DC 1. PLANNING AND DESIGN OF ACCELERATED LOADING AND 

LONG-TERM DATA COLLECTION........................................................................................... 319

Problem Statement DC 1.0. Framework for Planning and Design of Accelerated Loading 

and Long-Term Data Collection (Subtrack DC 1) .............................................................. 320

Problem Statement DC 1.1. Identification of Accelerated and Long-Term Data Needs..... 321

Problem Statement DC 1.2. Concrete Pavement Data Management and Distribution....... 322

Problem Statement DC 1.3. Master Plan for Conducting Accelerated Testing of Products 

and Full-Scale Road Experiments......................................................................................... 323

Problem Statement DC 1.4. Develop Experimental Designs and a Data Collection and 

Performance Monitoring Plan for Accelerated Loading Facilities and Full-Scale 

Products Testing ..................................................................................................................... 324

SUBTRACK DC 2. PREPARATION OF DATA COLLECTION/TESTING PROCEDURES 

AND CONSTRUCTION OF TEST ROAD ................................................................................... 325

Problem Statement DC 2.0. Framework for Preparation of Data Collection/Testing 

Procedures and Construction of Test Road (Subtrack DC 2) ............................................ 326

Problem Statement DC 2.1. Preparation of Concrete Pavement Data Collection and 

Testing Procedures ................................................................................................................. 327

Problem Statement DC 2.2. Construction of Accelerated Loading Sections and 

Test Road Sections.................................................................................................................. 328

SUBTRACK DC 3. ACCELERATED LOADING AND LONG-TERM DATA 

COLLECTION IMPLEMENTATION.......................................................................................... 329

Problem Statement DC 3.1. Implementation of Accelerated Loading and Long-Term 

Data Collection........................................................................................................................ 330
Track 9 (DC) 314 

LIST OF FIGURES 

Figure 9. Track 9 (DC) subtrack and problem statement phasing chart. .................................................. 317

LIST OF TABLES 

Table 45. Research track 9 (DC) estimated costs. ................................................................................... 318

Table 46. Subtrack DC 1 overview.......................................................................................................... 319

Table 47. Subtrack DC 2 overview.......................................................................................................... 325

Table 48. Subtrack DC 3 overview.......................................................................................................... 329
 315 Track 9 (DC) 

TRACK 9 (DC) OVERVIEW 

ALFs provide valuable performance data that allow engineers to improve current procedures and advance 

the state of the art. Throughout the 1980s and 1990s, many new accelerated testing programs with ALFs 

were installed. ALFs encourage innovation by eliminating the fear of failure associated with full-scale 

road testing, since ALFs can test innovations without the possibility of disastrous consequences that 

might occur on a real highway. ALFs also provide small-scale evaluation of full-scale designs to identify 

limitations and speed up the implementation of design improvements. At least 24 ALFs currently operate 

in the United States. 

Test roads and data collection methods can be developed and expanded further. Additional data is needed 

for new materials, new test sections, model validation and calibration, innovative joint designs, and 

surface characteristics advancements. This data can contribute to many of the research tracks in the CP 

Road Map, which depend on quality data for validation or calibration and require experimental 

installations or access to long-term data. 

This track provides the infrastructure 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 areas that will yield useful data and determine the amount of time needed to get it. This 

track also will research accelerated durability testing for concrete pavement materials and design. 

The problem statements in this track will address the following areas: 

• Identification of accelerated and long-term data needs. 

• Planning and design of accelerated loading and long-term data collection. 

• Accelerated and long-term data management and distribution. 

• Development of a master plan for conducting accelerated product testing and full-scale road 

experiments. 

• Development of experimental designs and a data collection and performance monitoring plan for 

accelerated loading and durability testing facilities and full-scale products testing. 

• Preparation of data collection and testing procedures. 

• Construction of accelerated loading sections and test road sections. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A phasing chart is included to show the approximate sequencing of 

the problem statements in the track. A table of estimated costs provides the projected cost range for each 

problem statement, depending on the research priorities and scope determined in implementation. The 

problem statements, grouped into subtracks, follow. 

Track Goal 

The research in this track will collect, manage, and analyze concrete pavement performance data that will 

support the CP Road Map. 

Track Objectives 

1. Identify performance data needs for calibrating and validating performance models for jointed plain 

concrete, CRCPs, and other types of concrete pavements. 

2. Develop an ALF and full-scale test road program for collecting materials, design, traffic, climate, and 

performance data from existing and future experimental pavements. 
Track 9 (DC) 316 

3. Establish reliable experimental testing programs along with testing protocols for ALFs and test road 

programs that include durability testing for materials and design. 

4. Collect and analyze relevant test database programs that support the CP Road Map. 

Research Gaps 

• Insufficient databases to store and distribute long-term data. 

• Inaccurate and inadequate LTPP Program and other research databases of concrete pavement 

performance. 

• Lack of performance data for modern concrete pavements under both very heavy and very light 

traffic. 

• Lack of performance data for concrete pavements more than 40 years old.

• Unstructured approach to testing new and innovative ideas. 

• Insufficient use of the Nation’s ALFs for testing concrete pavements. 

• Insufficient understanding of the methods for conducting meaningful accelerated durability testing for 

concrete paving materials and design. 

Research Challenges 

• Convince FHWA, State highway agencies, and industry to expand the capabilities of existing 

databases or build new Web-based databases for storing and disbursing large amounts of performance 

and other data. 

• Obtain new data that the LTPP Program and other sources do not collect to develop, validate, and 

calibrate the next generation of concrete pavement distress and smoothness models. 

• Identify the proper pavement sections, populate the new databases with sufficient data, and convince 

FHWA, State highway agencies, and industry of the need for a long-term data collection program. 

• Obtain data from older pavement sections (e.g., more than 40 years old) for evaluation and analysis 

and use an ALF to simulate realistically (accounting for traffic cycles, temperature cycles, moisture 

cycles, and so on) 40 or more years of traffic and climatic damage imposed on a test pavement. 

• Apply the appropriate testing methodology (e.g., ALFs, road tests, or other) to obtain the required 

performance data for validating and improving new and innovative ideas. 

• Identify the proper methodologies for concrete pavement testing using ALFs and convince owners of 

the benefits and necessity of conducting specific experiments. 
 317 Track 9 (DC) 

Research Track 9 (DC) Phasing 

The horizontal bar chart in figure 9 shows the approximate time phasing of the problem statements in this 

track grouped by subtrack across 10 years. The phasing information here is a summary of the approximate 

phasing included with the full written description of each problem statement in this track. 

Figure 9. Track 9 (DC) subtrack and problem statement phasing chart. 
Track 9 (DC) 318 

Research Track 9 (DC) Estimated Costs 

Table 45 shows the estimated costs for this research track. 

Table 45. Research track 9 (DC) estimated costs. 

Problem Statement Estimated Cost 

Subtrack DC 1. Planning and Design of Accelerated Loading and Long-Term Data Collection

DC 1.0. Framework for Planning and Design of Accelerated Loading and Long-Term Data Collection 

(Subtrack DC 1) 

$200 k 

DC 1.1. Identification of Accelerated and Long-Term Data Needs $750 k–$1.5 M 

DC 1.2. Concrete Pavement Data Management and Distribution $800 k–$1.2 M 

DC 1.3. Master Plan for Conducting Accelerated Testing of Products and Full-Scale Road Experiments $900 k–$1.5 M 

DC 1.4. Develop Experimental Designs and a Data Collection and Performance Monitoring Plan for 

Accelerated Loading Facilities and Full-Scale Products Testing 

$800 k–$1.5 M 

Subtrack DC 2. Preparation of Data Collection/Testing Procedures and Construction of Test Road

DC 2.0. Framework for Preparation of Data Collection/Testing Procedures and Construction of Test 

Road (Subtrack DC 2) 

$200 k 

DC 2.1. Preparation of Concrete Pavement Data Collection and Testing Procedures $500 k–$1 M 

DC 2.2. Construction of Accelerated Loading Sections and Test Road Sections $4.8 M–$7.2 M 

Subtrack DC 3. Accelerated Loading and Long-Term Data Collection Implementation 

DC 3.1. Implementation of Accelerated Loading and Long-Term Data Collection $800 k–$1.2 M 

Track 9 (DC) 

Total $9.75 M–$15.5 M 

Track Organization: Subtracks and Problem Statements 

Track 9 (DC) problem statements are grouped into three subtracks: 

• Subtrack DC 1. Planning and Design of Accelerated Loading and Long-Term Data Collection. 

• Subtrack DC 2. Preparation of Data Collection/Testing Procedures and Construction of Test Road. 

• Subtrack DC 3. Accelerated Loading and Long-Term Data Collection Implementation. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 319 Track 9 (DC) 

SUBTRACK DC 1. PLANNING AND DESIGN OF ACCELERATED LOADING AND LONGTERM DATA COLLECTION 

This subtrack addresses the full design of a new long-term data collection program for concrete 

pavements. This subtrack will provide the information necessary to support the modeling work identified 

in other tracks and the analysis of new experimental sections. Table 46 provides an overview of this 

subtrack. 

Table 46. Subtrack DC 1 overview. 

Problem Statement Estimated Cost Products Benefits 

DC 1.0. Framework for 

Planning and Design of 

Accelerated Loading and 

Long-Term Data Collection 

(Subtrack DC 1) 

$200 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

DC 1.1. Identification of 

Accelerated and Long-Term 

Data Needs 

$750 k–$1.5 M A detailed plan outlining data needs to 

support research planned under the 

CP Road Map, consisting of both 

accelerated loading sections and longterm road tests. 

An effective and productive 

research program for collecting 

data through ALFs and full-scale 

road tests in support of the CP 

Road Map. 

DC 1.2. Concrete Pavement 

Data Management and 

Distribution 

$800 k–$1.2 M A comprehensive plan for a Webbased, easy-to-access, and easy-to-use 

system for collecting, evaluating, and 

distributing data that incorporates a 

mechanism for importing data from 

other databases; reliable and accurate 

data for developing, calibrating, and 

validating tools required for pavement 

design, evaluation, rehabilitation, 

construction, and so on; a flexible 

system that allows data structure to be 

modified easily at any point. 

Reliable and accurate data that 

pavement engineers can use to 

develop new tools or calibrate and 

validate existing tools or 

technology for pavement design, 

evaluation, rehabilitation, and so 

on. 

DC 1.3. Master Plan for 

Conducting Accelerated 

Testing of Products and 

Full-Scale Road 

Experiments 

$900 k–$1.5 M An overall master plan for conducting 

accelerated testing of products 

developed under the CP Road Map, 

detailing the effectiveness of using 

ALFs in fast-track pavement testing, 

identifying appropriate testing needs 

for ALFs and new approaches that 

might improve the ALF testing 

process, and determining ways in 

which ALFs might accomplish 

research needs; a master plan for 

conducting full-scale, long-term road 

tests of products developed under the 

CP Road Map. 

A program to test, verify, and 

validate products developed under 

the CP Road Map, giving 

credibility and validity to many of 

the individual research efforts. 

DC 1.4. Develop 

Experimental Designs and a 

Data Collection and 

Performance Monitoring 

Plan for Accelerated 

Loading Facilities and FullScale Products Testing 

$800 k–$1.5 M Experimental designs and a data 

collection and performance 

monitoring plan for ALF and fullscale road testing of products 

developed under this track; four ALFs 

and four test roads. 

Experimental design for testing 

products developed under this 

track using ALF or full-scale, 

inservice pavements; materials, 

construction, design, traffic, and 

materials data collected from both 

ALF and full-scale testing that will 

provide many years of reliable 

pavement analysis data. 
Track 9 (DC) 320 

Problem Statement DC 1.0. Framework for Planning and Design of Accelerated Loading and LongTerm Data Collection (Subtrack DC 1) 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 1. Planning and Design of Accelerated Loading and Long-Term Data 

Collection 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack DC 1 (Planning and Design of Accelerated Loading and Long-Term Data Collection) provides a 

set of research problem statements that will culminate in a significantly improved state of the art and 

practice. As the funding becomes available, an initial effort will be necessary to develop a framework for 

the research to be accomplished within this subtrack. 

Tasks: 

1. Examine the problem statements in subtrack DC 1 (Planning and Design of Accelerated Loading and 

Long-Term Data Collection), modify as appropriate, and divide them into specific, manageable 

contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DC 1 (Planning and 

Design of Accelerated Loading and Long-Term Data Collection). 
 321 Track 9 (DC) 

Problem Statement DC 1.1. Identification of Accelerated and Long-Term Data Needs 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 1. Planning and Design of Accelerated Loading and Long-Term Data 

Collection 

Approximate Phasing: Years 2–5 

Estimated Cost: $750 k–$1.5 M 

This research will identify data needs and existing data sources to support other research planned under 

the CP Road Map. 

Task: 

1. Examine each research track to identify data needs. This task will require extensive interaction with 

expert task groups and others involved in the research tracks to identify the data needed to complete 

the individual projects successfully. 

2. Examine databases from LTPP, MnROAD, FHWA’s concrete pavement performance study,(4) and 

other sources to determine the amount of information available. 

3. Determine the amount of additional data needed for specific new and innovative designs, materials, 

and construction techniques. For example, data should be needed for further calibrating distress and 

IRI models for JPCP and CRCP, as well as new pavement types, such as precast JCPs and thin 

concrete overlays. This analysis should consider accelerated durability testing for materials and 

designs. 

Benefits: A detailed plan that provides an effective and productive research program for 

collecting data through ALFs and full-scale road tests in support of the CP Road 

Map. 

Products: A detailed plan outlining data needs to support research planned under the CP 

Road Map, consisting of both ALFs and long-term road tests. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements), track 6 

(Innovative Concrete Pavement Joint Design, Materials, and Construction), and 

track 8 (Long Life Concrete Pavements). The data needs identified in this 

research will be planned for and obtained throughout the CP Road Map. 
Track 9 (DC) 322 

Problem Statement DC 1.2. Concrete Pavement Data Management and Distribution 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 1. Planning and Design of Accelerated Loading and Long-Term Data 

Collection 

Approximate Phasing: Years 2–4 

Estimated Cost: $800 k–$1.2 M 

This research will develop an initial comprehensive framework and then a computerized database for 

collecting, evaluating, and distributing data. The system will be Web-based and user-friendly and should 

incorporate a mechanism that easily imports data from existing databases. The database will be organized 

by specific objectives (e.g., modeling of slab cracking, faulting, smoothness, noise, productivity) to 

streamline the data elements for any given objective. The system must also allow the data structure to be 

modified easily and flexibly at any point, letting users add or delete data elements and reorganize the data 

tables as needed. The system will provide raw data as well as processed results. The type and format of 

the processed results offered should be established in light of various user needs (e.g., FHWA, State 

highway agencies, contractors, researchers, material suppliers, equipment manufacturers, trade 

organizations). The database initially will be populated by existing data from previous concrete pavement 

ALFs and road tests, but will include input for data identified under problem statement DC 1.1 

(Identification of Accelerated and Long-Term Data Needs). The database will expand as new testing data 

is obtained. 

Tasks: 

1. Identify and document available Web-based systems for database assembly and management. 

2. Determine whether the identified systems are suitable for this research. 

3. Select the appropriate system and customize it in light of the data identified in problem statement DC 

1.1. 

4. Develop a framework for collecting, evaluating, and distributing data using data gathered under this 

track and the selected data management system. 

5. Develop the data management system for this database. 

6. Populate the database using data from previous or ongoing concrete pavement ALFs and road tests. 

Benefits: Reliable and accurate data that pavement engineers can use to develop new tools 

or calibrate and validate existing tools or technology for pavement design, 

evaluation, rehabilitation, and so on. 

Products: A comprehensive plan for a Web-based, easy-to-access, and easy-to-use system 

for collecting, evaluating, and distributing data that incorporates a mechanism for 

importing data from other databases; reliable and accurate data for developing, 

calibrating, and validating tools required for pavement design, evaluation, 

rehabilitation, construction, etc.; a flexible system that allows data structure to be 

modified easily at any point. 

Implementation: The results of this research will be used in many research activities throughout 

the design track. 
 323 Track 9 (DC) 

Problem Statement DC 1.3. Master Plan for Conducting Accelerated Testing of Products and FullScale Road Experiments 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 1. Planning and Design of Accelerated Loading and Long-Term Data 

Collection 

Approximate Phasing: Years 3–7 

Estimated Cost: $900 k–$1.5 M 

Several time-consuming factors (such as field trials and testing) are required to develop and launch an 

innovative idea or product successfully for concrete pavement design or construction. This is because the 

idea or product must be shown to improve current procedures genuinely in the short, intermediate, and 

long term and must be cost effective. For a concrete pavement structure, full-scale testing may include 

constructing inservice pavements that are subjected to both climate and traffic loads for more than 10 

years. However, specific design aspects, such as transverse joints, could be tested more rapidly under an 

ALF. 

Accelerated testing can reduce significantly the time needed to prove that an idea or a product is effective. 

This recently has been made possible by the development of several ALFs throughout the United States. 

ALFs can fast-track field testing and thus reduce the time between the development of an idea or concept 

and its implementation in the form of design guidelines or catalogues. However, ALFs do not always 

simulate field conditions entirely, and this shortcoming must be considered to determine whether ALFs 

effectively can obtain field performance data that assesses the usefulness of an innovative design. The 

following tasks will determine the effectiveness of using ALFs to fast-track pavement testing. 

Tasks: 

1. Identify specific testing needs appropriate for accelerated testing and long-term road testing. This will 

offer a global perspective of the various experiments and technical objectives, such as design guide 

calibration, joint program, and surface texture. The cost of these potential experiments must be 

estimated. 

2. Document MnROAD ALFs, FHWA ALFs, and other ALFs in the United States and internationally to 

determine how PCC pavement tests are conducted, lessons learned, how to accomplish the needs 

identified in task one using this knowledge, and how new approaches might improve the process. 

3. Develop an improved approach to accelerated concrete pavement testing. Include accelerated 

durability testing for materials and design, as well as accelerated repeated loading testing. 

4. Develop an overall master plan for conducting accelerated testing of products developed under the CP 

Road Map. 

5. Develop an overall master plan for conducting long-term road tests for products developed under the 

CP Road Map. 

Benefits: A program to test, verify, and validate products developed under the CP Road 

Map, giving credibility and validity to many of the individual research efforts. 

Products: A master plan for conducting accelerated testing of products developed under the 

CP Road Map, detailing the effectiveness of using ALFs in fast-track pavement 

testing, identifying appropriate testing needs for ALFs and new approaches that 

might improve the ALF testing process, and determining ways in which ALFs 

might accomplish research needs; a master plan for conducting full-scale, longterm road tests of products developed under the CP Road Map. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements), track 6 

(Innovative Concrete Pavement Joint Design, Materials, and Construction), and 

track 8 (Long Life Concrete Pavements). The data needs identified in this 

research will be planned for and obtained throughout the CP Road Map. 
Track 9 (DC) 324 

Problem Statement DC 1.4. Develop Experimental Designs and a Data Collection and Performance 

Monitoring Plan for Accelerated Loading Facilities and Full-Scale Products Testing 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 1. Planning and Design of Accelerated Loading and Long-Term Data 

Collection 

Approximate Phasing: Years 3–7 

Estimated Cost: $800 k–$1.5 M 

Each ALF and full-scale road testing experiment conducted under this track will require experimental 

designs. Well-designed experiments will maximize information while minimizing costs and offer the 

greatest chance for achieving reliable results. Each ALF and full-scale road testing experiment will 

require a data collection and performance monitoring plan to test products developed under this research. 

The research in this problem statement should account for experiments studying a range of traffic 

loadings, from low- to high-traffic volume roadways, as well as experiments that address accelerated 

durability testing for concrete paving materials and design. 

Tasks: For each experiment conducted, the following must be done as a minimum: 

1. Establish clear experiment scope and goals. 

2. Identify factors involved and their experimental levels. 

3. Design experiments and replicate test sections. 

4. Analyze the data obtained. 

5. Identify major uncertainties involved. 

6. Review simulated experimental results to ensure design completeness (use 

existing data from ALFs and road tests). 

Benefits: Experimental design for testing products developed under this track using ALF 

or full-scale, inservice pavements; materials, construction, design, traffic, and 

materials data collected from both ALF and full-scale testing that will provide 

many years of reliable pavement analysis data. 

Products: Experimental designs and a data collection and performance monitoring plan for 

ALF and full-scale road testing of products developed under this track; four 

ALFs and four test roads. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements), track 6 

(Innovative Concrete Pavement Joint Design, Materials, and Construction), and 

track 8 (Long Life Concrete Pavements). The data needs identified in this 

research will be planned for and obtained throughout the CP Road Map. 
 325 Track 9 (DC) 

SUBTRACK DC 2. PREPARATION OF DATA COLLECTION/TESTING PROCEDURES AND 

CONSTRUCTION OF TEST ROAD 

This subtrack implements the specific aspects of the database system designed under problem statement 

DC 1.2 (Concrete Pavement Data Management and Distribution). The problem statements in this subtrack 

address the preparation of concrete pavement data collection and testing procedures and the construction 

of accelerated loading sections and test road sections. Table 47 provides an overview of this subtrack. 

Table 47. Subtrack DC 2 overview. 

Problem Statement Estimated Cost Products Benefits 

DC 2.0. Framework for 

Preparation of Data 

Collection/Testing 

Procedures and 

Construction of Test 

Road (Subtrack DC 2) 

$200 k A validated, sequenced, and detailed 

research framework for this subtrack. 

An effective, coordinated, and 

productive research program. 

DC 2.1. Preparation of 

Concrete Pavement Data 

Collection and Testing 

Procedures 

$500 k–$1 M Development of data collection, testing 

procedures, protocols, and laboratory, 

ALF, and full-scale testing 

specifications for projects developed 

under problem statement DC 2.2. 

Adoption of existing or 

development of new and more 

reliable test protocols for use in the 

pavement performance 

experiments. 

DC 2.2. Construction of 

Accelerated Loading 

Sections and Test Road 

Sections 

$4.8 M–$7.2 M Execution of experimental plans 

developed under previous tasks, 

including the establishment of 

experimental test sections, a materials 

testing program, and performance 

monitoring to obtain data for developing 

pavement analysis and tools; data stored 

in the database developed under problem 

statement DC 1.4 that will be used for 

calibration, validation, and other 

activities for the pavement performance 

models used in the CP Road Map. 

Available construction, design, 

traffic, and materials data collected 

from both ALFs and full-scale 

testing for pavement analysis. 
Track 9 (DC) 326 

Problem Statement DC 2.0. Framework for Preparation of Data Collection/Testing Procedures and 

Construction of Test Road (Subtrack DC 2) 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 2. Preparation of Data Collection/Testing Procedures and Construction of 

Test Road 

Approximate Phasing: Years 1–3 

Estimated Cost: $200 k 

Subtrack DC 2 (Preparation of Data Collection/Testing Procedures and Construction of Test Road) 

provides a set of research problem statements that will culminate in a significantly improved state of the 

art and practice. As the funding becomes available, an initial effort will be necessary to develop a 

framework for the research to be accomplished within this subtrack. The framework developed in this 

problem statement should include accelerated durability testing for concrete pavement materials and 

designs. 

Tasks: 

1. Examine the problem statements in subtrack DC 2 (Preparation of Data Collection/Testing 

Procedures and Construction of Test Road), modify as appropriate, and divide them into specific, 

manageable contracts. 

2. Arrange the contracts in a carefully sequenced plan that reflects a logical progress of research and 

available funding. 

3. Expand each of the broad research problem statements included in the subtrack into a detailed 

research plan with specific objectives, tasks, and funding recommendations. 

4. Review and provide direction for the various research contracts underway to ensure that they fulfill 

their objectives and allow future contracts to use their results. Guide the additional work required if a 

contract fails to achieve its objectives and additional work is necessary. 

Benefits: An effective, coordinated, and productive research program. 

Products: A validated, sequenced, and detailed research framework for this subtrack. 

Implementation: This research will provide the organization and validation essential for the 

success of this subtrack. Implementation of this problem statement will set the 

stage for the rest of the problem statements in subtrack DC 2 (Preparation of Data 

Collection/Testing Procedures and Construction of Test Road). 
 327 Track 9 (DC) 

Problem Statement DC 2.1. Preparation of Concrete Pavement Data Collection and Testing 

Procedures 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 2. Preparation of Data Collection/Testing Procedures and Construction of 

Test Road 

Approximate Phasing: Years 2–7 

Estimated Cost: $500 k–$1 M 

Because consistent and calibrated testing is critical to the success of all research in this track, substantial 

efforts must be mobilized to achieve this goal. The research in this problem statement will adopt existing 

or develop new standard data collection and testing procedures and specifications for laboratory, ALFs, 

and test road experimental sections. The plan will specify the testing to be conducted for each data 

element identified in previous problem statements. 

Tasks: 

1. If not accomplished previously under other projects, document MnROAD ALF, FHWA ALF, 

California DOT (Caltrans) ALF, University of Illinois ALF, and other ALFs in the United States and 

internationally to determine how PCC pavement tests are conducted, lessons learned, how the needs 

generated in task one could be accomplished using this knowledge, and how new approaches might 

improve the testing process. 

2. Develop data collection and testing plans, protocols for all data, and ALF and full-scale construction 

and testing specifications for experimental projects developed under problem statement DC 2.2 

(Construction of Accelerated Loading Sections and Test Road Sections). Extensive use will be made 

of AASHTO, ASTM, LTPP, and State highway agency protocols and tests. 

Benefits: Adoption of existing or development of new and more reliable test protocols for 

use in the pavement performance experiments. 

Products: Development of data collection, testing procedures, protocols, and laboratory, 

ALF, and full-scale testing specifications for projects developed under problem 

statement DC 2.2. 

Implementation: The results of this research will be used in many research activities throughout 

the design track. 
Track 9 (DC) 328 

Problem Statement DC 2.2. Construction of Accelerated Loading Sections and Test Road Sections 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 2. Preparation of Data Collection/Testing Procedures and Construction of 

Test Road 

Approximate Phasing: Years 2–10 

Estimated Cost: $4.8 M–$7.2 M (see note below) 

This task will execute the experimental plans developed under problem statements DC 1.4 (Develop 

Experimental Designs and a Data Collection and Performance Monitoring Plan for Accelerated Loading 

Facilities and Full-Scale Products Testing) and DC 2.1 (Preparation of Concrete Pavement Data 

Collection and Testing Procedures). An expert panel consisting of State highway agencies, FHWA, 

academia, industry representatives, and consultants will prioritize different experiments and set schedules. 

To the extent practical, standard procedure will be established and followed in documenting the attributes 

of the as-built experimental section, and standard protocol will be followed in monitoring and reporting 

performance. 

Tasks: 

1. Construct the ALF sections. These sections likely will be constructed early so that the remaining 

studies can obtain and use the results. 

2. Construct the test road sections. Designing and planning these major experiments will require time, 

and many years of monitoring will be needed to obtain results. 

3. Conduct monitoring and data collection at all sites and feed the results directly to the projects that 

sponsor the experiments. 

Benefits: Available construction, design, traffic, and materials data collected from both 

ALFs and full-scale testing for pavement analysis. 

Products: Execution of experimental plans developed under previous tasks, including the 

establishment of experimental test sections, a materials testing program, and 

performance monitoring to obtain data for developing pavement analysis and 

tools; data stored in the database developed under problem statement DC 1.4 that 

will be used for calibration, validation, and other activities for the pavement 

performance models used in the CP Road Map. 

Implementation: This research will be coordinated closely with work in track 2 (PerformanceBased Design Guide for New and Rehabilitated Concrete Pavements), track 6 

(Innovative Concrete Pavement Joint Design, Materials, and Construction), and 

track 8 (Long Life Concrete Pavements). The data needs identified in this 

research will be planned for and obtained throughout the CP Road Map. These 

results also will be used immediately in calibration, validation, and other 

activities for models and engineering procedures developed in various research 

projects conducted under the CP Road Map. 

Note: Assume 4–6 ALFs and 4–6 test roads will be constructed and tested each at approximately 

$600,000. Some funds from the private sector may be available ($1,000,000). These costs include 

engineering, testing, instrumentation, weather stations, construction, QC/QA, and monitoring, but not 

actual construction costs, except for ALFs. For economy or expediency, any of these experimental test 

sites could be adjacent to asphalt test roads. 
 329 Track 9 (DC) 

SUBTRACK DC 3. ACCELERATED LOADING AND LONG-TERM DATA COLLECTION 

IMPLEMENTATION 

This subtrack provides the funding necessary for training and educating State highway agencies to use the 

database and sharing the results from the various testing facilities. Table 48 provides an overview of this 

subtrack. 

Table 48. Subtrack DC 3 overview. 

Problem Statement Estimated Cost Products Benefits 

DC 3.1. Implementation 

of Accelerated Loading 

and Long-Term Data 

Collection 

$800 k–$1.2 M Immediate transfer of results from the 

accelerated or long-term test facilities to 

researchers working on the overall 

concrete pavement research plan, using 

various research contracts conducting 

the work, the Internet, and summary 

reports presented at onsite workshops 

and conferences; construction, testing, 

and monitoring of the several 

experimental ALFs and full-scale road 

test sections, producing unbiased results 

that are useful for calibrating, 

validating, and developing various key 

prediction models in the CP Road Map. 

Field-proven performance data 

that theory has predicted, 

important for calibrating and 

validating studies for the various 

models and predictions 

developed under the CP Road 

Map. 
Track 9 (DC) 330 

Problem Statement DC 3.1. Implementation of Accelerated Loading and Long-Term Data 

Collection 

Track: 9. Concrete Pavement Accelerated and Long-Term Data Collection (DC) 

Subtrack: DC 3. Accelerated Loading and Long-Term Data Collection Implementation 

Approximate Phasing: Years 1–10 

Estimated Cost: $800 k–$1.2 M 

Implementing the accelerated loading and long-term data collection advancements developed in this track 

will support many projects in the CP Road Map. The project research team will work extensively with 

contractors from other projects that need either accelerated or long-term performance data to ensure that 

the data needed is obtained properly. 

Tasks: 

1. Conduct accelerated loading and long-term data collection implementation on an experiment-byexperiment basis. 

2. Document the results and field data as needed. 

Benefits: Field-proven performance data that theory has predicted, important for 

calibrating and validating studies for the various models and predictions 

developed under the CP Road Map. 

Products: Immediate transfer of results from the accelerated or long-term test facilities to 

researchers working on the overall concrete pavement research plan, using 

various research contracts conducting the work, the Internet, and summary 

reports presented at onsite workshops and conferences; construction, testing, and 

monitoring of the several experimental ALFs and full-scale road test sections, 

producing unbiased results that are useful for calibrating, validating, and 

developing various key prediction models in the CP Road Map. 

Implementation: This work will provide the technology transfer critical to the success of track 9 

(Concrete Pavement Accelerated and Long-Term Data Collection). 
 331 Track 10 (PP) 

Track 10. Concrete Pavement Performance (PP) 

TRACK 10 (PP) OVERVIEW ........................................................................................................ 333

Track Goal.................................................................................................................................. 333

Track Objectives ........................................................................................................................ 333

Research Gaps............................................................................................................................ 334

Research Challenges .................................................................................................................. 334

Research Track 10 (PP) Phasing .............................................................................................. 335

Research Track 10 (PP) Estimated Costs ................................................................................ 336

Track Organization: Subtracks and Problem Statements..................................................... 336

SUBTRACK PP 1. TECHNOLOGIES FOR DETERMINING CONCRETE PAVEMENT 

PERFORMANCE ............................................................................................................................ 337

Problem Statement PP 1.1. Stress-Sensing Concrete Pavements .......................................... 338

Problem Statement PP 1.2. Self-Inspecting Smart Concrete Pavements.............................. 339

Problem Statement PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements............ 340

SUBTRACK PP 2. GUIDELINES AND PROTOCOLS FOR CONCRETE PAVEMENT 

PERFORMANCE ............................................................................................................................ 341

Problem Statement PP 2.1. Guidelines for a Supplemental Pavement Management 

System and Feedback Loop for Continuous Concrete Pavement Improvements ............ 342

Problem Statement PP 2.2. Advancements in Forensic Analysis of Concrete Pavements .. 343

Problem Statement PP 2.3. Concrete Pavement Rating System for Highways.................... 344
Track 10 (PP) 332 

 

LIST OF FIGURES 

Figure 10. Track 10 (PP) unphased subtrack and problem statement chart.............................................. 335

LIST OF TABLES 

Table 49. Research track 10 (PP) estimated costs.................................................................................... 336

Table 50. Subtrack PP 1 overview........................................................................................................... 337

Table 51. Subtrack PP 2 overview........................................................................................................... 341
 333 Track 10 (PP) 

TRACK 10 (PP) OVERVIEW 

This track addresses key elements of the pavement management and asset management systems. These 

systems determine whether the sum of all the work done meets the required and desired concrete 

pavement performance characteristics for highway agencies and users. 

In the past, concrete pavement performance requirements have focused on serviceability (i.e., ride 

quality) and friction. However, performance indicators, such as tire-pavement noise, tire spray, 

hydroplane potential resulting from wheel path wear, light reflection, fuel economy, and the availability 

of open traffic lanes (i.e., those not closed for construction or maintenance), are now of much greater 

interest to highway agencies and users. Future concrete pavement designs will be expected to provide for 

all of these functional performance indicators to produce surfaces and structures that meet the needs of 

highway agencies and users. 

Structural and functional pavement performance is the output from all of the design, materials, and 

construction processes, and thus can be predicted using mathematical and computer models that 

systematically analyze data to predict pavement performance. 

Monitoring concrete pavement performance indicators using PMS will be crucial to highway agencies. 

Developing a performance feedback loop to provide continuous condition reports will allow prompt 

improvements to existing pavements that fall short of user needs. Continuously monitoring pavement 

performance will also help improve concrete pavement design procedures (particularly functional 

considerations related to surface characteristics), construction standards and specifications, and 

rehabilitation techniques. 

The research in this track will determine and address the functional aspects of concrete pavement 

performance, particularly factors such as tire-pavement noise, friction, smoothness, and others. Research 

will also provide rapid concrete pavement performance feedback and consider ways to schedule surface 

characteristics and conditions improvements. Developing feedback loops in highway agencies’ PMS will 

be crucial to monitoring performance effectively and rapidly and suggesting improvements that minimize 

lane closures. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A chart is included to show an overview of the subtracks and problem 

statements in the track. A table of estimated costs provides the projected cost range for each problem 

statement, depending on the research priorities and scope determined in implementation. The problem 

statements, grouped into subtracks, follow. 

Track Goal 

The research in this track will provide the traveling public with excellent concrete pavement surface 

characteristics and minimal lane closures for maintenance or rehabilitation over the design life. 

Track Objectives 

1. Develop ways to collect real-time data on concrete pavement conditions, including surface 

characteristics (e.g., friction, noise, distress, and smoothness), climate parameters (temperature and 

moisture), traffic loading, moisture sensors beneath the slab, and structural factors using a 

combination of embedded electronics, high-speed assessment equipment, traffic measurement 

devices, and performance prediction equations. 
Track 10 (PP) 334 

 

2. Determine concrete pavement condition using a new generation of equipment that addresses 

structural support, smoothness, friction, noise, moisture beneath the slab, drainage, and other factors. 

3. Loop concrete pavement performance data back to agency maintenance, planning, traffic, design, 

materials, and construction units using improved management systems. This feedback will allow the 

required concrete pavement surface and structural improvements to be scheduled cost effectively and 

the pavement technology to be improved quickly. 

4. Plan and schedule concrete pavement preservation and maintenance activities based on feedback 

condition and performance data to minimize lane closures and congestion. 

5. Optimize the volume, type, and flow characteristics of traffic through long-lasting traffic monitoring 

sensors embedded in the pavement. 

Research Gaps 

• The real-time concrete pavement performance data are insufficient for such factors as surface 

characteristics (e.g., friction, noise, distress, and smoothness), climate, traffic, and structural concerns. 

Data collection methods could include a combination of embedded electronics, high-speed 

assessment equipment, traffic measurement devices, and performance prediction equations. 

Collecting this data will require a new generation of equipment and standard test methods that address 

structural support, smoothness, friction, noise, moisture, drainage, and other factors. 

• The feedback data are insufficient for continuous performance improvement. PMS do not provide 

adequate feedback data for improving the performance of concrete pavements. Many of these systems 

cannot even relate performance monitoring data to original construction project information and 

traffic data. This critical gap can be remedied by developing improved data measurement and storage 

systems that not only provide this information rapidly, but also assist with its analysis. These new 

systems will provide rapid feedback for scheduling improvements in response to user feedback and 

continuously improving design, construction, materials selection, rehabilitation, and other factors that 

affect concrete pavement performance. 

• The performance data on innovations developed using accelerated test roads is insufficient, and 

design, construction, materials, and rehabilitation factors require further validation. Many innovative 

ideas are never tested due to the risks and costs of failure. However, full-scale testing or, in some 

cases, testing at existing ALFs would provide sufficient and validated performance data rapidly and 

efficiently for concrete pavement innovations. Some performance concerns, such as early opening to 

traffic, can be tested using ALFs (i.e., through testing machines in buildings). Others will require fullscale traffic testing in the field using regular mixed traffic (similar to MnROAD) or special trucks 

only (similar to WesTrack). This performance data research plan provides an excellent way to test 

new and innovative ideas for concrete pavement design, construction, and rehabilitation. 

Supplementing and developing the results from LTPP and MnROAD are greatly needed. 

Research Challenges 

• Overcome obstacles to real-time pavement performance inspection, testing, and distress recording. 

• Improve the data quality from PMS to improve concrete pavement performance. 
 335 Track 10 (PP) 

Research Track 10 (PP) Phasing 

The horizontal bar chart in figure 10 shows the problem statements in this track grouped by subtrack. 

Because this track is unphased, no time phasing is shown. 

Figure 10. Track 10 (PP) unphased subtrack and problem statement chart. 
Track 10 (PP) 336 

 

Research Track 10 (PP) Estimated Costs 

Table 49 shows the estimated costs for this research track. 

Table 49. Research track 10 (PP) estimated costs. 

Problem Statement Estimated Cost 

Subtrack PP 1. Technologies for Determining Concrete Pavement Performance

PP 1.1. Stress-Sensing Concrete Pavements $500 k–$750 k 

PP 1.2. Self-Inspecting Smart Concrete Pavements $500 k–$750 k 

PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements $500 k–$750 k

Subtrack PP 2. Guidelines and Protocols for Concrete Pavement Performance

PP 2.1. Guidelines for a Supplemental Pavement Management System and Feedback Loop for 

Continuous Concrete Pavement Improvements 

$500 k–$750 k 

PP 2.2. Advancements in Forensic Analysis of Concrete Pavements $500 k–$750 k 

PP 2.3. Concrete Pavement Rating System for Highways $200 k–$400 k

Track 10 (PP)

Total $2.7 M–$4.15 M 

Track Organization: Subtracks and Problem Statements 

Track 10 (PP) problem statements are grouped into two subtracks: 

• Subtrack PP 1. Technologies for Determining Concrete Pavement Performance. 

• Subtrack PP 2. Guidelines and Protocols for Concrete Pavement Performance. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
 337 Track 10 (PP) 

SUBTRACK PP 1. TECHNOLOGIES FOR DETERMINING CONCRETE PAVEMENT 

PERFORMANCE 

This subtrack will develop and evaluate new technologies for determining concrete pavement 

performance. Table 50 provides an overview of this subtrack. 

Table 50. Subtrack PP 1 overview. 

Problem Statement Estimated Cost Products Benefits 

PP 1.1. Stress-Sensing 

Concrete Pavements 

$500 k–$750 k Evaluation of stress-sensing monitors that 

record actual wheel load stresses over 

concrete pavement life. 

Measurement of actual wheel load 

stresses over concrete pavement life. 

PP 1.2. Self-Inspecting 

Smart Concrete 

Pavements 

$500 k-$750 k Evaluation of potential smart sensing and 

communicating technologies that could 

be integrated into the concept of selfinspecting concrete pavements. 

Smart and self-inspecting concrete 

pavements. 

PP 1.3. Rolling Wheel 

Deflectometer for 

Concrete Pavements 

$500 k–$750 k A rolling wheel deflectometer that can be 

operated at various speeds and that 

addresses specific concrete pavement 

technology issues. 

Assessment of pavement condition 

using a rolling wheel deflectometer at 

operating speed. 
Track 10 (PP) 338 

 

Problem Statement PP 1.1. Stress-Sensing Concrete Pavements 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 1. Technologies for Determining Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

When concrete pavements are designed, fatigue damage is anticipated by estimating the total number of 

all weights and types of axle loads that the pavement will experience over its lifetime. Because weigh-inmotion (WIM) sites often are unavailable, however, fully measuring the number and weight of axle loads 

that the pavement actually experiences over its lifetime is nearly impossible. Overweight trucks are 

known to damage a pavement more significantly than trucks with legal axle weights, but special permit 

trucks with heavier than legal weights are allowed to use the pavement. 

This problem statement will investigate the viability of stress-sensing pavements that can measure and log 

wheel load stresses over the pavement life. Stress can be measured indirectly through instantaneous strain 

or deflection under a wheel load. Pavement stresses from environmental loading also can be measured. 

This stress-sensing technology can lead to smart pavements that predict remaining pavement life or time 

until rehabilitation. The technology also will provide better information to pavement designers about 

when and how to design a rehabilitation alternative. 

Tasks: 

1. Identify sensors that can be used for stress-sensing pavement. These sensors will operate by 

measuring strain, pressure, deflection, or other factors. 

2. Conduct small-scale laboratory or field tests to determine the reliability, durability, and economics of 

these sensors. 

3. Develop methods for remotely monitoring these sensors. 

4. Incorporate sensors into a pilot project and evaluate sensor performance. 

5. Develop recommendations and/or specifications for large-scale deployment of this technology on new 

paving projects. 

Benefits: Measurement of actual wheel load stresses over concrete pavement life. 

Products: Evaluation of stress-sensing monitors that record actual wheel load stresses over 

concrete pavement life. 

Implementation: This research will provide the groundwork for additional research into other 

sensing and self-inspecting concepts, such as that in problem statement PP 1.2 

(Self-Inspecting Smart Concrete Pavements). 
 339 Track 10 (PP) 

Problem Statement PP 1.2. Self-Inspecting Smart Concrete Pavements 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 1. Technologies for Determining Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

This problem statement will investigate the viability of a pavement that is capable of continuously and 

remotely monitoring key behaviors that ultimately can be tied to structural or functional degradation. For 

example, embedded sensors can be used to monitor load (stresses or strains), compressive stress buildup 

over time (blowups), climatic changes (temperature and moisture), and deflections (joint LTE, joint 

faulting, corner deflection). This smart pavement concept will benefit the industry in a number of ways. 

For example, critical events such as an overloaded vehicle or a climatic anomaly can be detected. 

Potential blowups can be detected long before the probability of one is significant, so that action can be 

taken to relieve the pressure. In addition, the collected data can help improve concrete pavement design, 

construction, and maintenance continuously and establish more rational performance standards for 

concrete paving. 

Tasks: 

1. Identify sensors that can monitor pavement performance or key variables that affect pavement 

performance. 

2. Determine the effect of these key variables on pavement performance and the threshold values for 

these variables. 

3. Conduct laboratory or small-scale field tests to determine the reliability, durability, and economics of 

these sensors, using accelerated load testing to accelerated pavement distress. 

4. Develop recommendations and/or specifications for deploying this technology on new paving 

projects. 

Benefits: Smart and self-inspecting concrete pavements. 

Products: Evaluation of potential smart sensing and communicating technologies that could 

be integrated into the concept of self-inspecting concrete pavements. 

Implementation: This research may require a preceding investigation of available sensors (see 

problem statement PP 1.1 (Stress-Sensing Concrete Pavements)), which may in 

turn lead to more long-range research efforts. 
Track 10 (PP) 340 

 

Problem Statement PP 1.3. Rolling Wheel Deflectometer for Concrete Pavements 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 1. Technologies for Determining Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

Operating speed deflection testing equipment that determines deflections in concrete pavements is 

missing from today’s pavement condition assessments. Systemwide deflection data are the missing 

component of a network analysis method that requires IRI, distress survey, climatic, and traffic data to 

understand pavement performance fully and evaluate pavement rehabilitation strategies adequately. 

The currently used falling weight deflectometer (FWD) test can perform individual test setups, but 

gaining access to busy roadways during the peak measurement times is becoming increasingly difficult. 

FHWA is developing a rolling deflectometer based on laser technology, but has yet to prove the concept 

sufficiently for concrete pavements. The rolling dynamic deflectometer at the University of Texas has 

produced excellent data, but is only a prototype and moves at 2.4 km/h (1.5 mi/h). This research will 

evaluate prototype defection equipment at various operating speed capabilities. 

Tasks: 

1. Conduct a full literature search of current deflection equipment, sorting by speed of operation. 

2. Evaluate the potential for the FHWA rolling deflectometer device to produce data for concrete 

pavements. 

3. Determine other suitable deflection techniques rated by operating speed. 

4. Determine the best deflection technique for further development and evaluation. 

5. Determine ways to produce repeatable results from this deflection equipment, connect them back to 

FWD measurements, and develop procedures that could be used to determine remaining pavement 

life. 

6. Develop a long-term implementation strategy for promising deflection prototype devices. 

Benefits: Assessment of pavement condition using a rolling wheel deflectometer at 

operating speed. 

Products: A rolling wheel deflectometer that can be operated at various speeds and that 

addresses specific concrete pavement technology issues. 

Implementation: This work will result in a long-term implementation strategy for promising 

deflection prototype devices. While this technology should operate at typical 

highway speeds, devices that operate at lower speeds will be evaluated due to the 

unique concrete pavement response issues. 
 341 Track 10 (PP) 

SUBTRACK PP 2. GUIDELINES AND PROTOCOLS FOR CONCRETE PAVEMENT 

PERFORMANCE 

This subtrack will develop guidelines for a supplemental PMS, forensic analysis manual, and high-speed 

highway concrete pavement rating system for optimized concrete pavement performance. Table 51 

provides an overview of this subtrack. 

Table 51. Subtrack PP 2 overview. 

Problem Statement Estimated Cost Products Benefits 

PP 2.1. Guidelines for 

a Supplemental 

Pavement 

Management System 

and Feedback Loop for 

Continuous Concrete 

Pavement 

Improvements 

$500 k–$750 k Guidelines for developing a supplemental 

PMS that includes design, construction, 

materials, and rehabilitation data in a 

format conducive to engineering 

decisionmaking. 

PMS that provide sufficient 

information for improving design, 

construction, materials, and 

rehabilitation; guidelines that 

produce information sufficient for 

key engineering decisions. 

PP 2.2. Advancements 

in Forensic Analysis of 

Concrete Pavements 

$500 k–$750 k A state-of-the-art forensic study manual. Forensic analysis that could be tied 

with the determination of remaining 

life to develop criteria for selecting 

appropriate rehabilitation and 

pavement strengthening actions to 

extend the existing pavement 

performance life.

PP 2.3. Concrete 

Pavement Rating 

System for Highways 

$200–$400 k Guidelines for State highway agencies to 

improve their pavement rating systems; 

implementation documents to be used 

directly by highway agencies to make use 

of high-speed highway pavement rating 

procedures. 

A more accurate and efficient highspeed highway pavement rating 

system for use by State highway 

agencies. 
Track 10 (PP) 342 

 

Problem Statement PP 2.1. Guidelines for a Supplemental Pavement Management System and 

Feedback Loop for Continuous Concrete Pavement Improvements 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 2. Guidelines and Protocols for Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

Current highway agency PMS are used primarily for programming highway rehabilitation activities. 

However, with few exceptions, they cannot provide sufficient information for improving the engineering 

aspects of design, construction, materials, and rehabilitation. The key reason is that many of these systems 

cannot link various types of information (e.g., design, construction, rehabilitation, maintenance, and 

traffic) on specific segments of the current highway network to each other. Another reason is that 

insufficient data are being collected. These deficiencies make it very difficult to use the system to assess 

problems, enhance designs, improve material and construction specifications, or optimize rehabilitation 

and life cycle costing. 

This research will develop guidelines for a supplement to a PMS that includes concrete pavement design, 

construction, materials, and rehabilitation data in a format conducive to engineering decisionmaking. 

NCHRP 1–19 developed a system for concrete pavements in the 1980s that could serve as a starting point 

for this work.(5) In addition, recent FHWA research into the use of PMS data for engineering decisions 

should be reviewed fully, including an existing NHI course on the engineering uses of PMS data. 

Tasks: 

1. Review State highway agency PMS to determine which might improve engineering decisionmaking 

capabilities. For example, the Illinois PMS for pavements and materials was developed specifically 

for this purpose. 

2. Review previous research studies (e.g., NCHRP 1–19, FHWA, Illinois and Arizona PMS 

development, and NHI courses) that address the use of PMS data for engineering decisionmaking. 

3. Develop guidelines that State highway agencies can use to improve their PMS so that they can be 

used to make key engineering decisions. 

4. Prepare implementation documents that highway agencies can use to assess their PMS and to extend 

them to help engineering decisions improve design, construction, materials, and rehabilitation. 

Benefits: PMS that provide sufficient information for improving design, construction, 

materials, and rehabilitation; guidelines that produce information sufficient for 

key engineering decisions. 

Products: Guidelines for developing a supplemental PMS that includes design, 

construction, materials, and rehabilitation data in a format conducive to 

engineering decisionmaking. 

Implementation: This research will produce implementation documents that highway agencies can 

use to assess their PMS and make better design, construction, materials, and 

rehabilitation engineering decisions. 
 343 Track 10 (PP) 

Problem Statement PP 2.2. Advancements in Forensic Analysis of Concrete Pavements 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 2. Guidelines and Protocols for Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

Many highway departments must evaluate inservice pavements and determine the reasons for good, 

marginal, or poor pavement performance. Often, a clear understanding of the all the elements of design, 

materials, construction, and inservice data is necessary to determine precisely what occurred or caused 

some action. In the past several years, the concrete paving industry has examined many pavements to 

determine the specific causes of a distress and have spent large amounts of time and money pulling 

together data. This problem statement will create a structure to examining pavements and develop a better 

way to determine remaining pavement life. 

Tasks: 

1. Conduct a literature review of projects that have undergone significant inservice evaluations to 

identify the key methods used to obtain and test samples of the pavements. 

2. Identify the key forensic tests that could help identify various problems, focusing on durability, loss 

of smoothness, surface texture changes, and joint deterioration. 

3. Develop a statistically based method to conduct a forensic study that will determine the probability 

that a distress was caused by a specific series of actions. 

4. Develop a forensic study manual that includes the visual distress survey techniques, suggested tests, 

the sampling and testing of such samples, and the most likely cause of certain visual distresses based 

on these tests. 

5. Conduct a literature search for the current methods to determine remaining structural and surface 

characteristic life for concrete pavements, including concrete overlay sections. 

6. Identify ways to calculate remaining life based on current design methodologies, including the new 

Mechanistic-Empirical Pavement Design Guide. Include the field tests, sample size, and reliability. 

7. Develop a forensic study manual that includes methods to determine the structural and surface 

characteristic life for concrete pavements and ways to calculate remaining life based on current 

design methodologies. 

8. Develop an integrated forensic study manual that considers both manuals (from tasks 4 and 7) and 

that can be used to produce an overall pavement condition status report with remaining life. 

Benefits: Forensic analysis that could be tied with the determination of remaining life to 

develop criteria for selecting appropriate rehabilitation and pavement 

strengthening actions to extend the existing pavement performance life. 

Products: A state-of-the-art forensic study manual. 

Implementation: This research may be divided into separate contracts for tasks 1–4, 5–7, and 8. 

The research results will be implemented through technology transfer of the 

forensic study manual. 
Track 10 (PP) 344 

 

Problem Statement PP 2.3. Concrete Pavement Rating System for Highways 

Track: 10. Concrete Pavement Performance 

Subtrack: PP 2. Guidelines and Protocols for Concrete Pavement Performance 

Approximate Phasing: N/A 

Estimated Cost: $200 k–$400 k 

State highway agencies use many procedures to rate their pavements for management and engineering 

purposes. These vary widely from State to State. This research will develop guidelines for State highway 

agencies to improve their pavement rating systems. 

The pavement condition index (PCI) procedure was developed in the 1970s and 1980s for airport 

pavements and city street pavements. The main scope of the PCI was to provide a simple yet consistent 

tool for rating pavements that would reflect the experience of many experienced engineers. The rating 

scale, from 0 to 100, was divided into categories such as excellent, very good, good, fair, poor, and very 

poor. This procedure found wide use and acceptance by the U.S. military, Federal Aviation 

Administration (FAA), and some cities. Its main advantage is that it provides a simple, consistent, and 

uniform way to rate pavements with an overall score, but also includes individual distresses to determine 

the causes of deterioration, making it possible to better recommend rehabilitation treatments. In the 

1980s, FHWA sponsored research to adapt the PCI to high-speed highways, and an initial procedure was 

completed. This initial work needs further consideration regarding its value today for State highway 

agencies as a consistent rating procedure. 

Tasks: 

1. Review State highway agency PMS and summarize their procedures to rate highway pavements. 

Compare the State highway rating systems with the PCI procedures used by the USACE, FAA, and 

APWA. 

2. Assess whether the PCI procedure, appropriately modified as necessary to handle high-speed 

highways, would be useful to State highway agencies and FHWA in providing a uniform and 

consistent rating procedure. 

3. If feasible, develop guidelines for all types of concrete pavements for use by State highway agencies 

to improve their pavement rating systems. 

4. Prepare implementation documents for highway agencies to make use of the PCI procedures for highspeed highways. 

Benefits: A more accurate and efficient high-speed highway pavement rating system for 

use by State highway agencies. 

Products: Guidelines for State highway agencies to improve their pavement rating systems; 

implementation documents to be used directly by highway agencies to make use 

of high-speed highway pavement rating procedures. 

Implementation: This work will result in implementation documents to be used directly by 

highway agencies to use the PCI procedures for high-speed highways.
 345 Track 11 (BE) 

Track 11. Concrete Pavement Business Systems and Economics (BE) 

TRACK 11 (BE) OVERVIEW........................................................................................................ 347

Track Goal.................................................................................................................................. 347

Track Objectives ........................................................................................................................ 347

Research Gaps............................................................................................................................ 348

Research Challenges .................................................................................................................. 348

Research Track 11 (BE) Phasing.............................................................................................. 350

Research Track 11 (BE) Estimated Costs................................................................................ 351

Track Organization: Subtracks and Problem Statements..................................................... 351

SUBTRACK BE 1. CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 

MANAGEMENT AND IMPLEMENTATION ............................................................................. 352

Problem Statement BE 1.1. The CP Road Map Research Management Plan 

Administrative Support Group ............................................................................................. 353

Problem Statement BE 1.2. Accelerated Evaluation and Implementation of Concrete 

Pavement Research and Technology .................................................................................... 354

SUBTRACK BE 2. CONCRETE PAVEMENT ECONOMICS AND LIFE CYCLE COSTS . 355

Problem Statement BE 2.1. Achieving Sustainability with Concrete Pavements ................ 356

Problem Statement BE 2.2. The Economic and Systemic Impacts of Concrete Pavement 

Mix-of-Fixes Strategies........................................................................................................... 357

Problem Statement BE 2.3. Advanced Concrete Pavement Life Cycle Cost Methods 

That Include User Costs......................................................................................................... 358

Problem Statement BE 2.4. Optimizing Concrete Pavement Life Cycle Decisions ............. 359

Problem Statement BE 2.5. Concrete Pavement Economic Analysis Series......................... 360

SUBTRACK BE 3. CONTRACTING AND INCENTIVES FOR CONCRETE PAVEMENT 

WORK............................................................................................................................................... 361

Problem Statement BE 3.1. Innovative Contracting Methods that Address 

Performance-Based Maintenance and Warranties ............................................................. 362

Problem Statement BE 3.2. The Next Generation of Incentive-Based Concrete Pavement 

Construction Specifications ................................................................................................... 363

SUBTRACK BE 4. TECHNOLOGY TRANSFER AND PUBLICATIONS FOR 

CONCRETE PAVEMENT BEST PRACTICES .......................................................................... 364

Problem Statement BE 4.1. Concrete Pavement Best Practices Manual.............................. 365

Problem Statement BE 4.2. Accelerated Technology Transfer and Rapid Education 

Programs for the Future Concrete Paving Workforce ....................................................... 366

Problem Statement BE 4.3. Concrete Pavement Engineering Compendium....................... 367

Problem Statement BE 4.4. Concrete Pavement White Paper Series ................................... 368

SUBTRACK BE 5. CONCRETE PAVEMENT DECISIONS WITH ENVIRONMENTAL 

IMPACT............................................................................................................................................ 369

Problem Statement BE 5.1. The Impact of Concrete Pavement Reflectance, Absorption, 

and Emittance on the Urban Heat Island Effect.................................................................. 370

Problem Statement BE 5.2. Strategic and Technical Issues Related to the Design and 

Construction of Truck-Only Concrete Pavements .............................................................. 371

Problem Statement BE 5.3. Concrete Pavement Restoration Guidelines Specifically for 

City Streets and Arterials ...................................................................................................... 372
Track 11 (BE) 346 

 

LIST OF FIGURES 

Figure 11. Track 11 (BE) unphased subtrack and problem statement chart. ............................................ 350

LIST OF TABLES 

Table 52. Research track 11 (BE) estimated costs................................................................................... 351

Table 53. Subtrack BE 1 overview. ......................................................................................................... 352

Table 54. Subtrack BE 2 overview. ......................................................................................................... 355

Table 55. Subtrack BE 3 overview. .......................................................................................................... 361

Table 56. Subtrack BE 4 overview. ......................................................................................................... 364

Table 57. Subtrack BE 5 overview. ......................................................................................................... 369
 347 Track 11 (BE) 

TRACK 11 (BE) OVERVIEW 

The problem statements in this track address business and economics issues in concrete paving. The 

research outlined here will quantify the value and benefits of concrete pavements and ensure that an 

adequate delivery mechanism is in place to supplement the low bid system. This track, when 

implemented, will help clarify the relationship between concrete pavements and economic issues, capital 

availability, risk and risk transfer, and alternative contracting. 

The research in this track will develop: 

• An administrative support group to provide professional management services for the CP Road Map 

Research Management Plan. 

• An innovative concrete pavement technology procurement program. 

• Methods for achieving sustainability with concrete pavements. 

• An improved understanding of the economic and systemic impacts of concrete pavement mix-of-fixes 

strategies for all levels of roadways, from low to very high traffic. 

• Advanced methods for concrete pavement LCCA that include user costs. 

• Optimized concrete pavement life cycle decisions. 

• Innovative contracting methods that consider performance-based maintenance and warranties. 

• The next generation of incentive-based concrete pavement construction specifications. 

• A concrete pavement best practices manual. 

• Accelerated technology transfer and rapid education programs for the future concrete paving 

workforce. 

• An analysis of and recommendations about specific concrete pavement decisions with environmental 

impacts. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A chart is included to show an overview of the subtracks and problem 

statements in the track. A table of estimated costs provides the projected cost range for each problem 

statement, depending on the research priorities and scope determined in implementation. The problem 

statements, grouped into subtracks, follow. 

Track Goal 

The research in this track will clarify the relationship between concrete pavements and economic issues, 

capital availability, risk and risk transfer, and alternative contracting. 

Track Objectives 

1. Understand more clearly the economics of concrete pavements, fix alternatives, and the cost 

implications of engineering improvements as they relate to pavement performance. 

2. Determine the best combination of concrete pavement solutions (mix of fixes) that balances funds, 

traffic impact, and network efficiency. 

3. Develop an array of alternate contracting techniques that enhance the procurement of concrete 

pavements with a clear determination of risk between the owner and the contractor. 

4. Develop optimum technology transfer, training, and outreach for the entire concrete paving workforce 

that the new generation of efficient, targeted, high-quality, cross-disciplined, and available-ondemand pavements will require. 
Track 11 (BE) 348 

 

Research Gaps 

• The impact of today’s concrete pavement preservation alternatives (e.g., diamond grinding, DBR, 

joint and crack resealing) on future pavement life and performance is either insufficiently understood 

or accepted. Full-scale test sections for innovative preservation activities that function under actual 

traffic loadings will provide information that can establish the cost and benefits of such activities. 

These tests would develop information gained through the limited LTPP studies (Specific Pavement 

Studies (SPS)–4, SPS–6). Because well-timed preservation activities can extend the service life of 

concrete pavements cost effectively, appropriate research studies must address this significant gap in 

knowledge. 

• Misconceptions about the economics of concrete pavements are common. In most markets, concrete 

pavements generally are considered a higher priced option than asphalt solutions when examining 

initial costs, but are considered equal or lower priced options when addressing life cycle costs. This 

belief is common under current design procedures. However, few existing tools can determine the 

actual initial costs effectively—these include the price of items such as joints, sealers, and tie bars in 

various designs and in specific projects. Instead, most estimating is based on previous bid estimates. 

In addition, long-term LCCAs lack the ability to improve maintenance analyses and user impacts. 

Additionally, alternative contracting techniques such as design-build, best value, or warranties have 

cost implications that have not been studied. Importantly, the relationship between the risk involved 

for the concrete pavement designer/builder and the best methods for equalizing or quantifying the risk 

is insufficiently understood. If warranties continue to gain popularity, with or without maintenance 

requirements, then new bonding, insurance, and guarantee mechanisms must be explored. 

Government and industry roles are changing, and tools need to be developed that equitably evaluate 

the risks. 

• The current concrete pavement research system often stifles innovation. Much of the current research 

develops incremental improvements to concrete pavement products, while creative entrepreneurs 

have no place to present their ideas, and funds assist innovators only in the development path. 

Contracting methods that allow the contractor to innovate (design-build, warranties, incentive 

specifications) face bureaucratic hurdles that need to be reconsidered. 

• Information is transferred too slowly to policymakers, engineers, and the concrete paving workforce. 

The concrete paving industry lacks innovation; this is due to both the return on investment and the 

considerable time it takes to transfer innovation into practice across the United States. 

• The societal impacts of concrete pavements that result from cement manufacturing, transport, 

construction, and the impact of recycling on sustainability are insufficiently understood. 

Research Challenges 

• Understand more clearly the impact that today’s concrete pavement preservation alternatives (e.g., 

diamond grinding, DBR, and joint and crack resealing) have on future pavement life and 

performance. Full-scale test sections for innovative preservation activities under actual traffic 

loadings will provide valuable information to establish the costs and benefits of preservation 

activities. This research should include all levels of roadways, from low to very high traffic volumes. 

• Organize and conduct fair, valid, and easy-to-use economical studies for industry practitioners. These 

studies will obtain valid cost information that had been exclusive to the industry. 
 349 Track 11 (BE) 

• Examine options for increased public-private partnerships that balance initial costs, maintenance 

operations, traffic growth, and toll revenues. Interest is developing in public-private partnerships that 

allow investors to consider financing the capital expenditures in return for either real or shadow tolls. 

The pavement costs can be 40 to 60 percent of a capital expenditure, and various options have a 

significant impact when compared to traffic and tolling. 

• Move the concrete paving industry beyond incremental improvements to innovative technologies. 

The industry often has only incrementally improved concrete pavement technology. This research 

system has limited concrete paving development to JCP and CRCP, with the latter generally on the 

decline. Government agencies ask for innovation, but lack the funds and refuse to take risks to avoid 

public embarrassment. 

• Facilitate the implementation of incentive-based contracting. Incentive-based contracting is discussed 

at the policy level, but faces many obstacles for both developing details and conducting experimental 

projects. 

• Create strategies for developing the concrete paving workforce. The diverse workforce does not 

always commit to addressing concrete pavement issues on a national or regional basis, and funding 

for such efforts often is difficult. 

• Consider sustainability issues in pavement selection criteria. National highway community 

policymakers often do not consider global sustainability issues in pavement selection criteria. This 

complicated issue requires considering many assumptions. 
Track 11 (BE) 350 

 

Research Track 11 (BE) Phasing 

The horizontal bar chart in figure 11 shows the problem statements in this track grouped by subtrack. 

Because this track is unphased, no time phasing is shown. 

Figure 11. Track 11 (BE) unphased subtrack and problem statement chart. 
 351 Track 11 (BE) 

Research Track 11 (BE) Estimated Costs 

Table 52 shows the estimated costs for this research track. 

Table 52. Research track 11 (BE) estimated costs. 

Problem Statement Estimated Cost 

Subtrack BE 1. Concrete Pavement Research and Technology Management and Implementation 

BE 1.1. The CP Road Map Research Management Plan Administrative Support Group $8.5 M ($850 k/year) 

BE 1.2. Accelerated Evaluation and Implementation of Concrete Pavement Research and Technology $5 M–$10 M (50% 

from public sector) 

Subtrack BE 2. Concrete Pavement Economics and Life Cycle Costs

BE 2.1. Achieving Sustainability with Concrete Pavements $500 k–$750 k 

BE 2.2. The Economic and Systemic Impacts of Concrete Pavement Mix-of-Fixes Strategies $250 k–$500 k 

BE 2.3. Advanced Concrete Pavement Life Cycle Cost Methods That Include User Costs $500 k–$1 M 

BE 2.4. Optimizing Concrete Pavement Life Cycle Decisions $1 M–$2 M 

BE 2.5. Concrete Pavement Economic Analysis Series $500 k–$750 k 

Subtrack BE 3. Contracting and Incentives for Concrete Pavement Work

BE 3.1. Innovative Contracting Methods That Address Performance-Based Maintenance and 

Warranties 

$750 k–$1 M 

BE 3.2. The Next Generation of Incentive-Based Concrete Pavement Construction Specifications $1.25 M–$1.75 M 

Subtrack BE 4. Technology Transfer and Publications for Concrete Pavement Best Practices

BE 4.1. Concrete Pavement Best Practices Manual $750 k–1.25 M 

BE 4.2. Accelerated Technology Transfer and Rapid Education Programs for the Future Concrete 

Paving Workforce 

$750 k–$1 M 

BE 4.3. Concrete Pavement Engineering Compendium $500 k–$1 M 

BE 4.4. Concrete Pavement White Paper Series $150 k–$200 k 

Subtrack BE 5. Concrete Pavement Decisions with Environmental Impact

BE 5.1. The Impact of Concrete Pavement Reflectance, Absorption, and Emittance on the Urban Heat 

Island Effect 

$250 k–$500 k 

BE 5.2. Strategic and Technical Issues Related to the Design and Construction of Truck-Only Concrete 

Pavements 

$250 k–$500 k 

BE 5.3. Concrete Pavement Restoration Guidelines Specifically for City Streets and Arterials $250 k–$500 k 

Track 11 (BE) 

Total $21.15 M–$31.2 M 

Track Organization: Subtracks and Problem Statements 

Track 11 (BE) problem statements are grouped into five subtracks: 

• Subtrack BE 1. Concrete Pavement Research and Technology Management and Implementation. 

• Subtrack BE 2. Concrete Pavement Economics and Life Cycle Costs. 

• Subtrack BE 3. Contracting and Incentives for Concrete Pavement Work. 

• Subtrack BE 4. Technology Transfer and Publications for Concrete Pavement Best Practices. 

• Subtrack BE 5. Concrete Pavement Decisions with Environmental Impact. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
Track 11 (BE) 352 

 

SUBTRACK BE 1. CONCRETE PAVEMENT RESEARCH AND TECHNOLOGY 

MANAGEMENT AND IMPLEMENTATION 

This subtrack provides the framework and funding for the CP Road Map Research Management Plan 

Administrative Support Group. This subtrack also assesses the successful Netherlands’ Roads to the 

Future program to develop an accelerated evaluation and implementation system for innovative concrete 

pavement technologies. The system will link long-term vision to short-term action. Table 53 provides an 

overview of this subtrack. 

Table 53. Subtrack BE 1 overview. 

Problem Statement Estimated Cost Products Benefits 

BE 1.1. The CP Road 

Map Research 

Management Plan 

Administrative Support 

Group 

$8.5 M ($850 

k/year) 

– – 

BE 1.2. Accelerated 

Evaluation and 

Implementation of 

Concrete Pavement 

Research and Technology 

$5 M–$10 M 

(50% from 

public sector) 

An innovative program for accelerated 

evaluation and implementation of 

concrete pavement research and 

technology to successfully meet future 

needs. 

Innovative concrete pavement 

technologies and processes that will 

move from concept to field 

evaluation to implementation in a 

compressed period of time; future 

concrete pavement needs met for 

agency-owners; an opportunity for 

contractors to innovate and generate 

new solutions to problems. 
 353 Track 11 (BE) 

Problem Statement BE 1.1. The CP Road Map Research Management Plan Administrative 

Support Group 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 1. Concrete Pavement Research and Technology Management and 

Implementation 

Approximate Phasing: N/A 

Estimated Cost: $8.5 M ($850 k/year) 

The CP Road Map Research Management Plan outlines a progressive, cooperative approach to managing 

and conducting the CP Road Map research. Under this plan, organizations identify common interests, 

partner with each other in executing specific contracts, and, in the end, produce and share a product that is 

greater than the sum of its parts. 

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

The research management plan outlines a four-tier system of participation and responsibility: an executive 

advisory committee, an administrative support group, track coordinators, and sustaining organizations. 

A triparty executive advisory committee, representing FHWA, State DOTs, and industry, will provide 

broad oversight of CP Road Map. It will be a decisionmaking and policymaking facilitating group. 

An administrative support group will provide professional management services for the executive 

advisory committee and, to a lesser degree, the research track coordinators. It will be the “doing” body for 

all coordinating and support activities, like maintaining the research database. 

Research track coordinating teams will coordinate and oversee all activities within a specific research 

track. 

Sustaining organizations—agencies, consultants, universities, professional associations, and other 

organizations that have specialized interests and skills and are interested in pooling earmarked or 

dedicated funds—will assume responsibility for conduct of research through cooperation, partnering, and 

funding agreements. 

This problem statement represents the work and funding of the administrative support group. 
Track 11 (BE) 354 

 

Problem Statement BE 1.2. Accelerated Evaluation and Implementation of Concrete Pavement 

Research and Technology 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 1. Concrete Pavement Research and Technology Management and 

Implementation 

Approximate Phasing: N/A 

Estimated Cost: $5 M–$10 M (50 percent from public sector) 

Major technological advancements often take many years to make it through the concept, research, 

demonstration, validation, and implementation stages before becoming part of practice. Highway agencyowners and the concrete paving industry cannot wait 10–15 years for the technologies and processes 

developed in the CP Road Map. A method is needed to accelerate the process of research and technology 

evaluation and implementation. 

The successful Netherlands’ Roads to the Future program should be considered as a model for or as input 

into an accelerated concrete pavement research and technology evaluation and implementation program in 

the United States. The Netherlands’ Roads to the Future program is an innovative approach to developing 

and testing long-range solutions to future highway demands in a relatively short period of time. In the 

program, the highway agency, in cooperation with external partners, identifies future highway functional 

requirements in areas such as traffic expectations, environmental concerns, and pavement performance. 

Contractors are invited to offer solutions, no matter how unconventional, to the predefined highway 

functional requirements. Proposals are selected for field demonstration and evaluation within 2 years. In 

this way, long-term vision is linked to innovative, short-term action. Technical advancements that 

previously might take 10–15 years are now made possible in 2–3 years. 

This research will evaluate the Netherlands’ Roads to the Future model and develop a similar research 

and technology evaluation and implementation program to accelerate concrete pavement technology 

advancements in the United States. 

Tasks: 

1. Examine the Netherlands’ Roads to the Future program, including identification of future highway 

requirements, the request for proposals, cooperative funding, demonstration projects, short-term 

methods of proving long-term requirements will be met, and intellectual property agreements. 

2. Identify specific challenges that the U.S. concrete pavement industry will face in meeting the needs of 

the next generation of pavements, 30 years from now. Consider end product functional requirements 

such as rapid construction and rehabilitation, traffic expectations, noise abatement, and environmental 

advancements. Select the highest priority challenges. 

3. Develop a request for proposals for each challenge selected. 

4. Review and select the most promising proposals. 

5. Build the required demonstration projects. Evaluate the demonstration projects to prove the concrete 

pavement will meet the specified future requirements. 

6. Use technology transfer activities identified throughout the CP Road Map to ensure rapid 

implementation of successfully proven technologies and processes. 

Benefits: Innovative concrete pavement technologies and processes that will move from 

concept to field evaluation to implementation in a compressed period of time; 

future concrete pavement needs met for agency-owners; an opportunity for 

contractors to innovate and generate new solutions to problems. 

Products: An innovative program for accelerated evaluation and implementation of 

concrete pavement research and technology to meet future needs successfully. 

Implementation: This work will provide the mechanism for many concrete pavement technology 

innovations developed in the CP Road Map to be evaluated in the field and 

implemented at an accelerated rate. 
 355 Track 11 (BE) 

SUBTRACK BE 2. CONCRETE PAVEMENT ECONOMICS AND LIFE CYCLE COSTS 

This subtrack addresses the economics of concrete pavements, including macroeconomics analysis and 

whole life cycle costs. Table 54 provides an overview of this subtrack. 

Table 54. Subtrack BE 2 overview. 

Problem Statement Estimated Cost Products Benefits 

BE 2.1. Achieving 

Sustainability with 

Concrete Pavements 

$500 k–$750 k Macroanalysis of whole-life factors 

related to concrete pavements. 

A study of the broader issues 

associated with cement, aggregate, 

construction, rehabilitation, and 

concrete pavement salvaging that 

allows policymakers and engineers 

to examine the full societal value of 

concrete pavements and recommend 

improvements. 

BE 2.2. The Economic 

and Systemic Impacts of 

Concrete Pavement Mixof-Fixes Strategies 

$250 k–$500 k Advanced mix-of-fixes strategies that 

address a variety of performance and 

budget requirements; demonstration of 

the need to develop additional concrete 

pavement products that meet price and 

performance criteria. 

Quantifications of a reasonable 

percentage of concrete pavement 

work with service life needs 

anywhere from 10 to 60 years. 

BE 2.3. Advanced 

Concrete Pavement Life 

Cycle Cost Methods That 

Include User Costs 

$500 k–$1 M User cost factors that more accurately 

show value derived from smoothness, 

skid, noise, traffic shutdown, rolling 

resistance, and other factors associated 

with pavements. 

More accurately and effectively 

determined user costs; ability for the 

owner to examine the 

interrelationships between product 

cost, performance, and user impact 

more accurately within the LCC 

framework; a more informed 

pavement selection decision. 

BE 2.4. Optimizing 

Concrete Pavement Life 

Cycle Decisions 

$1 M–$2 M All-in-one tool for optimizing material 

selection, structural and functional 

design, construction, preservation, 

rehabilitation, and user impacts; a 

high-speed software program that 

integrates elements of the research 

from other tracks. 

Better life cycle decision tools. 

BE 2.5. Concrete 

Pavement Economic 

Analysis Series 

$500 k–$750 k Software and case studies that address 

microeconomic issues (engineering 

details such as tie bars, and cement 

content) and macroeconomic issues 

(pavement selection types). 

Engineers and managers who better 

understand the initial costs 

associated with engineering details 

as they relate to long-term 

performance; engineers and 

managers who understand the 

overall economics that link 

construction costs with different 

pavement options and performance 

requirements. 
Track 11 (BE) 356 

 

Problem Statement BE 2.1. Achieving Sustainability with Concrete Pavements 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 2. Concrete Pavement Economics and Life Cycle Costs 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

Sustainable development is defined as development that meets present needs without compromising the 

ability of future generations to meet their own needs. Concrete pavements use products and processes that 

can offer a broad set of benefits and opportunities for a more sustainable environment. To understand 

these benefits, decisionmakers must understand how pavement structure can support the three pillars of 

sustainability: environmental, social, and economic benefits. Concrete pavements can improve air quality, 

reduce energy consumption and heat load, manage storm water, reduce raw material consumption, 

increase the use of industrial waste and byproducts as replacement material, and increase the durability 

and longevity of the pavement structure itself. This research will identify and substantiate the roles 

concrete pavements play in sustainable development and develop a sustainability model protocol that the 

U.S. highway community can use to assess future product changes. 

Tasks: 

1. Conduct a literature review and identify the various sustainability models that are used to analyze 

pavement systems. Identify the model most conducive to the United States. 

2. Identify the strong and weak points of the model, addressing energy consumption in manufacture, use 

of industrial byproducts in production, haul and build criteria, user energy requirements (for trucks 

and vehicles), maintenance requirements, reconstruction, and recycling. User requirements should 

consider safety factors, including skid, splash and spray, night visibility, noise, and delay time. The 

model also should develop a sustainability value that can assess the effectiveness of different 

applications. 

3. Upgrade the model to include any variable omitted as a result of task 2. 

4. Demonstrate the effectiveness of the model through a series of case studies. 

5. Prepare and conduct three regional workshops. 

6. Write the final documents and report. 

Benefits: A study of the broader issues associated with cement, aggregate, construction, 

rehabilitation, and concrete pavement salvaging that allows policymakers and 

engineers to examine the full societal value of concrete pavements and 

recommend improvements. 

Products: Macroanalysis of whole-life factors related to concrete pavements. 

Implementation: The whole-life, sustainability analysis resulting from this research will be made 

available and useful through technology transfer workshops and publications. 
 357 Track 11 (BE) 

Problem Statement BE 2.2. The Economic and Systemic Impacts of Concrete Pavement Mix-ofFixes Strategies 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 2. Concrete Pavement Economics and Life Cycle Costs 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

The mix-of-fixes concept, developed by the Michigan DOT, identifies a family of renewal solutions for 

pavements and bridges that can be incorporated into capital improvement projects. These solutions vary 

in cost and expected service life. Relative costs could vary greatly per square unit of work, while service 

life could vary, from 3 to 5 years for surface treatments and thin overlays to 50 years or more for total 

reconstruction. Generally, a longer desired service life (one that minimizes downstream project traffic 

disruptions) requires a higher initial cost. However, while the Michigan DOT recognizes the need for the 

mix of fixes, it also recognizes the limited effectiveness of certain preservation strategies. The need for 

accelerated renewal and minimal disruption does not necessarily mark all infrastructure elements within a 

corridor for total reconstruction, replacement, and longest life solutions. How, then, can mix-of-fixes 

options be applied cost effectively while minimizing both current and downstream disruption? 

Tasks: 

1. Identify the concrete pavement mix-of-fixes strategies currently available to State highway agencies, 

including representative costs, service life, and the downstream impact of future renewal efforts. 

Strategies should describe the design lives of various key work elements for 15 to 60 years in various 

pavement scenarios. The strategies should also consider fixes known to be heavy maintenance items, 

such as CPR, whitetopping, and bonded and unbonded concrete overlays. 

2. Evaluate how these mix-of-fixes strategies can be integrated into renewal strategies to optimize the 

funds available, minimize impact on traffic, and maintain desired service levels. Determine the 

overall reliability of assumptions about the life of each renewal strategy and the impact that shortened 

life may have on downstream traffic disruptions. Determine the number of back-to-back short life 

strategies that could be applied to bridges and pavements. 

3. Determine the optimal time for selecting the proper fix, including advanced methodologies for 

determining current structure or pavement condition and remaining life. 

4. Prepare case studies that demonstrate the impact of integrating mix-of-fixes strategies into the 

corridor and broader network funding demands. 

Benefits: Quantifications of a reasonable percentage of concrete pavement work with 

service life needs anywhere from 10 to 60 years. 

Products: Advanced mix-of-fixes strategies that address a variety of performance and 

budget requirements; demonstration of the need to develop additional concrete 

pavement products that meet price and performance criteria. 

Implementation: The analysis of economic and systemic impacts of mix-of-fixes strategies 

resulting from this research will be made available and useful through technology 

transfer activities. 
Track 11 (BE) 358 

 

Problem Statement BE 2.3. Advanced Concrete Pavement Life Cycle Cost Methods That Include 

User Costs 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 2. Concrete Pavement Economics and Life Cycle Costs 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

Advanced methods for developing concrete pavement life cycle costs are needed. These methods should 

include user costs. 

Tasks: 

1. Develop user cost factors that accurately show value from smoothness, skid, noise, traffic shutdown, 

rolling resistance, and other factors associated with pavements. 

2. Develop new life cycle cost procedures that include these user costs. 

Benefits: More accurately and effectively determined user costs; ability for the owner to 

examine the interrelationships between product cost, performance, and user 

impact more accurately within the life cycle cost framework; a more informed 

pavement selection decision. 

Products: User cost factors that more accurately show value derived from smoothness, skid, 

noise, traffic shutdown, rolling resistance, and other factors associated with 

pavements. 

Implementation: The new user cost methodologies will update the life cycle cost procedures 

developed under FHWA Demonstration Project 115 (Probabilistic Life Cycle 

Cost Analysis in Pavement Design) that are now incorporated in the MechanisticEmpirical Pavement Design Guide.

(1)
 359 Track 11 (BE) 

Problem Statement BE 2.4. Optimizing Concrete Pavement Life Cycle Decisions 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 2. Concrete Pavement Economics and Life Cycle Costs 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

A tool is needed for optimizing concrete pavement life cycle decisions. The tool should be all inclusive 

and integrate elements of related ongoing research. 

Tasks: 

1. Develop an all-in-one tool for optimizing concrete pavement life cycle decisions. 

2. Create a high-speed software program that integrates elements of the research from other tracks. 

Benefits: Better life cycle decision tools. 

Products: All-in-one tool for optimizing material selection, structural and functional design, 

construction, preservation, rehabilitation, and user impacts; a high-speed 

software program that integrates elements of the research from other tracks. 

Implementation: Related research from other tracks will be integrated into a software program that 

will provide necessary life cycle data. The life cycle decision tools generated 

from this research will be shared through technology transfer. 
Track 11 (BE) 360 

 

Problem Statement BE 2.5. Concrete Pavement Economic Analysis Series 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 2. Concrete Pavement Economics and Life Cycle Costs 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$750 k 

Though economic factors are crucial for concrete pavement design and construction, researchers often 

have only a loose sense of costs, usually initial or life cycle costs as well as one or two ingredients. 

Concrete pavement solutions normally have high initial costs that are returned with a lower life cycle 

cost. Additionally, engineers develop ideas and technologies to improve concrete pavement performance 

with little knowledge about the overall cost impacts. Two elements of the cost issue need to be 

considered. 

The first element is the microeconomic determinations that estimate the impact of various engineering 

details on overall pavement price and performance. The ACPA has done this kind of estimate, looking at 

the cost implications of individual items, such as longitudinal tie bars, drainable bases, and cement 

content, in relation to a standard design. The research in this problem statement will develop a more 

robust model that more accurately determines the impact of the engineering details, including new and 

innovative details, on materials, labor, and equipment costs. 

The second element is the macroeconomic determinations that estimate the cost-to-performance 

relationship for various concrete pavement solutions, comparing them to each other as well as to other 

pavement types. This element includes the economics of long life pavement solutions; short life solutions 

such as UTW; rehabilitation using recycled materials from the existing pavement; the impacts of traffic 

on costs, warranty and insurance issues; and foundation selection. 

Tasks: 

1. Develop a software program for conducting concrete pavement economic studies, including first-cost 

study, life cycle costs, and user costs. The software may be divided into two programs, one 

addressing microeconomics and the other addressing macroeconomics. Consider using probabilistic 

approaches, estimates, ranges, inflation rates, etc. 

2. Identify a series of concrete pavement economic study topics and conduct studies. 

3. Compile a list of current important cost topics and conduct a series of analyses using the new 

software and guidelines developed in task 1. Prepare full study reports on the topics. 

4. Ensure that the final products and case studies will help engineers clearly and professionally 

distinguish the cost differentials between alternatives. 

Benefits: Engineers and managers who better understand the initial costs associated with 

engineering details as they relate to long-term performance; engineers and 

managers who understand the overall economics that link construction costs with 

different pavement options and performance requirements. 

Products: Software and case studies that address microeconomic issues (engineering details 

such as tie bars, and cement content) and macroeconomic issues (pavement 

selection types). 

Implementation: The economic analysis software and case studies resulting from this research will 

be made available through technology transfer efforts. 
 361 Track 11 (BE) 

SUBTRACK BE 3. CONTRACTING AND INCENTIVES FOR CONCRETE PAVEMENT 

WORK 

This subtrack addresses innovative contracting approaches, including performance-based and incentivebased contracting. Table 55 provides an overview of this subtrack. 

Table 55. Subtrack BE 3 overview. 

Problem Statement Estimated Cost Products Benefits 

BE 3.1. Innovative 

Contracting Methods 

That Address 

Performance-Based 

Maintenance and 

Warranties 

$750 k–$1 M An innovative contracting manual with 

background information, contract 

methodologies, and specific language 

that will address design build, best 

value, cost + time (A+B) warranties, 

and performance-based maintenance 

contracting. 

Contracting methods that account 

for the slightly higher initial costs, 

lower life cycle costs, and different 

maintenance and rehabilitation 

options for concrete pavements 

compared to asphalt pavements; a 

manual that will help 

decisionmakers integrate the design, 

procurement, maintenance, and 

warranties into packages that resolve 

these issues and develop consensus 

with the industry to provide the 

services. 

BE 3.2. The Next 

Generation of IncentiveBased Concrete 

Pavement Construction 

Specifications 

$1.25 M–$1.75 

M 

A manual of innovative incentives for 

concrete pavements that will move 

beyond the current A+B, lane rental, 

and smoothness incentives and focus 

on such issues as total pavement 

structure, advanced surface 

characteristics, functional issues, 

traffic management, and cost + time + 

quality (A+B+Q). 

A new series of incentives that will 

significantly improve pavement 

attributes, such as noise or skid, and 

the overall concrete pavement 

product allowing contractors who 

pay attention to detail, 

workmanship, and sound planning 

to distinguish themselves from those 

producing borderline work; the first 

new incentive-based specifications 

to emerge since the early 1990s. 
Track 11 (BE) 362 

 

Problem Statement BE 3.1. Innovative Contracting Methods That Address Performance-Based 

Maintenance and Warranties 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 3. Contracting and Incentives for Concrete Pavement Work 

Approximate Phasing: N/A 

Estimated Cost: $750 k–$1 M 

This research will organize, evaluate, and further implement alternative contracting mechanisms to 

accommodate a greater variety of contracting methods for specific concrete pavement applications. Many 

States are exploring contracting options that might accelerate project completion time, reduce overall 

costs, improve quality, and reward contractors for exceptional performance. However, inherent risks are 

associated with any new contracting procedure. Fully understanding and evaluating different options and 

applying those that will most benefit the States is important. The ways in which various alternative 

contracting strategies can be used effectively in concrete pavement technology must be determined. Risk 

sharing or transfer as a result of these strategies must also be quantified between the State highway 

agencies and the concrete paving industry. Performance-based maintenance and warranties will be 

addressed. 

Tasks: 

1. Identify and organize the alternative concrete pavement contracting strategies used in the United 

States over the past 10 to 15 years. 

2. Identify and organize the alternative concrete pavement contracting strategies currently emerging or 

in practice in the international communities. Organize the alternative contracting procedures to help 

determine the potential benefits of the procedure in terms of time, quality, innovation, cost 

containment, services, risk sharing, etc. Identify the legal and administrative barriers that may impact 

implementation, as well as barriers that result from insufficiently understanding the risk involved. 

3. Examine warranties and postconstruction responsibilities placed on the contractor to determine the 

risk and risk transfer required. Include a rational approach for determining the impact of warranty 

costs compared to the costs of the State highway agency doing repairs compared to repairs done 

without a warranty. 

4. Develop guide language for the various contracting techniques. 

5. Conduct national and regional outreach efforts to present the information and collect feedback from 

State highway agencies and the construction industry. 

6. Conduct national experiments and evaluations. 

7. Prepare final reports. 

Benefits: Contracting methods that account for the slightly higher initial costs, lower life 

cycle costs, and different maintenance and rehabilitation options that concrete 

pavements have compared to asphalt pavements; a manual that will help 

decisionmakers integrate the design, procurement, maintenance, and warranties 

into packages that resolve these issues and develop consensus with the industry 

to provide the services. 

Products: An innovative contracting manual with background information, contract 

methodologies, and specific language that will address design build, best value, 

A+B, warranties, and performance-based maintenance contracting. 

Implementation: This research will result in experimental projects and an innovative contracting 

manual. 
 363 Track 11 (BE) 

Problem Statement BE 3.2. The Next Generation of Incentive-Based Concrete Pavement 

Construction Specifications 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 3. Contracting and Incentives for Concrete Pavement Work 

Approximate Phasing: N/A 

Estimated Cost: $1.25 M–$1.75 M 

Since the mid-1980s, incentives (e.g., A+B contracting and lane-by-lane rental) have been used in 

highway construction to optimize attributes such as construction time management and pavement strength 

and smoothness. The many benefits include a noticeable improvement in concrete pavement smoothness. 

However, the state of the art has not advanced beyond the current incentives. For example, many experts 

call for an incentive for overall concrete pavement quality, rather than for one or two attributes. Quality 

becomes an even larger issue in A+B contracting, where speed is sometimes thought to compromise 

quality. This research addresses construction incentives, proposing innovative new ideas, developing 

guide language, and organizing experimental projects. The new incentives will allow contractors who pay 

attention to detail, workmanship, and sound planning to distinguish themselves from those producing 

borderline work. 

Tasks: 

1. Synthesize the background and state of the art of concrete pavement incentives. 

2. Identify areas where incentives may prove valuable in improving quality, construction speed, product 

selection, etc. The areas should address functional considerations, such as smoothness, skid, drainage, 

and noise, as well as structural adequacy. Incentive or disincentive amounts should take into account 

probabilistic methodologies using performance-based design models. 

3. Identify a methodology that identifies a quality factor for an entire concrete pavement section. 

Incentive or disincentive amounts should take into account probabilistic methodologies using 

performance-based design models. 

4. Develop guide specification language for individual attributes and overall quality. 

5. Conduct experimental projects and prepare a summary report. 

Benefits: A new series of incentives that will significantly improve pavement attributes, 

such as noise or skid, and the overall concrete pavement product allowing 

contractors who pay attention to detail, workmanship, and sound planning to 

distinguish themselves from those producing borderline work; the first new 

incentive-based specifications to emerge since the early 1990s. 

Products: A manual of innovative incentives for concrete pavements that will move beyond 

the current A+B, lane rental, and smoothness incentives and focus on such issues 

as total pavement structure, advanced surface characteristics, functional issues, 

traffic management, and A+B+Q. 

Implementation: This project will result in standard specifications for a new generation of 

incentives. 
Track 11 (BE) 364 

 

SUBTRACK BE 4. TECHNOLOGY TRANSFER AND PUBLICATIONS FOR CONCRETE 

PAVEMENT BEST PRACTICES 

This subtrack addresses technology transfer efforts beyond those identified in the other tracks in the CP 

Road Map. The educational and training work identified here—best practices manual, workforce 

education programs, engineering compendium, and white paper series—will be conducted in coordination 

with other problem statements as appropriate. Table 56 provides an overview of this subtrack. 

Table 56. Subtrack BE 4 overview. 

Problem Statement Estimated Cost Products Benefits 

BE 4.1. Concrete 

Pavement Best Practices 

Manual 

$750 k–$1.25 M A national compilation of concrete 

pavement best practices for design, 

construction, materials, and 

maintenance. 

Continuously defined best practice, 

allowing the concrete paving 

industry to keep pace with 

innovation that has moved into 

practice and offering incentives for 

doing work in a certain way; a 

community unified around 

consensus. 

BE 4.2. Accelerated 

Technology Transfer and 

Rapid Education 

Programs for the Future 

Concrete Paving 

Workforce 

$750 k–$1 M An innovative technology transfer 

program with new methods and 

procedures for advancing concrete 

pavement industry technology quickly 

and efficiently; an innovative way for 

identifying and educating the 

workforce that addresses new 

technology, new workers on current 

technology, and reinforcement 

training. 

A new approach to technology 

transfer that will help the industry 

reduce its current 15-year timeframe 

dramatically in evaluating and 

accepting new products, helping 

entrepreneurs develop and share 

new ideas and technologies. 

BE 4.3. Concrete 

Pavement Engineering 

Compendium 

$500 k–$1 M A concrete pavement engineering 

compendium and library of key 

historical engineering source 

documents. 

A book that will provide a solid 

history of concrete pavement 

research and decisionmaking, 

clearly showing the fundamental 

decisions made; a resource 

document for the next generation of 

concrete pavement engineers and 

researchers, who will build on this 

knowledge as they advance toward 

full-scale mechanistic approaches. 

BE 4.4. Concrete 

Pavement White Paper 

Series 

$150 k–$200 k A concrete pavement white paper 

series that provides a framework for 

entrepreneurs and innovators within 

government, industry, and academia to 

organize their thoughts and create 

discussion about new concepts, 

products, and methodologies within 

the industry. 

A white paper program that will call 

attention to ideas, help educate the 

concrete paving industry about 

important policy and technical 

issues, and implement critical 

strategies more quickly. 
 365 Track 11 (BE) 

Problem Statement BE 4.1. Concrete Pavement Best Practices Manual 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 4. Technology Transfer and Publications for Concrete Pavement Best 

Practices 

Approximate Phasing: N/A 

Estimated Cost: $750 k–$1.25 M 

Many variables complicate the chemistry of concrete pavement mixtures, including multiple aggregate 

and cement sources, different pavement characteristics required for different situations, and numerous and 

sometimes incompatible mineral and chemical admixtures. Construction variables such as weather, mix 

delivery times, finishing practices, and pavement opening schedules further complicate mixtures. 

However, mixture materials, mix design, and pavement construction are not isolated steps in the road 

building process. All affect and are affected by the others in ways that determine overall concrete 

pavement durability and long-term performance. Optimizing pavement performance, therefore, requires 

an integrated systems approach to designing and building pavements. 

Significant research advancements have been made in concrete mixture materials and design, and in 

construction technologies and practice. However, actual field practice has not kept pace. A resource is 

needed to help engineers, QC personnel, contractors, suppliers, technicians, and trades people appreciate 

new technologies, tests, and practices that can identify materials or concrete properties and construction 

practices that lead to premature pavement distress; learn to implement these technologies, tests, and 

practices in the field; and access how-to and troubleshooting information quickly. 

Tasks: 

1. Describe concrete pavement construction as an integrated system in which materials selection, mix 

design, and construction practices all affect each other in many ways. 

2. Describe critical mix properties that predict overall quality of the final product. 

3. Compile information about technologies, tests, and new practices that will optimize materials 

selection, mix design, and construction practices when more widely used. Describe how and why to 

implement these technologies. 

4. Provide a detailed, easy-to-use decision tree or matrix for using recommended technologies, tests, and 

new practices as well as a thorough and convenient troubleshooting guide. 

5. Develop a new and innovative approach to supplement written text with video. 

Benefits: Continuously defined best practice, allowing the concrete paving industry to keep 

pace with innovation that has moved into practice and offering incentives for 

doing work in a certain way; a community unified around consensus. 

Products: A national compilation of concrete pavement best practices for design, 

construction, materials, and maintenance. 

Implementation: The concrete pavement best practices resulting from this research will be 

implemented through technology transfer. 
Track 11 (BE) 366 

 

Problem Statement BE 4.2. Accelerated Technology Transfer and Rapid Education Programs for 

the Future Concrete Paving Workforce 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 4. Technology Transfer and Publications for Concrete Pavement Best 

Practices 

Approximate Phasing: N/A 

Estimated Cost: $750 k–$1 M 

Concrete pavement technology transfer in the United States can take up to 15 years from introduction to 

adoption. The concrete pavement industry can cite many case studies to support this timeframe and could 

make a case for one even longer. This length of time discourages investment in the industry and frustrates 

those trying to invest. The many barriers include State border issues, lack of State highway agency 

experience and resources, method specifications, and highly variable local practices and customs, to name 

a few. This research will develop accelerated technology transfer and rapid education programs with a 

high certainty of success. 

Tasks: 

1. Examine the current technology transfer system and identify how items enter a national, regional, and 

State agenda for technology transfer. 

2. Examine how technologies are sorted in terms of evaluation, experimentation, implementation, or 

general training. 

3. Identify ways that FHWA, industry, and State highway agencies can agree on topics of mutual 

interest that are worthy of acceleration. 

4. Identify innovative ways to transfer technology, going beyond ideas such as teleconferencing, Webbased initiatives, and listservs. Concepts to investigate should include the management 

decisionmaking process, technology white papers, and mutual training course development. Joint 

training among all parties, including the concrete industry workforce, also should be examined. In this 

effort, the researcher should develop different structures for executives, engineers, technicians, and 

laborers. 

5. Develop and implement an integrated technology transfer system that identifies, develops, and 

implements new methodologies that FHWA, industry, and State highway agencies can use to 

accelerate technology transfer. 

Benefits: A new approach to technology transfer that will help the industry reduce its 

current 15-year timeframe dramatically in evaluating and accepting new 

products, helping entrepreneurs develop and share new ideas and technologies. 

Products: An innovative technology transfer program with new methods and procedures for 

advancing concrete pavement industry technology quickly and efficiently; an 

innovative way for identifying and educating the workforce that addresses new 

technology, new workers on current technology, and reinforcement training. 

Implementation: The technology transfer program resulting from this work will include the 

necessary mechanisms for its own implementation. 
 367 Track 11 (BE) 

Problem Statement BE 4.3. Concrete Pavement Engineering Compendium 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 4. Technology Transfer and Publications for Concrete Pavement Best 

Practices 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

Much of the principle research for current concrete pavement design was done more than 80 years ago. 

Pioneer work from that time is still the basis of the knowledge used by today’s engineers. However, while 

many of the original researchers have passed away and many more are retiring from active work, the 

community has neither organized their work, gathered the original manuscripts, nor prepared an allinclusive concrete pavement engineering manual. A small group of civil engineers recently outlined a 

potential manual that would contain at least 56 technical chapters. That same group identified nearly 900 

base documents that capture elements of concrete pavement engineering principles. Clearly, the next 

generation stands to lose an enormous amount of history. Because no single library in world contains 

original works, these documents are often difficult to find. With the advent of mechanistic designs, many 

mechanistic design principles require a working knowledge of these base principles. This work will 

compile a comprehensive concrete pavement engineering compendium. 

Tasks: 

1. Outline an all-inclusive concrete pavement engineering manual. 

2. Develop strategies for collecting the original works and documenting them electronically. 

3. Organize a working group of recognized experts that are willing to prepare summary documents that 

would be included in the manual. 

4. Prepare the concrete pavement engineering compendium. 

5. Identify and select a location for the document that will update it every 10 years as knowledge 

continues to develop. 

Benefits: A book that will provide a solid history of concrete pavement research and 

decisionmaking, clearly showing the fundamental decisions made; a resource 

document for the next generation of concrete pavement engineers and 

researchers, who will build off this knowledge as they advance towards full-scale 

mechanistic approaches. 

Products: A concrete pavement engineering compendium and library of key historical 

engineering source documents. 

Implementation: The results of this research will be made available through distribution and 

marketing of the concrete pavement engineering compendium. 
Track 11 (BE) 368 

 

Problem Statement BE 4.4. Concrete Pavement White Paper Series 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 4. Technology Transfer and Publications for Concrete Pavement Best 

Practices 

Approximate Phasing: N/A 

Estimated Cost: $150 k–$200 k 

A white paper is a brief government report that typically argues a specific position or solution to a 

problem. They have become a common tool for introducing technological innovations and products. For 

the concrete pavement industry, a white paper program can serve several functions. First, white papers 

can educate a reader using unbiased, authoritative, neutral, and factual information on any topic from 

policy to highly technical subjects. White papers also describe a position that a company or organization 

can take as a leader in concrete pavement technology. Finally, white papers can help key decisionmakers 

and influence peddlers use data and facts to justify implementing solutions. 

The intent of the research is to allow entrepreneurs to organize new ideas, provide a vehicle for calling 

attention to these ideas, develop a consensus opinion, and eventually lead to informed decisions about 

research, implementation, policy, or training. 

Tasks: 

1. Develop the structure for a concrete pavement white paper program, defining information type, 

length, tone, visual appearance, and purpose. Identify ways that white papers can be accepted for 

review, commented on, and recorded. 

2. Identify the lead organization that will manage the white paper program. 

3. Develop an outreach and communication program. 

4. Develop a series of white papers to provide momentum to the effort. 

5. Complete a final report that organizes the effort. 

Benefits: A white paper program that will call attention to ideas, help educate the concrete 

paving industry about important policy and technical issues, and more quickly 

implement critical strategies. 

Products: A concrete pavement white paper series that provides a framework for 

entrepreneurs and innovators within government, industry, and academia to 

organize their thoughts and create discussion about new concepts, products, and 

methodologies within the industry. 

Implementation: The results of this research will be made available through distribution and 

marketing of the concrete pavement white series. 
 369 Track 11 (BE) 

SUBTRACK BE 5. CONCRETE PAVEMENT DECISIONS WITH ENVIRONMENTAL IMPACT 

This subtrack collects research on specific concrete pavement issues that impact the environment. Other 

environmental topics are integrated across the CP Road Map. See cross-reference table A in appendix A 

for an index of problem statements that relate to environmental advancements. Table 57 provides an 

overview of this subtrack. 

 

Table 57. Subtrack BE 5 overview. 

Problem Statement Estimated Cost Products Benefits 

BE 5.1. The Impact of 

Concrete Pavement 

Reflectance, Absorption, 

and Emittance on the 

Urban Heat Island Effect 

$250 k–$500 k A report detailing the impact of the 

reflectance of various concrete 

pavement types on the heat island 

effect. 

An examination of existing efforts 

to understand and reduce the heat 

island effect to determine their 

applicability to concrete pavements 

and help determine the impact of 

concrete pavements on the heat 

island effect, as well as the costs 

associated with reducing the effect. 

BE 5.2. Strategic and 

Technical Issues Related 

to the Design and 

Construction of TruckOnly Concrete 

Pavements 

$250 k–$500 k A thorough examination of the 

strategic policy and technical issues 

involved in designing concrete 

pavements for truck-only roadways or 

lanes. 

Research that will help the highway 

community address the issue of 

truck-only lanes, specifically 

examining how concrete pavements 

might handle the loads associated 

with truck-only lanes. 

BE 5.3. Concrete 

Pavement Restoration 

Guidelines Specifically 

for City Streets and 

Arterials 

$250 k–$500 k CPR guidelines for city engineers and 

inspectors. 

Simplified guidelines that cities and 

counties can use to determine when 

and how to use CPR techniques; 

guide specifications that will let 

cities and counties more rationally 

decide how to use CPR techniques 

on their streets. 
Track 11 (BE) 370 

 

Problem Statement BE 5.1. The Impact of Concrete Pavement Reflectance, Absorption, and 

Emittance on the Urban Heat Island Effect 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 5. Concrete Pavement Decisions with Environmental Impact 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

As urban centers continue to expand and/or rehabilitate their network of streets, roads, highways, parking 

lots, runways, taxiways, and their industrial and modal centers, local temperature increases resulting from 

solar absorption and associated heat emission are becoming a major concern. The problem stems from the 

extensive network of dark colored horizontal structures such as roofs and pavements in the built 

environment. The loss of vegetation and trees in and around cities due to urban and suburban growth 

patterns and practices exacerbate the temperature increases. The temperature increases due to the color 

and reflectance characteristics of horizontal structures create what is known as the urban heat island 

effect. To mitigate this effect, the U.S. Environmental Protection Agency and other groups are developing 

a variety of techniques and processes that can reduce temperature and the overall impact of heat 

absorption and emittance. However, the research done to date has only focused on roof structures. The 

research suggested here will expand the scope to include concrete pavements. 

Tasks: 

1. Conduct a literature survey of the different reflectance values and methodologies that can help reduce 

the heat island effect, focusing on the U.S. Green Building Council’s Leadership in Energy and 

Environmental Design Program and the Environmental Council of Concrete Organizations efforts 

such as the Warm Community Program. 

2. Determine constituent materials that can deliver reflectant surfaces and demonstrate the reflectance 

characteristics. Examine cement types, aggregate and sand types, and various color admixtures. 

3. Determine the change in reflectance over time in various exposures to the environment. 

4. Develop comparative cost analysis techniques that examine both initial and life cycle costs. 

5. Prepare final report. 

Benefits: An examination of existing efforts to understand and reduce the heat island effect 

to determine their applicability to concrete pavements and help determine the 

impact of concrete pavements on the heat island effect, as well as the costs 

associated with reducing the effect. 

Products: A report detailing the impact of the reflectance of various concrete pavement 

types on the heat island effect. 

Implementation: The results of this research will be implemented through technology transfer 

activities. 
 371 Track 11 (BE) 

Problem Statement BE 5.2. Strategic and Technical Issues Related to the Design and Construction 

of Truck-Only Concrete Pavements 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 5. Concrete Pavement Decisions with Environmental Impact 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

The United States has seen dramatic increases in truck traffic over the past several decades, with truck 

traffic on some roadways approaching 50 percent. Private vehicle drivers often resent this level of truck 

traffic. Under the Public-Private Transportation Act, the Virginia DOT (VDOT) is examining proposals 

that would use exclusive truck lanes along the I–81 corridor. This research will consider the unique 

options involved in designing concrete pavement for truck-only lanes. 

Tasks: 

1. Examine the geometrics associated with truck-only lanes, including shoulders, lane widths, 

curvatures, speed limits, and breaking distances. 

2. Examine size and weight issues for various concrete pavement designs, examining JCP and CRCP 

options. 

3. Develop several pavement life cycle options, including a maintenance tree and user costs for various 

rehabilitation options. 

Benefits: Research that will help the highway community address the issue of truck-only 

lanes, specifically examining how concrete pavements might handle the loads 

associated with truck-only lanes. 

Products: A thorough examination of the strategic policy and technical issues involved in 

designing concrete pavements for truck-only roadways or lanes. 

Implementation: The results of this research will be implemented through technology sharing and 

application. 
Track 11 (BE) 372 

 

Problem Statement BE 5.3. Concrete Pavement Restoration Guidelines Specifically for City Streets 

and Arterials 

Track: 11. Concrete Pavement Business Systems and Economics (BE) 

Subtrack: BE 5. Concrete Pavement Decisions with Environmental Impact 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

While many State highway agencies have specifications for CPR, cities could benefit from specifications 

that directly address the unique problems associated with city streets and arterials. These problems 

include design methodologies, construction specification language, materials specifications, and 

installation guidelines. 

Tasks: 

1. Develop a simplified pavement evaluation technique that includes criteria for specific techniques. 

2. Develop a simplified CPR design procedure that addresses problems unique to city streets. Examine 

lateral injection thoroughly in the study. 

3. Develop guide specification language that includes warranties and an area management approach. 

4. Update existing installation guidelines to assure that they relate to city and county officials. 

5. Develop final construction evaluation techniques that cities can use to determine compliance. 

Benefits: Simplified guidelines that cities and counties can use to determine when and how 

to use CPR techniques; guide specifications that will let cities and counties more 

rationally decide how to use CPR techniques on their streets. 

Products: CPR guidelines for city engineers and inspectors. 

Implementation: The results of this research will be implemented through technology transfer 

activities. 
 373 Track 12 (AM) 

Track 12. Advanced Concrete Pavement Materials (AM) 

TRACK 12 (AM) OVERVIEW....................................................................................................... 375

Track Goal.................................................................................................................................. 375

Track Objectives ........................................................................................................................ 375

Research Gaps............................................................................................................................ 376

Research Challenges .................................................................................................................. 376

Research Track 12 (AM) Phasing ............................................................................................ 377

Research Track 12 (AM) Estimated Costs .............................................................................. 378

Track Organization: Subtracks and Problem Statements..................................................... 379

SUBTRACK AM 1. PERFORMANCE-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 380

Problem Statement AM 1.1. Flexible Cementitious Overlay Materials................................ 381

Problem Statement AM 1.2. High-Performance, Fiber-Reinforced Concrete Pavements.. 382

Problem Statement AM 1.3. Pervious Concrete Pavement Program ................................... 383

Problem Statement AM 1.4. Carbon Dioxide-Treated Materials.......................................... 384

Problem Statement AM 1.5. Reactive Powder Concretes as Ductile Materials ................... 385

Problem Statement AM 1.6. Chemically Bonded Ceramic.................................................... 386

Problem Statement AM 1.7. Localized High-Quality Concrete at the Joints....................... 387

Problem Statement AM 1.8. Alternative Reinforcement Material for Continuously 

Reinforced Concrete Pavements ........................................................................................... 388

SUBTRACK AM 2. CONSTRUCTION-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 389

Problem Statement AM 2.1. Application of Self-Consolidating Concrete for 

Concrete Paving...................................................................................................................... 390

Problem Statement AM 2.2. Applying Very High-Strength Concrete to Pavement 

Operations ............................................................................................................................... 391

Problem Statement AM 2.3. Dry-Laid Concrete .................................................................... 392

Problem Statement AM 2.4. Energetically Modified Cement................................................ 393

Problem Statement AM 2.5. Advanced Curing Materials ..................................................... 394

Problem Statement AM 2.6. Cold Weather Concreting Advancements............................... 395

Problem Statement AM 2.7. Advancements in Internal Curing of Concrete....................... 396

Problem Statement AM 2.8. Self-Curing Concrete ................................................................ 397

SUBTRACK AM 3. ENVIRONMENT-ENHANCING CONCRETE PAVEMENT 

MATERIALS.................................................................................................................................... 398

Problem Statement AM 3.1. Cement Containing Titanium Dioxide..................................... 399

Problem Statement AM 3.2. Sulfur Concrete.......................................................................... 400

Problem Statement AM 3.3. Increased Percentages of Reclaimed Asphalt Pavement as 

an Aggregate for Concrete Paving Mixtures........................................................................ 401

Problem Statement AM 3.4. Mix Design Considerations with Recycled Concrete 

Aggregate................................................................................................................................. 402

Problem Statement AM 3.5. Acceptance Criteria for Using Recycled Aggregate ............... 403

Problem Statement AM 3.6. Waste Materials in Concrete Mixes......................................... 404

Problem Statement AM 3.7. Ecocement for Concrete Mixes................................................. 405

Problem Statement AM 3.8. Polymer Concrete Made from Recycled Plastic Bottles......... 406
Cross-Reference Tables 374 

 

LIST OF FIGURES 

Figure 12. Track 12 (AM) unphased subtrack and problem statement chart............................................ 377

LIST OF TABLES 

Table 58. Research track 12 (AM) estimated costs.................................................................................. 378

Table 59. Subtrack AM 1 overview......................................................................................................... 380

Table 60. Subtrack AM 2 overview......................................................................................................... 389

Table 61. Subtrack AM 3 overview......................................................................................................... 398
 375 Track 12 (AM) 

TRACK 12 (AM) OVERVIEW 

If the concrete pavement industry continues to use the same types of materials, the same problems and 

limitations will persist in concrete pavement applications. Fortunately, innovative concrete paving 

materials continually are being developed to enhance performance, improve construction, and reduce 

waste. The problem statements in this track will develop new materials and refine or introduce existing 

advanced materials. Many existing materials that the problem statements study have been used thus far 

only on a small scale, such as in laboratory tests. Most existing materials have not been used in the United 

States, but have been used successfully in other countries. This track will bring new concrete paving 

materials into common practice by experimenting with them on a larger scale and developing standards 

and recommendations for their use. Moreover, this research will foster innovation in the development of 

new and innovative concrete pavement materials. 

The problem statements in this track are grouped into three subtracks: performance-enhancing, 

construction-enhancing, and environment-enhancing concrete pavement materials. Performanceenhancing materials will improve pavement durability and long-term performance, perhaps extending 

pavement life further than conventional materials. Construction-enhancing materials will improve the 

construction process by reducing material requirements, labor requirements, or construction time. Finally, 

environment-enhancing materials show promise not only by reducing waste through pavement 

reclamation, but also for reducing raw consumer and industrial waste. Clearly, many of these materials fit 

into more than one category. A material that improves the construction process, for example, also may 

improve pavement durability and performance. Likewise, a material that uses consumer waste also may 

improve pavement performance. 

The emphasis on environment-enhancing materials is significant. Not only are contractors and agencies 

paying heavily to dispose of reclaimed asphalt and concrete pavement, but also other industries are 

looking for environmentally responsible ways to dispose of industrial and consumer waste to reduce the 

burden on landfills. Environmental concerns are expected to become more important in the next few 

decades as landfills quickly fill. 

The following introductory material summarizes the goal and objectives for this track and the gaps and 

challenges for its research program. A chart is included to show an overview of the subtracks and problem 

statements in the track. A table of estimated costs provides the projected cost range for each problem 

statement, depending on the research priorities and scope determined in implementation. The problem 

statements, grouped into subtracks, follow. 

Track Goal 

New materials will be evaluated and existing materials will be refined to improve concrete pavement 

performance, enhance construction, and lessen environmental impact. 

Track Objectives 

1. Improve pavement durability and long-term performance to extend pavement life further than 

conventional materials. 

2. Improve the construction process by reducing material requirements, labor requirements, or 

construction time. 

3. Reduce waste through pavement reclamation. 
Cross-Reference Tables 376 

 

Research Gaps 

• Lack of understanding of how advanced materials impact concrete pavement performance, 

construction, and the environment. 

• Limited full-scale testing of new and innovative materials. 

Research Challenges 

• Experiment with advanced concrete pavement materials on a larger scale than previously done. 

• Developing standards and recommendations for the use of advanced concrete pavement materials. 

• Foster innovation in the development of new and innovative concrete pavement materials. 
 377 Track 12 (AM) 

Research Track 12 (AM) Phasing 

The horizontal bar chart in figure 12 shows the problem statements in this track grouped by subtrack. 

Because this track is unphased, no time phasing is shown. 

Figure 12. Track 12 (AM) unphased subtrack and problem statement chart. 
Cross-Reference Tables 378 

 

Research Track 12 (AM) Estimated Costs 

Table 58 shows the estimated costs for this research track. 

Table 58. Research track 12 (AM) estimated costs. 

Problem Statement Estimated Cost 

Subtrack AM 1. Performance-Enhancing Concrete Pavement Materials 

AM 1.1. Flexible Cementitious Overlay Materials $500 k–$1 M 

AM 1.2. High-Performance, Fiber-Reinforced Concrete Pavements $1 M–$2 M 

AM 1.3. Pervious Concrete Pavement Program $500 k–$1 M 

AM 1.4. Carbon Dioxide-Treated Materials $100 k–$250 k 

AM 1.5. Reactive Powder Concretes as Ductile Materials $500 k–$1 M 

AM 1.6. Chemically Bonded Ceramic $100 k–$250 k 

AM 1.7. Localized High-Quality Concrete at the Joints $1 M–$2 M 

AM 1.8. Alternative Reinforcement Material for Continuously Reinforced Concrete Pavements $500 k–$1 M 

Subtrack AM 2. Construction-Enhancing Concrete Pavement Materials 

AM 2.1. Application of Self-Consolidating Concrete for Concrete Paving $500 k–$1 M 

AM 2.2. Applying Very High-Strength Concrete to Pavement Operations $1 M–$2 M 

AM 2.3. Dry-Laid Concrete $500 k–$1 M 

AM 2.4. Energetically Modified Cement $100 k–$250 k 

AM 2.5. Advanced Curing Materials $250 k–$500 k 

AM 2.6. Cold Weather Concreting Advancements $500 k–$1 M 

AM 2.7. Advancements in Internal Curing of Concrete $250 k–$500 k 

AM 2.8. Self-Curing Concrete $250 k–$500 k 

Subtrack AM 3. Environment-Enhancing Concrete Pavement Materials 

AM 3.1. Cement Containing Titanium Dioxide $100 k–$250 k 

AM 3.2. Sulfur Concrete $100 k–$250 k 

AM 3.3. Increased Percentages of Reclaimed Asphalt Pavement as an Aggregate for Concrete 

Paving Mixtures 

$1 M–$2 M 

AM 3.4. Mix Design Considerations with Recycled Concrete Aggregate $1 M–$2 M 

AM 3.5. Acceptance Criteria for Using Recycled Aggregate $500 k–$1 M 

AM 3.6. Waste Materials in Concrete Mixes $1M-2 M 

AM 3.7. Ecocement for Concrete Mixes $100k-250 k 

AM 3.8. Polymer Concrete Made from Recycled Plastic Bottles $100k-250 k 

Track 12 (AM)

Total $11.45 M–$23.25 M 
 379 Track 12 (AM) 

Track Organization: Subtracks and Problem Statements 

Track 12 (AM) problem statements are grouped into three subtracks: 

• Subtrack AM 1. Performance-Enhancing Concrete Pavement Materials. 

• Subtrack AM 2. Construction-Enhancing Concrete Pavement Materials. 

• Subtrack AM 3. Environment-Enhancing Concrete Pavement Materials. 

Each subtrack is introduced by a brief summary of the subtrack’s focus and a table listing the titles, 

estimated costs, products, and benefits of each problem statement in the subtrack. The problem statements 

follow. 
Cross-Reference Tables 380 

 

SUBTRACK AM 1. PERFORMANCE-ENHANCING CONCRETE PAVEMENT MATERIALS 

The innovative materials developed in this subtrack may meet requirements that conventional concretes 

do not meet as efficiently. The materials developed are specialty concrete varieties for specific, unique 

applications. Table 59 provides an overview of this subtrack. 

Table 59. Subtrack AM 1 overview. 

Problem Statement Estimated 

Cost Products Benefits 

AM 1.1. Flexible 

Cementitious Overlay 

Materials 

$500 k–$1 M Specifications, design criteria, and 

construction procedures for 

flexible cementitious overlays. 

New, more durable overlay material that is less 

susceptible to rutting and shoving than asphalt 

and can be placed in thin, flexible layers. 

AM 1.2. HighPerformance, FiberReinforced Concrete 

Pavements 

$1 M–$2 M Design recommendations, 

construction procedures, and 

specifications for fiber-reinforced 

concrete pavement. 

Fiber reinforcement that will result in highperformance concrete pavement that is less 

susceptible to microcracking from concrete 

shrinkage than other pavements, resulting in a 

more durable, long-lasting pavement. 

AM 1.3. Pervious 

Concrete Pavement 

Program 

$500 k–$1 M Design recommendations, 

construction procedures, and 

specifications for pervious concrete 

pavement for highways. 

Pervious concrete pavements that will drain 

water from the pavement surface without the 

need for a cross slope, improving the safety of 

the pavement surface; promotion of the 

breakdown of chemical pollutants due to the 

large surface area within the pavement surface. 

AM 1.4. Carbon 

Dioxide-Treated 

Materials 

$100 k–$250 k Recommendations for using carbon 

dioxide-treated materials for 

concrete pavements. 

Carbon dioxide-treated materials that will 

increase strength and the rate of strength 

development, while significantly decreasing 

permeability, resulting in more durable 

pavements that can be opened to traffic faster. 

AM 1.5. Reactive 

Powder Concretes as 

Ductile Materials 

$500 k–$1 M Design and material 

recommendations and construction 

procedures for using reactive 

powder concrete (RPC) for 

ultrahigh-performance concrete 

pavements. 

Ultrahigh-performance concretes using RPC that 

are very high-strength concretes with ductility 

and very low permeability; the possibility of 

thinner pavement sections and reduced or 

eliminated reinforcement, resulting in a more 

durable pavement that is cheaper to construct. 

AM 1.6. Chemically 

Bonded Ceramic 

$100 k–$250 k Recommendations for using 

Ceramicrete in concrete paving 

applications. 

Better corrosion resistance and strength 

characteristics for concrete pavements, resulting 

from Ceramicrete’s very low permeability and 

higher compressive strength than normalstrength concrete. 

AM 1.7. Localized 

High-Quality Concrete 

at the Joints 

$1 M–$2 M Recommendations for using highquality materials at the joints in 

concrete pavements. 

High-quality material at the joint regions in 

concrete pavements that may not be affordable 

for use in the rest of the slab, ensuring better 

joint toughness and durability and enhancing 

pavement life. 

AM 1.8. Alternative 

Reinforcement Material 

for Continuously 

Reinforced Concrete 

Pavements 

$500 k–$1 M Recommendations for alternative 

reinforcing materials for CRCP. 

Alternative reinforcing materials that provide 

better corrosion resistance, bond strength, and 

modulus of elasticity; lighter materials that 

reduce labor costs during placement and 

dependence on a volatile steel market. 
 381 Track 12 (AM) 

Problem Statement AM 1.1. Flexible Cementitious Overlay Materials 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

The majority of HMA pavements ultimately will fail due to rutting. Increased axle loads, higher tire 

pressures, and increasing traffic volume contribute to this problem; today, more than 90 percent of roads 

are being overloaded. Developing a cementitious overlay material that can be used as a strengthening and 

wearing course on flexible pavements, even when applied in thin layers, would be extremely useful. 

Ductility of the material is obtained through controlled microcracking and fiber reinforcement. A major 

project is currently underway in the European Union to look at porous polymer concretes. Several 

different compositions such as this could be used, resulting in the selection of a few types to be used for 

full-scale testing as overlays on appropriate highways. A similar project could be conducted in the United 

States that builds on the information and results from the European Union project. Design criteria and 

draft specifications for the use of the new material will be a part of the project results. 

Tasks: 

1. Identify required properties for thin overlays. 

2. Identify existing materials used for thin cementitious overlays. 

3. Modify existing materials or develop new materials for thin overlays, if necessary. 

4. Develop field trials or accelerated load testing of overlay materials. 

5. Develop design criteria, specifications, and construction procedures for use of cementitious overlay 

materials. 

Benefits: New, more durable overlay material that is less susceptible to rutting and shoving 

than asphalt and can be placed in thin, flexible layers. 

Products: Specifications, design criteria, and construction procedures for flexible 

cementitious overlays. 

Implementation: This project will result in draft specifications, design criteria, and construction 

procedures for flexible cementitious overlays. 
Cross-Reference Tables 382 

 

Problem Statement AM 1.2. High-Performance, Fiber-Reinforced Concrete Pavements 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

In recent years, advancements have been made regarding the use of fiber reinforcement for improving 

concrete pavement performance. The first goal of this project will be to synthesize the information 

available about this topic. Researchers then could determine the potential of advanced fiber concepts 

aimed at extending the long life pavement category. Attention should be given to both the benefits and 

drawbacks of using fiber reinforcement. The end product would include both procedural and analytical 

guidance for the optimum use of fibers. It is anticipated that this research will explore the field of fracture 

mechanics and will improve understanding of the impacts that fibers can play on load transfer (as 

compared to dowels and tie bars). 

Tasks: 

1. Identify different fiber types and previous use of fibers in concrete pavement. 

2. Identify desirable properties for paving concrete with fibers to achieve long life, high-performance 

pavements. 

3. Identify, through lab testing or field tests, optimum fiber types and proportions for different paving 

applications (including varying climates). 

4. Develop design recommendations, specifications, and construction procedures for incorporating 

fibers into paving concrete mixes. 

5. Evaluate design recommendations and construction procedures in pilot projects. 

Benefits: Fiber reinforcement that will result in high-performance concrete pavement that 

is less susceptible to microcracking from concrete shrinkage than other 

pavements, resulting in a more durable, long-lasting pavement. 

Products: Design recommendations, construction procedures, and specifications for fiberreinforced concrete pavement. 

Implementation: This project will result in design recommendations, construction procedures, and 

specifications for fiber-reinforced, high-performance concrete pavement. 
 383 Track 12 (AM) 

Problem Statement AM 1.3. Pervious Concrete Pavement Program 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

Pervious or porous concrete pavement has several notable advantages over conventional concrete 

pavement, primarily noise reduction and better drainage. Certain types of pervious pavement can pass 

11.4 to 18.9 liters (3 to 5 gallons) of water per minute, which is much greater than most conceivable rain 

events and very effective in reducing hydroplaning risk. Porous concrete also offers improved filtration 

and an enormous amount of surface area to catch oils and chemical pollutants, which can reduce skid and 

environmental damage. Some experts believe that the bacteria living in these spaces breakdown 

pollutants, preventing much of the runoff pollution that normally occurs with traditional pavements. Most 

of the pervious pavements constructed thus far, however, have been for parking lots, not highways. This 

research would investigate the use of pervious concrete in highway pavements, examining the advantages 

and disadvantages, including the feasibility of large-scale pavement construction. The study should 

examine long-term maintenance and durability issues, such as permeability, abrasion resistance, and 

wetting/drying, as well as the effect of the bacteria. Stages of this research would include the development 

of mix design techniques as well as the field trial phase. 

Tasks: 

1. Identify previous applications of pervious concrete use for pavements (including bases and subbases). 

2. Identify required properties for application of pervious concrete to highway pavements. 

3. Identify construction requirements for pervious concrete pavements, including pavement structure 

(e.g., subgrade, base). 

4. Develop design recommendations, specifications, and construction procedures for pervious concrete 

for highway pavements. 

5. Develop pilot projects for testing pervious concrete pavement for highway applications. 

Benefits: Pervious concrete pavements that will drain water from the pavement surface 

without the need for a cross slope, improving the safety of the pavement surface; 

promotion of the breakdown of chemical pollutants due to the large surface area 

within the pavement surface. 

Products: Design recommendations, construction procedures, and specifications for 

pervious concrete pavement for highway pavements. 

Implementation: This project will result in design recommendations, construction procedures, and 

specifications for using pervious concrete for highway pavements. 
Cross-Reference Tables 384 

 

Problem Statement AM 1.4. Carbon Dioxide-Treated Materials 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

The treatment of cementitious materials with gaseous carbon dioxide to achieve rapid strength 

development has been studied for many years. Recently, advances have been made in the treatment of 

cementitious materials that will facilitate the use of supercritical carbon dioxide in achieving a tenfold 

reduction in permeability, while strength increases by several fold. While the precast concrete industry 

already uses this technology, further research is needed to apply the technology to pavements. In 

particular, research is needed to better understand the mechanisms of rapid strength development in 

concrete with supplementary cementitious materials. With further research, this process likely could lead 

to the development of new materials from novel waste streams and accelerate the development of new 

and improved concrete mixtures. 

Tasks: 

1. Identify previous applications of carbon dioxide treatment to concrete materials. 

2. Identify beneficial properties for pavements using carbon dioxide-treated materials. 

3. Identify procedures for incorporating carbon dioxide into materials for concrete pavements. 

4. Conduct laboratory testing and/or pilot projects to evaluate carbon dioxide-treated materials for 

concrete pavements. 

5. Develop recommendations for using carbon dioxide-treated materials for concrete pavements. 

Benefits: Carbon dioxide-treated materials that will increase strength and the rate of 

strength development, while significantly decreasing permeability, resulting in 

more durable pavements that can be opened to traffic faster. 

Products: Recommendations for using carbon dioxide-treated materials for concrete 

pavements. 

Implementation: This project will result in recommendations for using carbon dioxide-treated 

materials for concrete pavements. 
 385 Track 12 (AM) 

Problem Statement AM 1.5. Reactive Powder Concretes as Ductile Materials 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

With a technological breakthrough at the beginning of the 1990s, RPC offered compression strengths in 

excess of 200 megapascals (MPa) (29,000 pounds-force per square inch (psi)), flexural strengths of over 

40 MPa (5,800 psi), and ductility. Ductal® and BSI®, two products of the RPC family developed in 

France, are considered ultrahigh-performance concretes. They are ductile materials capable of resisting 

substantial flexural loads and do not require passive reinforcement. This allows the overall thickness of 

structural elements to be reduced. The material is also extremely durable with very low permeability. 

Thus far, this material has been used predominantly in Europe for concrete structures, but future research 

should investigate its use in concrete pavements with or without fibers. 

Tasks: 

1. Identify RPC mixtures that could be used for concrete pavement, the properties of these mixes, and 

the advantages of these mixes (e.g., elimination of reinforcement). 

2. Identify the properties required to use RPC in concrete pavement. 

3. Conduct laboratory testing and/or field trials using RPC for concrete pavement construction. 

4. Develop pavement design recommendations, specifications, and construction procedures for concrete 

pavements constructed using RPC. 

Benefits: Ultrahigh-performance concretes using RPC that are very high-strength concretes 

with ductility and very low permeability; the possibility of thinner pavement 

sections and a reduction or elimination of reinforcement, resulting in a more 

durable pavement that is cheaper to construct. 

Products: Design and material recommendations and construction procedures for using 

RPC for ultrahigh-performance concrete pavements. 

Implementation: This project will result in design and material recommendations, specifications, 

and construction procedures for using RPC to achieve ultrahigh-performance 

concrete pavements. 
Cross-Reference Tables 386 

 

Problem Statement AM 1.6. Chemically Bonded Ceramic 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

Chemically bonded phosphate ceramic (Ceramicrete) is a type of concrete with very low permeability. 

Ceramicrete is formed when magnesium oxide powder and soluble phosphate powder (both available, 

low-cost materials) are mixed with water, creating a nonporous material with compressive strength higher 

than that of concrete. Ceramicrete can be made with commercially available equipment that mixes the 

powder components into the binder. “The wet material (binder, aggregates, and water mixture) can then 

be pumped, gunned, or sprayed, also with commercially available equipment.”(6) The feasibility (costs 

and benefits) of using Ceramicrete for concrete paving should be explored. 

Tasks: 

1. Identify Ceramicrete mixes and their properties (strength, permeability, workability, long-term 

durability) and cost. 

2. Evaluate the feasibility of using Ceramicrete for concrete pavement construction, considering 

constructability, durability, and cost. 

3. Develop recommendations for using Ceramicrete in concrete paving applications, including repairs, 

overlays, and new construction. 

Benefits: Better corrosion resistance and strength characteristics for concrete pavements, 

resulting from Ceramicrete’s very low permeability and higher compressive 

strength than normal strength concrete. 

Products: Recommendations for the use of Ceramicrete for concrete paving applications. 

Implementation: This project will result in recommendations for the use of Ceramicrete for 

concrete paving applications, including repairs, overlays, and new construction. 
 387 Track 12 (AM) 

Problem Statement AM 1.7. Localized High-Quality Concrete at the Joints 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

Many concrete pavement failures occur because of joint damage. Improving the quality of the concrete at 

these potential weak areas thus would increase the overall pavement life. Therefore, a system should be 

developed to ensure that the concrete at the joints consists of a higher quality material than the concrete 

midslab. This process could involve introducing fibers, chemicals, or other additives at the joints. 

Tasks: 

1. Identify joint failure mechanisms in concrete pavements. 

2. Identify possible materials—i.e., high-quality concrete—for improving the toughness and durability 

of joints. 

3. Develop construction techniques for incorporating high-quality material into the paving process at the 

joints. 

4. Conduct field trials/accelerated pavement testing of pavements constructed with high-quality 

materials at the joints. 

5. Develop design recommendations and construction procedures for concrete pavements with highquality materials at the joints. 

Benefits: High-quality material at the joint regions in concrete pavements that may not be 

affordable for use in the rest of the slab, ensuring better joint toughness and 

durability and enhancing pavement life. 

Products: Recommendations for using high-quality materials at the joints in concrete 

pavements. 

Implementation: This project will result in design construction recommendations for using highquality materials at the joints in concrete pavements. 
Cross-Reference Tables 388 

 

Problem Statement AM 1.8. Alternative Reinforcement Material for Continuously Reinforced 

Concrete Pavements 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 1. Performance-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

Steel reinforcement is a critical component of CRCP. However, factors such as concrete permeability and 

water infiltration at cracks, the resulting corrosion of steel reinforcement, and the associated tendency of 

concrete to lose bond action with imbedded reinforcement reduce structural performance over time. 

Research is needed to develop economical, thermodynamically durable, metallic and nonmetallic 

corrosion-resistant reinforcements. Widespread use of these technologies, which have been researched for 

many years, will lead to additional refinements, such as the further development of fiber-reinforced 

plastic (FRP) bars with a useful form of pseudo-ductility that makes full use of their strength. Another 

advantage of alternate reinforcing materials for CRCP is reduced placement costs. Lightweight FRP bars 

require less labor to be installed. Researchers should begin by examining work that has been done 

previously in this area, including ongoing studies sponsored by FHWA. 

Tasks: 

1. Identify alternative metallic and nonmetallic reinforcing materials. 

2. Evaluate the suitability of these materials for CRCP construction, considering properties such as 

strength, modulus of elasticity, bond strength, corrosion resistance, ductility, cost, and 

constructability. 

3. Conduct laboratory testing and/or pilot projects to evaluate the viability of these materials for CRCP 

construction. 

4. Develop recommendations for types and usage of alternative reinforcement, including design 

recommendations based on properties of each specific material. 

Benefits: Alternative reinforcing materials that provide better corrosion resistance, bond 

strength, and modulus of elasticity; lighter materials that reduce labor costs 

during placement and dependence upon a volatile steel market. 

Products: Recommendations for alternative reinforcing materials for CRCP. 

Implementation: This project will result in recommendations for the design and use of alternative 

reinforcing materials for CRCP. 
 389 Track 12 (AM) 

SUBTRACK AM 2. CONSTRUCTION-ENHANCING CONCRETE PAVEMENT MATERIALS 

The materials developed under this subtrack address specific constructability issues and provide creative 

alternatives to conventional concrete. The problem statements in this subtrack will develop special 

concrete materials for use in various concrete paving applications. Table 60 provides an overview of this 

subtrack. 

Table 60. Subtrack AM 2 overview. 

Problem Statement Estimated Cost Products Benefits 

AM 2.1. Application 

of Self-Consolidating 

Concrete for 

Concrete Paving 

$500 k–$1 M Recommendations for design 

and construction of pavements 

using self-consolidating 

concrete (SCC). 

Better consolidation of concrete around dowels 

and reinforcement, reducing the need for 

vibration, resulting in a more durable pavement 

while reducing labor costs during construction. 

AM 2.2. Applying 

Very High-Strength 

Concrete to 

Pavement Operations 

$1 M–$2 M Mix design recommendations, 

construction procedures, and 

specifications for very highstrength concrete pavements. 

Concrete pavement with a very high tensile 

strength to permit longer sections of pavement 

to be constructed, reducing the number of joints, 

and helping to reduce cracking and improve 

long-term durability. 

AM 2.3. Dry-Laid 

Concrete 

$500 k–$1 M Design and construction 

guidelines and 

recommendations for dry-laid 

concrete pavement. 

Dry-laid concrete pavement that eliminates the 

need for mixing concrete onsite (batch-plants) 

and permits thinner, durable pavement slabs, 

greatly reducing construction and materials 

costs. 

AM 2.4. 

Energetically 

Modified Cement 

$100 k–$250 k Recommendations for the use of 

energetically modified cement 

(EMC) for concrete paving 

mixes. 

EMC with faster strength development and 

better long-term strength of blended mixes, 

resulting in more durable pavements using 

blended mixes that can be opened to traffic 

sooner. 

AM 2.5. Advanced 

Curing Materials 

$250 k–$500 k Recommendations for advanced 

curing materials and the 

requirements for these 

materials. 

More effective curing materials for concrete 

paving operations, especially those constructed 

under short construction windows and in 

extreme environments; advanced curing 

materials that better ensure the necessary curing 

requirements, resulting in a more durable 

pavement. 

AM 2.6. Cold 

Weather Concreting 

Advancements 

$500 k–$1 M Recommendations for cold 

weather paving mixes and 

construction practices. 

Cold weather-tolerant concrete paving mixes 

and construction techniques that will extend the 

pavement construction season in colder regions 

and reduce the labor required to protect 

pavements during cold weather paving 

operations. 

AM 2.7. 

Advancements in 

Internal Curing of 

Concrete 

$250 k–$500k Mix design recommendations 

that will promote internal curing 

(IC) of concrete pavements. 

IC that will help reduce autogenous shrinkage 

and self-desiccation and will ensure more 

complete hydration of cementitious materials, 

resulting in a less permeable, stronger, more 

durable pavement. 

AM 2.8. Self-Curing 

Concrete 

$250 k–$500 k Recommendations on materials 

and techniques for constructing 

self-curing concrete pavements. 

Self-curing concrete pavements that will reduce 

dependence on the contractor to apply adequate 

curing measures to new concrete pavement; 

more complete hydration of the cementitious 

materials, resulting in stronger, less permeable, 

and more durable concrete pavements. 
Cross-Reference Tables 390 

 

Problem Statement AM 2.1. Application of Self-Consolidating Concrete for Concrete Paving 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

Significant interest in recent years has arisen over the use of SCC for various applications. The most 

common application is in complex structural work, where the presence of the reinforcing steel has made 

adequate consolidation using conventional means difficult. Because some concrete paving work faces 

similar challenges with consolidation (near dowels and reinforcements), using SCC for concrete paving 

has been suggested. As part of this effort, researchers will evaluate innovative ways to incorporate SCC 

into PCC pavements that include full sections, overlays, inlays, and patching, for both fixed- and 

slipform operations. This research will build on work already underway by FHWA and other 

organizations. 

Tasks: 

1. Identify previous applications of SCC for pavements or slab on grade. 

2. Identify desirable mix properties for using SCC in pavements. 

3. Develop mix design recommendations for using SCC for pavements. 

4. Develop best practice construction procedures for using SCC for new construction, overlays, inlays, 

and patching. 

5. Conduct lab testing and/or pilot projects to test SCC for pavements, including an evaluation of 

consolidation around dowels and reinforcements. 

Benefits: Better consolidation of concrete around dowels and reinforcement, reducing the 

need for vibration, resulting in a more durable pavement while reducing labor 

costs during construction. 

Products: Recommendations for design and construction of pavements using SCC. 

Implementation: This project will result in design recommendations and best practice construction 

procedures for using SCC for pavements. 
 391 Track 12 (AM) 

Problem Statement AM 2.2. Applying Very High-Strength Concrete to Pavement Operations 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

High-strength concrete currently is being used in rapid-cure patches. However, the high cement content 

causes high temperatures that can result in thermal contraction problems. At present, early opening is the 

only advantage to using high-strength concrete in pavements. Also, such concrete is expensive, and if 

high-strength pavements are to be competitive, ways to minimize the amount of the expensive concrete 

must be found. The French have developed a two-layer extruded slipform operation that encapsulates 

normal concrete within a protective high-strength concrete. Other more economical options also might be 

considered, such as slabs cast with internal voids, or beam and slab configurations, although data is 

needed on deflection, water movement, friction, curling, and warping of unusual slab configurations. 

Jointing technology also would be needed. A vigorous research study would be needed to make using 69 

MPa (10,000 psi) concrete more efficient for structural pavements. 

Just as continuously welded rails are used, it should be possible to construct a continuous ribbon of 

concrete that would withstand a temperature range of 55 °C (100 °F). A tensile strength of about 17 MPa 

(2,500 psi) would be needed, which might be possible with a compressive strength of about 172 MPa 

(25,000 psi) (plus a factor of safety). This could be accomplished with polymer impregnation if a field 

process could be developed. For comparison, a laboratory strength of about 731 MPa (106,000 psi) has 

been attained with PCC. Special concretes currently are being used in the 172 MPa (25,000 psi) range, 

based on a reactive powder process. The strength must be attained about 18 hours before the concrete 

begins to cool and contract. Of course, such continuous ribbons of ultrahigh-strength concretes will 

experience about 50 mm (2 inches) of movement at the ends, making special anchors or joints necessary. 

Tasks: 

1. Identify high-strength mixes and the properties (i.e., strength, shrinkage, and workability) of these 

mixes. 

2. Determine the suitability of these mixes for paving applications based on these properties. 

3. Modify existing mixes or develop new mixes to meet paving requirements. 

4. Identify construction requirements (i.e., special curing procedures) for using high-strength mixes for 

pavements. 

5. Identify alternative paving techniques (e.g., voided or hollow slabs) to reduce the quantity and cost of 

using high-strength mixes. 

6. Conduct lab testing and/or field trials of high-strength pavements. 

7. Develop mix design recommendations, construction procedures, and specifications for high-strength 

concrete pavements. 

Benefits: Concrete pavement with a very high tensile strength to permit longer sections of 

pavement to be constructed, reducing the number of joints, and helping to reduce 

cracking and improve long-term durability. 

Products: Mix design recommendations, construction procedures, and specifications for 

very high-strength concrete pavements. 

Implementation: This project will result in mix design recommendations, construction procedures, 

and specifications for high-strength concrete pavements. 
Cross-Reference Tables 392 

 

Problem Statement AM 2.3. Dry-Laid Concrete 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

New formulations and procedures have been developed that enable concrete to be placed as a 

cementitious dry mix that is then watered from above to produce a strong, thin slab or pavement. The 

need for onsite mixing is eliminated. In the field, the strength of dry-laid slabs only 10 to 50 mm (0.39 to 

1.95 inches) thick saves raw materials and excavation costs and may make resurfacing old concrete a 

practical possibility. Dry-laid materials are also easier to work with than conventional moist or semidry 

concrete screeds, and should result in a stronger and more durable end product. 

Preliminary tests indicate that strong concrete substantially free of shrinkage cracking can be produced by 

dry-laid methods using premixed materials in which the maximum particle size is limited, typically to 5 

mm (0.2 inch) in diameter. The absence of large particles means that thinner slabs of concrete down to 10 

mm (0.39 inch) can be laid. Although the mixture has a higher cement and fines content than 

conventional concrete, the dry-laid process reduces the problem of self-induced cracking due to drying 

shrinkage that generally is encountered with cement-rich mortars laid as a wet mix. Although the product 

originally was conceived as an easy-to-use, do-it-yourself surfacing product, there appears to be a major 

opportunity to apply it to concrete paving. Innovative aspects of dry-laid techniques include: 

• Need for mixing onsite eliminated; more easily placed than wet or semidry mixes; factory-mixed 

precision carried through to final placement; problems of premature setting avoided. 

• The strength of concrete and the thinness of mortars or screeds combined; readily compatible with the 

delivery of dry mixes in silos and mechanized placement. 

• Early resistance to traffic. 

• Convenient material for patching repairs and extensive resurfacing of old concrete as well as new 

pavements. 

• Attractive surface finishes can be incorporated; economical to produce. 

Tasks: 

1. Identify dry-laid concrete materials, techniques, and previous applications. 

2. Identify required properties for dry-laid concrete for PCC pavements and benefits of using dry-laid 

concrete over conventional wet construction. 

3. Identify materials and techniques for dry-laid concrete that will meet the requirements for PCC 

pavements. 

4. Perform laboratory testing and/or field trials to evaluate the viability of dry-laid concrete for 

pavements. 

5. Develop design recommendations and construction procedures for using dry-laid concrete for 

overlays, repairs, and new construction. 

Benefits: Dry-laid concrete pavement that eliminates the need for mixing concrete onsite 

(batch-plants) and permits thinner, durable pavement slabs, greatly reducing 

construction and materials costs. 

Products: Design and construction guidelines and recommendations for dry-laid concrete 

pavement. 

Implementation: This project will result in recommendations for using dry-laid concrete for PCC 

pavements, including design guidelines and construction procedures. 
 393 Track 12 (AM) 

Problem Statement AM 2.4. Energetically Modified Cement 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

One important constraint of using cement blended with various pozzolanic or cementitious substances 

(e.g., fly ash, blast furnace slag) is the early strength development requirements included in current 

standards. Blended cements typically take longer to develop their strength and often do not meet 

standards without additives. EMC is a patented technology that has overcome this obstacle. By 

intensively grinding and activating the cement together with the pozzolan, the surfaces of the particles are 

activated. Investigators believe that the activation creates a network in the cement particles of 

submicrocracks, microdefects, and dislocations that allows the water to penetrate deeper into the cement 

particles, which in turn uses a higher percentage of the potential binding capacity of the cement. This 

process also activates inert fillers, such as fine quartz sand. The EMC technology is based solely on 

grinding; no additives of any kind are used. Evaluations and tests of concretes and mortars made with 

EMC have shown EMC to perform significantly better than portland pozzolan-blended cements 

containing 20–40 percent fly ash. EMC with fly ash, by comparison, allows a 10 percent reduction in 

water-cement ratio, translating to higher long-term strength. EMC also showed slightly improved sulfate 

resistance, and the workability of EMC was better than cement. 

Tasks: 

1. Identify the EMCs and cement-pozzolan blends and their specific properties (e.g., strength, 

permeability, workability, long-term performance). 

2. Identify the benefits of using EMC for concrete pavement mixes and evaluate the suitability of its 

properties for concrete pavement construction, considering cost and the variable climates in which the 

pavements are constructed. 

3. Develop recommendations for using EMC for concrete paving mixes, considering proprietary 

specifications. 

Benefits: EMC with faster strength development and better long-term strength of blended 

mixes, resulting in more durable pavements using blended mixes that can be 

opened to traffic sooner. 

Products: Recommendations for the use of EMC for concrete paving mixes. 

Implementation: This project will result in recommendations for the use of EMC for concrete 

paving mixes. 
Cross-Reference Tables 394 

 

Problem Statement AM 2.5. Advanced Curing Materials 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

Curing methods used for concrete paving have not changed significantly in the past 30 years. Liquid 

curing compound remains the most commonly used form of protection. However, the demands being 

placed on concrete paving are evolving. Rapid reconstruction and extreme weather events have 

challenged traditional curing methods and demand better solutions. This project will investigate new and 

advanced curing materials for these extreme circumstances. Effectiveness, cost, and proprietary issues 

should be considered. Ideally, the project will result in a performance or end-result standard for advanced 

curing materials that would allow adequate competition and provide the user with the desired properties. 

To further this goal, a functional specification could be developed that establishes critical moisture and 

temperature conditions required to achieve varying degrees of quality. The ability of the cure to meet 

these functional thresholds would determine its quality. 

Tasks: 

1. Identify advanced curing materials that could be used for concrete pavement construction, soliciting 

ideas for new materials if the number of existing materials is limited. 

2. Evaluate the effectiveness of these materials, with consideration given to special circumstances such 

as rapid reconstruction and extreme climatic conditions. 

3. Develop recommendations for required effectiveness of curing materials, considering critical 

moisture and temperature conditions under which the materials must provide adequate curing 

conditions. 

4. Develop recommendations for advanced curing materials, ensuring that the requirements are such that 

a sole proprietary product is not the only available material. 

Benefits: More effective curing materials for concrete paving operations, especially those 

constructed under short construction windows and in extreme environments; 

advanced curing materials that better ensure the necessary curing requirements, 

resulting in a more durable pavement. 

Products: Recommendations for advanced curing materials and the requirements for these 

materials. 

Implementation: This project will result in recommendations for different types of advanced 

curing materials and requirements for the effectiveness of these materials. 
 395 Track 12 (AM) 

Problem Statement AM 2.6. Cold Weather Concreting Advancements 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

USACE researchers are experimenting with concrete admixtures that allow for subzero pours as low as 

–15 °C (5 °F) in the open air. Underwritten by 10 State DOTs, the 3-year, $750,000 program is paving the 

way for reduced labor in winter months and a longer construction season. The team is working with 

combinations of off-the-shelf products to lower the freezing temperature of concrete. These substances, 

which commonly are available to contractors, include concrete accelerators, corrosion inhibitors, and 

plasticizers already governed by their own set of standards. One recent study involved a 32-m (104-ft)-

long bridge curb in Lebanon, NH. The result of using the laboratory’s experimental concrete was a 

savings of 132 labor hours needed to build an enclosure and $50 in liquid propane. The total cost was 

$700, rather than $750 plus labor for traditional methods. The next step is to develop a recipe guide for 

admixture chemicals. Beyond this, research still is needed to demonstrate the benefits of this technology 

for concrete pavements. 

Tasks: 

1. Identify materials and concrete mixtures that permit concrete placement in subzero conditions without 

special measures to protect the concrete. 

2. Evaluate the properties of these materials and the viability of their use in concrete pavements. 

3. Conduct laboratory or field trials of cold weather concretes for paving projects. 

4. Evaluate the cost versus benefits of cold weather concretes, giving consideration to extending the 

construction season and reducing cold weather construction labor. 

5. Develop recommendations for cold weather pavement mixes and construction and curing procedures. 

Benefits: Cold weather-tolerant concrete paving mixes and construction techniques that 

will extend the pavement construction season in colder regions and reduce the 

labor required to protect pavements during cold weather paving operations. 

Products: Recommendations for cold weather paving mixes and construction practices. 

Implementation: This project will result in recommendations for cold weather concrete paving 

mixes and construction practices. 
Cross-Reference Tables 396 

 

Problem Statement AM 2.7. Advancements in Internal Curing of Concrete 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

In the past few years, IC has evolved into a science. With the advent of lower water-cement ratio mixtures 

and high-performance concrete, the need for a system to eliminate autogenous shrinkage and selfdesiccation has developed, and the use of lightweight fines for the IC of concrete increasingly is being 

recognized. The paper, “Internal Curing of Concrete Using Lightweight Aggregate” includes a state of the 

art of practice in this area.(7) In this research, the use of IC for concrete pavement will be explored. The 

costs and benefits of this technology should be weighed and a recommendation made for proceeding with 

field trials and other implementation projects. 

Tasks: 

1. Identify materials and techniques to promote IC of concrete. 

2. Evaluate the properties of concrete made with these materials, including workability, durability, 

strength, and permeability, and the suitability of these materials for concrete pavements. 

3. Conduct laboratory testing to evaluate the effectiveness of IC for concrete paving applications. 

4. Develop recommendations for materials and concrete mixes that will provide IC for concrete 

pavement applications. 

Benefits: IC that will help reduce autogenous shrinkage and self-desiccation and will 

ensure more complete hydration of cementitious materials, resulting in a less 

permeable, stronger, more durable pavement. 

Products: Mix design recommendations that will promote IC of concrete pavements. 

Implementation: This project will result in material and mix design recommendations that will 

promote IC of concrete pavements. 
 397 Track 12 (AM) 

Problem Statement AM 2.8. Self-Curing Concrete 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 2. Construction-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $250 k–$500 k 

Most paving mixtures contain adequate mixing water to hydrate the cement if the moisture is not allowed 

to evaporate. It should be possible to develop an oil, polymer, or other compound that would rise to the 

finished concrete surface and effectively seal the surface against evaporation. R.K. Dhir et al. recently 

published some test results on self-curing mixtures.(8) This research will explore further the potential of 

self-curing concrete. 

Tasks: 

1. Identify materials or techniques for developing self-curing concrete. 

2. Evaluate the suitability of these materials for concrete pavement applications, considering 

workability, strength, permeability, and durability. 

3. Conduct laboratory testing or field trials to evaluate the effectiveness of self-curing concrete for 

paving applications. 

4. Develop recommendations on materials and techniques for self-curing concrete pavements. 

Benefits: Self-curing concrete pavements that will reduce dependence on the contractor to 

apply adequate curing measures to new concrete pavement; more complete 

hydration of the cementitious materials, resulting in stronger, less permeable, and 

more durable concrete pavements. 

Products: Recommendations on materials and techniques for constructing self-curing 

concrete pavements. 

Implementation: This project will result in recommendations on materials and techniques for 

constructing self-curing concrete pavements. 
Cross-Reference Tables 398 

 

SUBTRACK AM 3. ENVIRONMENT-ENHANCING CONCRETE PAVEMENT MATERIALS 

The problem statements in this subtrack will address environmental concerns in concrete pavement 

materials, construction, and performance. The materials developed in this research can be used to improve 

air quality and will enhance recycled concrete pavement materials. Table 61 provides an overview of this 

subtrack. 

Table 61. Subtrack AM 3 overview. 

Problem Statement Estimated Cost Products Benefits 

AM 3.1. Cement 

Containing Titanium 

Dioxide 

$100 k–$250 k Recommendations for the use of 

cement containing titanium 

dioxide in concrete paving mixes. 

Concrete pavements containing titanium 

dioxide that potentially can remove certain 

volatile organic compounds (VOC) from 

the air, helping to reduce air pollution in 

urban areas. 

AM 3.2. Sulfur 

Concrete 

$100 k–$250 k Recommendations for the use of 

sulfur concrete in paving 

applications. 

Sulfur concrete that consists of 100 percent 

recycled material, made from byproducts 

of electricity production and petroleum 

refinement; a dense, acid-resistant material 

that may have applications for concrete 

paving. 

AM 3.3. Increased 

Percentages of 

Reclaimed Asphalt 

Pavement as an 

Aggregate for 

Concrete Paving 

Mixtures 

$1 M–$2 M Recommendations for using 

reclaimed asphalt pavement 

(RAP) as an aggregate for 

concrete paving mixes. 

RAP in concrete paving mixes, reducing 

the amount of RAP that must be disposed, 

as well as reducing the demand for virgin 

aggregate for concrete pavements. 

AM 3.4. Mix Design 

Considerations with 

Recycled Concrete 

Aggregate 

$1 M–$2 M Recommendations for using 

recycled concrete as aggregate in 

new pavement construction. 

Recycled concrete for aggregate in new 

concrete pavements, reducing the amount 

of reclaimed concrete pavement that must 

be disposed, as well as the demand for 

virgin aggregate in concrete pavements. 

AM 3.5. Acceptance 

Criteria for using 

Recycled Aggregate 

$500 k–$1 M Recommendations for acceptance 

criteria and test procedures for 

recycled aggregate and concrete 

made with recycled aggregate. 

Established acceptance criteria and test 

procedures for recycled aggregate in new 

concrete pavements to promote the use of 

recycled aggregates, thereby reducing the 

demand for virgin aggregate for new 

construction. 

AM 3.6. Waste 

Materials in Concrete 

Mixes 

$1 M–2 M Recommendations (proportions 

and limits) for the use of waste 

materials in concrete paving 

mixes. 

Use of waste materials in concrete mixes, 

reducing the amount of waste materials and 

the demand for cement (which must be 

produced), while producing a better 

concrete mix. 

AM 3.7. Ecocement 

for Concrete Mixes 

$100 k–250 k Recommendations for the 

production and use of Ecocement 

in the United States. 

Ecocement that is produced during the 

incineration of solid waste and sewage 

sludge, reducing the amount of waste, 

while reducing the amount of cement 

required for concrete paving mixes, 

resulting in a faster setting concrete mix. 

AM 3.8. Polymer 

Concrete Made from 

Recycled Plastic 

Bottles 

$100 k–250 k Recommendations for using 

polymer concrete for paving 

applications. 

Polymer concrete that results in a more 

durable pavement or pavement overlay, 

making use of recycled plastic bottles and 

reducing the demand on landfills. 
 399 Track 12 (AM) 

Problem Statement AM 3.1. Cement Containing Titanium Dioxide 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

To help reduce air pollution and prevent the discoloration of urban concrete surfaces, several cement 

companies have marketed cement containing a photocatalyst (titanium dioxide), which removes polluting 

VOCs from the atmosphere and converts them to carbon dioxide. If put into widespread use, such cement 

could potentially improve urban air quality (e.g., reduce smog), since the amount of carbon dioxide 

produced would be much smaller than the amount of carbon dioxide from combustion sources. The use of 

cementitious materials containing photocatalysts is thus an innovative and profitable way to eliminate 

pollutants, particularly in urban areas. Concrete pavement would be an ideal application for such a 

product, as the pavement could decrease the smog produced by the vehicles traveling over the pavement. 

Tasks: 

1. Identify concrete mixes containing titanium dioxide that have been shown to remove VOC air 

pollutants. 

2. Identify the properties of these mixes and evaluate their suitability for concrete pavement 

applications. 

3. Conduct laboratory testing or field trials to evaluate the effectiveness of these mixes for reducing 

pollution. 

4. Develop recommendations for using titanium dioxide concrete mixes for concrete paving mixes. 

Benefits: Concrete pavements containing titanium dioxide that can potentially remove 

certain VOCs from the air, helping reduce air pollution in urban areas. 

Products: Recommendations for the use of cement containing titanium dioxide in concrete 

paving mixes. 

Implementation: This project will result in recommendations for the use of cement containing 

titanium dioxide in concrete paving mixes. 
Cross-Reference Tables 400 

 

Problem Statement AM 3.2. Sulfur Concrete 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

Sulfur concrete is made from sulfur collected from the petroleum refining process and coal ash from coal 

burning thermal power stations. The process applies vibration and pressure to a mixture of heated sulfur 

and coal ash. The resulting concrete is 100 percent recycled. Hardened sulfur concrete is dense and acidresistant enough to be used where PCC cannot be used. Although most concrete pavements will not need 

such a high level of resistance, a feasibility study may be warranted to determine whether sulfur concrete 

could be used for concrete paving. 

Tasks: 

1. Identify sulfur concrete mixes and their properties, including strength, permeability, and durability. 

2. Evaluate the feasibility of sulfur concrete for concrete pavement, specifically constructability, 

durability, cost, and specific applications where it may be beneficial. 

3. Develop recommendations for using sulfur concrete in concrete paving applications. 

Benefits: Sulfur concrete that consists of 100 percent recycled material, made from 

byproducts of electricity production and petroleum refinement; a dense, acidresistant material that may have applications for concrete paving. 

Products: Recommendations for the use of sulfur concrete in paving applications. 

Implementation: This project will result in recommendations for the use of sulfur concrete for 

concrete paving applications. 
 401 Track 12 (AM) 

Problem Statement AM 3.3. Increased Percentages of Reclaimed Asphalt Pavement as an 

Aggregate for Concrete Paving Mixtures 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

One of the main problems with rehabilitating or reconstructing existing asphalt pavement is the question 

of what to do with the wasted RAP. Much of the time it is recycled back into a new asphalt pavement or 

used as embankment material. Though it has been recycled back into concrete on occasion (Austria does 

it regularly), its use and performance has not been widespread or documented in the United States. This 

research intends to determine whether RAP can be used as an aggregate in concrete pavements. The 

specific objectives will help determine the expected performance and potential detrimental effects of 

using RAP for aggregate in concrete. 

Tasks: 

1. Identify previous applications of RAP used as an aggregate in concrete paving mixtures. 

2. Identify the properties of RAP aggregate concrete mixes (e.g., strength, durability, workability) and 

their suitability for concrete pavement construction. 

3. Conduct laboratory testing and/or field trials of RAP aggregate concrete mixes. 

4. Develop recommendations for using RAP in concrete mixes, with specific guidance regarding 

acceptable RAP materials. 

Benefits: RAP in concrete paving mixes, reducing the amount of RAP that must be 

disposed, as well as reducing the demand for virgin aggregate for concrete 

pavements. 

Products: Recommendations for using RAP as an aggregate for concrete paving mixes. 

Implementation: This project will result in recommendations, including mix design 

recommendations and limits for RAP properties, for using RAP as an aggregate 

in concrete paving mixes. 
Cross-Reference Tables 402 

 

Problem Statement AM 3.4. Mix Design Considerations with Recycled Concrete Aggregate 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

To determine innovative ways to use recycled concrete in PCC pavements, this research will investigate 

the boundaries of using recycled materials in bases and two-lift construction; investigate its use in shorter 

performance life pavements, such as 8-year pavement; and investigate using portions of the product (i.e., 

fine or coarse fractions). FHWA’s program for recycled concrete should be reviewed before executing 

this effort. 

Tasks: 

1. Identify previous studies of recycled concrete for concrete aggregate and gaps in the knowledge that 

still remain. 

2. Identify the properties of concrete made with recycled concrete aggregate (strength, permeability, 

workability, durability) and the limits of recycled concrete in new mixes. 

3. Identify applications for concrete made with recycled concrete aggregate, such as two-lift 

construction and shorter life pavement. 

4. Develop recommendations for using recycled concrete as aggregate in new concrete paving mixes, 

including mix design and pavement design recommendations and construction procedures. 

Benefits: Recycled concrete for aggregate in new concrete pavements, reducing the 

amount of reclaimed concrete pavement that must be disposed, as well as the 

demand for virgin aggregate in concrete pavements. 

Projects: Recommendations for using recycled concrete as aggregate in new pavement 

construction. 

Implementation: This project will result in recommendations for using recycled concrete as 

aggregate in new paving mixes, including limits for usage. 
 403 Track 12 (AM) 

Problem Statement AM 3.5. Acceptance Criteria for Using Recycled Aggregate 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $500 k–$1 M 

The use of recycled aggregate in concrete pavement is of great interest for reducing waste and reusing 

materials available at the job site. Using recycled aggregate will also reduce the amount of aggregate 

hauled to the job site. Research is needed to determine the applicability of standard tests and acceptance 

criteria for using recycled concrete as aggregate and PCC comprised of recycled concrete as aggregate. 

Tasks: 

1. Identify typical recycled aggregate materials and mix designs for concrete made with recycled 

aggregate. 

2. Conduct laboratory testing using standard acceptance test procedures on aggregates and concrete 

mixes made with recycled aggregate. 

3. Evaluate the suitability of these test procedures for recycled aggregates and concrete made with 

recycled aggregates. 

4. Modify existing test methods or develop new test methods for acceptance testing of recycled 

aggregate and concrete made with recycled aggregate. 

5. Develop recommendations for acceptance criteria and test procedures for recycled aggregate and 

concrete made with recycled aggregate. 

Benefits: Established acceptance criteria and test procedures for recycled aggregate in new 

concrete pavements to promote the use of recycled aggregates, thereby reducing 

the demand for virgin aggregate for new construction. 

Products: Recommendations for acceptance criteria and test procedures for recycled 

aggregate and concrete made with recycled aggregate. 

Implementation: This project will result in recommendations for acceptance criteria and 

acceptance test procedures for recycled aggregate and concrete made with 

recycled aggregate. 
Cross-Reference Tables 404 

 

Problem Statement AM 3.6. Waste Materials in Concrete Mixes 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $1 M–$2 M 

Fly ash, silica fume, and blast furnace slag are three common waste products that can be used to replace 

or supplement cement in concrete mixtures to produce more durable, workable, higher strength concrete. 

However, other waste materials, such as rice husk ash, palm oil fuel ash, and other agricultural wastes, 

also are proving to be effective materials for use in concrete. Sludge from paper mills can be heated to 

form metakaolin, which can be used as an additive for concrete, producing a very impermeable product. 

In addition, recent studies show the benefits of using rubber particles from used tires to replace fine 

aggregate in PCC-based concrete used in roads. 

Tasks: 

1. Identify alternative waste materials that have been tested in concrete mixes and determine the benefits 

of these materials. 

2. Establish optimal mix design methods (or material optimization) for the waste materials. 

3. Conduct laboratory testing to identify the properties of concrete mixes containing these materials, 

including strength, workability, permeability, and durability. 

4. Develop recommendations for using these waste materials in concrete paving mixes, including 

proportions and limits of their use. 

Benefits: Use of waste materials in concrete mixes, reducing the amount of waste materials 

and the demand for cement (which must be produced), while producing a better 

concrete mix. 

Products: Recommendations (proportions and limits) for the use of waste materials in 

concrete paving mixes. 

Implementation: This project will result in recommendations for the used of waste materials in 

concrete paving mixes, including proportions and limits. 
 405 Track 12 (AM) 

Problem Statement AM 3.7. Ecocement for Concrete Mixes 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

Ecocement replaces half of the traditional cement raw materials with ash generated by the incineration of 

municipal solid waste and sewage sludge. It has been recognized as type A energy efficient cement by the 

Japanese Institute of Civil Construction, Ministry of Construction, with the following characteristics: 

• Rapid hardening, similar to high-early strength cement. 

• Short initial setting time (approximately 20 to 40 minutes). 

• Handling time that can be adjusted to suit particular applications by adding retarding admixtures. 

During the Ecocement process, chinaware fragments in the incineration ash are used, and metal wastes 

are extracted and recycled. Research is needed to determine the viability of producing and using this 

material domestically in concrete pavements. 

Tasks: 

1. Identify the Ecocement material and its properties. 

2. Identify the process for manufacturing Ecocement. 

3. Determine the viability of producing Ecocement in the United States and the cost versus benefits of 

producing it. 

4. Develop recommendations for producing and using Ecocement in concrete paving applications. 

Benefits: Ecocement that is produced during the incineration of solid waste and sewage 

sludge, reducing the amount of waste, while reducing the amount of cement 

required for concrete paving mixes, resulting in a faster setting concrete mix. 

Products: Recommendations for the production and use of Ecocement in the United States. 

Implementation: This project will result in recommendations for producing and using Ecocement 

for concrete paving applications in the United States. 
Cross-Reference Tables 406 

 

Problem Statement AM 3.8. Polymer Concrete Made from Recycled Plastic Bottles 

Track: 12. Advanced Concrete Pavement Materials (AM) 

Subtrack: AM 3. Environment-Enhancing Concrete Pavement Materials 

Approximate Phasing: N/A 

Estimated Cost: $100 k–$250 k 

Polymer concrete consists of organic polymers, typically unsaturated polyesters that bind inorganic 

aggregates that essentially replace the hydraulic binders in cement with organic polymers. Polymer 

concrete can be used alone or as an overlay or coating on ordinary PCC to increase its durability and 

lifetime dramatically. Recently, investigators have studied the use of resin obtained from recycled 

polyethylene terephthalate (PET) bottles (water and carbonated beverage containers). Recycled PET 

resin-based polymer concrete is stronger and cheaper than conventional polymer concrete. Recycling PET 

into polymer concrete also helps dispose of waste. Research is needed to determine the viability of this 

material for use in concrete pavements. 

Tasks: 

1. Identify polymer concretes made from recycled plastic and their properties—namely, strength, 

permeability, workability, durability, and cost. 

2. Evaluate the viability and benefits of polymer concrete for concrete paving applications. 

3. Develop recommendations for using polymer concrete for concrete paving applications, such as 

repairs, overlays, and new construction. 

Benefits: Polymer concrete that results in a more durable pavement or pavement overlay, 

making use of recycled plastic bottles and reducing the demand on landfills. 

Products: Recommendations for using polymer concrete for paving applications. 

Implementation: This project will result in recommendations for using polymer concrete for 

concrete paving applications. 
 407 Cross-Reference Tables 

APPENDIX A. Cross-Reference Tables 

OVERVIEW ..................................................................................................................................... 409

 
Cross-Reference Tables 408 

 

LIST OF TABLES 

Table A. Concrete pavement foundations and drainage. .......................................................................... 410

Table B. Concrete pavement maintenance and rehabilitation................................................................... 411

Table C. Environmental concrete pavement advancements. .................................................................... 414
 409 Cross-Reference Tables 

OVERVIEW 

Conventionally separate concrete pavement topics are integrated across the research tracks in the CP 

Road Map. Distinct topic areas can be identified easily and pulled out of the tracks into their own table 

using the CP Road Map database. Three example topic areas are presented here as cross-reference tables: 

• Table A. Concrete Pavement Foundations and Drainage. 

• Table B. Concrete Pavement Maintenance and Rehabilitation. 

• Table C. Environmental Concrete Pavement Advancements. 
Cross-Reference Tables 410 

 

Table A. Concrete pavement foundations and drainage. 

Problem Statement Estimated Cost Products Benefits 

DG 1.3. Development of 

Model for Erosion Related 

to Material Properties 

under Dynamic Wheel 

Loading (see Track 2) 

$800 k–$1.2 M A comprehensive base/subgrade 

erosion test and model capable of 

predicting vertical as well as 

horizontal displacement of fine 

particles as a function of traffic 

loading and climatic conditions; a 

more efficiently designed base and 

subbase course for specific site 

conditions. 

More reliable and cost effective base and 

subbase course support for specific site 

conditions. 

DG 2.6. Improved 

Consideration of 

Foundation and 

Subdrainage Models (see 

Track 2) 

$1 M–$1.5M An improved and more 

comprehensive design procedure 

that more fully considers the base 

layer, subbase layers, subgrade, and 

subdrainage of concrete pavements; 

guidelines that will be implemented 

into a future version of the pavement 

design guide. 

Improved consideration of the foundation 

and subdrainage that will be implemented 

into the pavement design guide to 

produce more reliable and cost effective 

designs. 

ND 2.5. Concrete 

Pavement Support Sensing 

(see Track 3) 

$1 M–$2 M Devices for measuring pavement 

support during construction. 

Automatic adjustments to the mix design, 

slab thickness, and joint spacing during 

construction, resulting from continuous 

monitoring of pavement support in front 

of the paving operation; high-quality 

pavements constructed precisely for the 

support over which they are placed. 

ND 2.9. Concrete 

Pavement Smoothness 

Sensing (see Track 3) 

$1 M–$2 M Wet smoothness-sensing equipment. Pavement smoothness monitored behind 

the paver, permitting surface deviations 

to be corrected while the concrete is still 

plastic and allowing the paver or batching 

operation to be adjusted to prevent 

further surface deviations; smoother asconstructed pavements that do not require 

additional measures (diamond grinding) 

to meet smoothness specifications. 

ND 2.10. Concrete 

Pavement Texture (Skid 

Resistance, Splash/Spray) 

Sensing (see Track 3) 

$500 k–$1 M Equipment for predicting skid 

resistance and splash/spray 

potential. 

Continuously monitored surface texture, 

permitting real-time prediction of skid 

resistance and splash/spray potential; 

automatic adjustments to finishing and 

texturing processes to achieve the desired 

skid resistance and splash/spray 

characteristics, resulting in as-constructed 

pavements that meet surface texture 

requirements without the need for 

additional texturing measures. 

EA 4.1. Rapid 

Subgrade/Subbase 

Stabilization (see Track 5) 

$1 M–$2 M New techniques and equipment for 

rapid subgrade/subbase stabilization. 

Rapid subgrade/subbase stabilization that 

will allow subgrade/subbase support to 

be repaired and restored before placing 

new pavement in a short construction 

window. 

EA 4.2. Automated 

Subdrain Installation in 

Concrete Pavement 

Construction (see Track 5) 

$1 M–$2 M New techniques and equipment for 

automated subdrain installation. 

Automated subdrain installation that 

permits the process to be completed in a 

single pass immediately in front of the 

paver, thus expediting construction. 
 411 Cross-Reference Tables 

Table B. Concrete pavement maintenance and rehabilitation. 

Problem Statement Estimated Cost Products Benefits 

DG 3.2. Characterization 

of Existing PCC or HotMix Asphalt Pavement to 

Provide an Adequate 

Rehabilitation Design 

(see Track 2) 

$3.5 M–$4.5 M Improved characterization of existing 

pavements; improved estimates of 

remaining life that will be useful for 

selecting from alternative 

rehabilitations; identification of 

solutions for overcoming existing poor 

design and material situations; 

improved support for unbonded 

concrete overlay design. 

Proper characterization of the 

existing pavement critical to reliable 

and cost effective rehabilitation 

design; rehabilitation design 

improvements to the pavement 

design guide. 

DG 3.3. Improvements to 

Concrete Overlay Design 

Procedures (see Track 2) 

$4 M–$4.5 M Improved guidelines and design 

procedures for several types of concrete 

overlays, including concrete overlays 

of difficult existing pavements, 

ultrathin slab design that includes 

improved concrete-to-asphalt bonding 

procedures, improved layering 

modeling for unbonded concrete 

overlays, characterization of underlying 

PCC slab design and condition for 

unbonded overlays, and improved 

bonding between thin PCC overlay and 

existing PCC slabs. 

Concrete overlays of difficult 

existing pavements; ultrathin slab 

design, including improved 

concrete-to-asphalt bonding 

procedures; improved layering 

modeling for unbonded concrete 

overlays; characterization of 

underlying PCC slab design and 

condition for unbonded overlays; 

improved bonding between thin 

PCC overlay and existing PCC 

slabs. 

DG 3.4. Improvements to 

Concrete Pavement 

Restoration/Preservation 

Procedures (see Track 2) 

$2 M–$3 M Improved guidelines and design 

procedures for several types of concrete 

overlays that improve their reliability, 

viability, and cost-effectiveness. 

Improved guidelines and design 

procedures for the several activities 

involved with restoring and 

preserving existing concrete 

pavements, resulting in improved 

decisionmaking for potential CPR 

projects in terms of selecting 

needed treatments (such as DBR), 

predicting remaining life, and 

further validating CPR as a reliable 

alternative. 

DG 3.6. Optimizing 

Procedure for New 

Design and Future 

Maintenance and 

Rehabilitation Capable of 

Minimizing Total Life 

Cycle Costs, Lane 

Closure Time, and Other 

Design Goals over the 

Range of Design Life 

(see Track 2) 

$1 M–$2 M A comprehensive system that, for a 

given design project, analyzes a 

number of alternative initial designs, 

future preservation treatments, and 

rehabilitation options, and determines 

the optimum combination to minimize 

life cycle costs, initial construction 

cost, or lane closure time, and to 

address other needs of the designer. 

Such a system could handle varying 

design lives from 8 to more than 60 

years. 

New and innovative design options 

that will improve options for the 

design to consider and provide more 

cost effective and reliable concrete 

pavement designs. 

EA 5.1. High-Speed, In 

Situ PCC Pavement 

Breakup, Removal, and 

Processing (see Track 5) 

$2 M–$5 M Equipment for high-speed, one-pass, in 

situ breakup, removal, and processing 

of PCC pavement. 

Equipment that will permit old 

concrete pavement to be broken up, 

removed, and processed in place, 

allowing the concrete material to be 

recycled into base material or new 

concrete and significantly reducing 

or even eliminating waste material. 
Cross-Reference Tables 412 

 

Table B. Concrete pavement maintenance and rehabilitation, continued. 

Problem Statement Estimated 

Cost Products Benefits 

EA 5.2. Recycled 

Concrete Processing/ 

Improvement (see Track 

5) 

$1 M–$2 M Equipment and recommendations for 

separating crushed concrete into usable 

materials. 

Equipment that will separate 

crushed concrete properly into 

materials that can be used for new 

concrete, minimizing or eliminating 

waste from reconstructed concrete 

pavements. 

EA 5.3. High-Speed, In 

Situ, One-Pass, Full 

Concrete Pavement 

Reconstruction (see 

Track 5) 

$2 M–$5 M New equipment for one-pass pavement 

reconstruction. 

Equipment that permits one-pass 

concrete pavement reconstruction, 

including breaking up, removing, 

and processing the old pavement, 

and placing the new pavement using 

recycled materials from the old 

pavement; expedited pavement 

reconstruction with no waste 

generated. 

EA 6.2. Automated 

Concrete Pavement 

Crack Sensing and 

Sealing (see Track 5) 

$500 k–$1 M Automated crack sensing and crack 

sealing equipment/vehicle. 

Automated concrete pavement 

crack sensing and crack sealing 

equipment that requires less labor, 

minimal traffic control, and 

provides a safer working 

environment for crack sealing. 

EA 6.3. Fully Automated 

Concrete Pavement 

Restoration Equipment 

(see Track 5) 

$1 M–$2 M Fully automated one-pass DBR and 

patching equipment. 

Fully automated DBR and patching 

equipment that will expedite CPR 

processes, requiring less labor and 

lowering costs. 

IJ 2.2. Development of 

Innovative Ways for 

Detecting Joint 

Deterioration in New and 

Older Pavements (see 

Track 6) 

$1 M–$1.5 M Validated and implementable procedures 

and guidelines for rapidly and reliably 

evaluating existing concrete pavement 

joints to determine preservation and repair 

treatments as well as structural and 

functional condition. 

Procedures to evaluate and 

recommend preservation and repair 

actions for existing joints. 

RC 2.2. Precast Concrete 

Pavements for Slab 

Replacement (see Track 

7) 

$500 k–$1 M Design standards, specifications, and best 

practice guidelines for using precast 

concrete in full-depth slab replacement. 

Best practice guidelines for using 

precast panels in full-depth slab 

replacement. 

RC 2.4. Precast Joints for 

Joint Replacement (see 

Track 7) 

$500k–$1 M Design standards, specifications, and best 

practice guidelines for using precast 

panels for joint replacements. 

Best practice guidelines for using 

precast concrete panels for joint 

replacement. 

RC 3.4. Accelerated 

Concrete Pavement 

Restoration Techniques 

(see Track 7) 

$500 k–$1 M Best practice guidelines for accelerated 

CPR techniques. 

Best practice guidelines for 

accelerated CPR techniques. 
 413 Cross-Reference Tables 

Table B. Concrete pavement maintenance and rehabilitation, continued. 

Problem Statement Estimated 

Cost Products Benefits 

LL 1.3. Strategic 

Application of 

Preservation Treatments 

to Preserve Long Life 

Concrete Pavement (see 

Track 8) 

$500 k–$700 k Recommendations on the type, design, 

construction, and optimum application 

timing of restoration or rehabilitation 

treatments for extending pavements 

service life or indefinitely preserving 

the original pavement structure. 

Recommendations on the optimum 

application timing of restoration or 

rehabilitation treatments that will 

extend pavement service life or 

indefinitely preserve the original 

pavement structure; a tool for 

practicing engineers to use in 

designing long life, cost effective 

concrete pavements with minimal 

restoration. 

PP 2.1. Guidelines for a 

Supplemental Pavement 

Management System and 

Feedback Loop for 

Continuous Concrete 

Pavement Improvements 

(see Track 10) 

$500 k–$750 k Guidelines for developing a 

supplemental PMS that includes design, 

construction, materials, and 

rehabilitation data in a format conducive 

to engineering decisionmaking. 

PMS that provide sufficient 

information for improving design, 

construction, materials, and 

rehabilitation; guidelines that 

produce information sufficient for 

key engineering decisions. 

PP 2.2. Advancements in 

Forensic Analysis of 

Concrete Pavements (see 

Track 10) 

$500 k–$750 k A state-of-the-art forensic study manual. Forensic analysis that could be tied 

with the determination of remaining 

life to develop criteria for selecting 

appropriate rehabilitation and 

pavement strengthening actions to 

extend the existing pavement 

performance life.

BE 2.2. The Economic 

and Systemic Impacts of 

Concrete Pavement Mixof-Fixes Strategies (see 

Track 11) 

$250 k–$500 k Advanced mix-of-fixes strategies that 

address a variety of performance and 

budget requirements; demonstration of 

the need to develop additional concrete 

pavement products that meet price and 

performance criteria. 

Quantifications of a reasonable 

percentage of concrete pavement 

work with service life needs 

anywhere from 10 to 60 years. 

AM 1.1. Flexible 

Cementitious Overlay 

Materials (see Track 12) 

$500 k–$1 M Specifications, design criteria, and 

construction procedures for flexible 

cementitious overlays. 

New, more durable overlay material 

that is not as susceptible to rutting 

and shoving as asphalt and can be 

placed in thin, flexible layers. 
Cross-Reference Tables 414 

 

Table C. Environmental concrete pavement advancements. 

Problem Statement Estimated Cost Products Benefits 

MD 3.5. Functional PCC 

Pavement Models 

Adaptation (see Track 1) 

$250 k–$500 k Thoroughly documented models, 

also in computerized form, that can 

be used to predict the functional 

performance (e.g., smoothness) of a 

concrete pavement as a function of 

mix properties. 

Functional models predicting the linkage 

between concrete pavement function 

(e.g., smoothness, safety, noise) and mix 

properties in the mix design system; 

supplements for other ongoing efforts to 

develop these models. 

ND 2.11. Tire-Pavement 

Noise Sensing (see Track 

3) 

$500 k–$1 M Equipment for predicting pavement 

noise characteristics during 

construction. 

Prediction of tire-pavement noise 

potential during construction, allowing 

surface textures to be corrected while the 

concrete is still plastic and automatic 

adjustments to the surface texturing 

process to meet the tire-pavement noise 

restrictions; as-constructed pavements 

that meet stringent tire-pavement noise 

restrictions without the need for 

additional noise mitigation. 

EA 5.1. High-Speed, In 

Situ PCC Pavement 

Breakup, Removal, and 

Processing (see Track 5) 

$2 M–$5 M Equipment for high-speed, one-pass, 

in situ breakup, removal, and 

processing of PCC pavement. 

Equipment that will permit old concrete 

pavement to be broken up, removed, and 

processed in place, allowing the concrete 

material to be recycled into base material 

or new concrete and significantly 

reducing or even eliminating waste 

material. 

EA 5.2. Recycled 

Concrete Processing/ 

Improvement (see Track 

5) 

$1 M–$2 M Equipment and recommendations 

for separating crushed concrete into 

usable materials. 

Equipment that will separate crushed 

concrete properly into materials that can 

be used for new concrete, minimizing or 

eliminating waste from reconstructed 

concrete pavements. 

RC 2.5. Precast Quiet 

Pavement Surfaces (see 

Track 7) 

$500 k–$1 M Recommendations for noisereducing techniques for precast 

concrete pavement surfaces. 

Exploration of noise-reducing techniques 

that may not be viable for conventional 

concrete pavements but that can be 

incorporated into precast concrete 

pavements. 

LL 1.1. Identifying Long 

Life Concrete Pavement 

Types, Design Features, 

Foundations, and 

Rehabilitation/ 

Maintenance Strategies 

(see Track 8) 

$800 k–$1.2 M Feasible pavement strategies and 

promising features for providing 

long life for each type of concrete 

pavement selected; case studies of 

past long life concrete pavements. 

Feasible pavement strategies for 

providing long life that will provide input 

throughout track 8 (Long Life Concrete 

Pavements). 

BE 2.1. Achieving 

Sustainability with 

Concrete Pavements (see 

Track 11) 

$500 k–$750 k Macroanalysis of whole-life factors 

related to concrete pavements. 

A study of the broader issues associated 

with cement, aggregate, construction, 

rehabilitation, and concrete pavement 

salvaging that allows policymakers and 

engineers to examine the full societal 

value of concrete pavements and 

recommend improvements. 
 415 Cross-Reference Tables 

Table C. Environmental concrete pavement advancements, continued. 

Problem Statement Estimated Cost Products Benefits 

BE 5.1. The Impact of 

Concrete Pavement 

Reflectance, Absorption, 

and Emittance on the 

Urban Heat Island Effect 

(see Track 11) 

$250 k–$500 k A report detailing the impact of the 

reflectance of various concrete 

pavement types on the heat island 

effect. 

An examination of existing efforts to 

understand and reduce the heat island 

effect to determine their applicability to 

concrete pavements and help determine 

the impact of concrete pavements on the 

heat island effect, as well as the costs 

associated with reducing the effect. 

AM 3.1. Cement 

Containing Titanium 

Dioxide (see Track 12) 

$100 k–$250 k Recommendations for the use of 

cement containing titanium dioxide 

in concrete paving mixes. 

Concrete pavements containing titanium 

dioxide that potentially can remove 

certain VOCs from the air, helping to 

reduce air pollution in urban areas. 

AM 3.2. Sulfur Concrete 

(see Track 12) 

$100 k–$250 k Recommendations for using sulfur 

concrete in paving applications. 

Sulfur concrete that consists of 100 

percent recycled material, made from 

byproducts of electricity production and 

petroleum refinement; a dense, acidresistant material that may have 

applications for concrete paving. 

AM 3.3. Increased 

Percentages of Reclaimed 

Asphalt Pavement as an 

Aggregate for Concrete 

Paving Mixtures (see 

Track 12) 

$1 M–$2 M Recommendations for using RAP as 

an aggregate for concrete paving 

mixes. 

RAP in concrete paving mixes, reducing 

the amount of RAP that must be 

disposed, as well as reducing the demand 

for virgin aggregate for concrete 

pavements. 

AM 3.4. Mix Design 

Considerations with 

Recycled Concrete 

Aggregate (see Track 12) 

$1 M–$2 M Recommendations for using 

recycled concrete as aggregate in 

new pavement construction. 

Recycled concrete for aggregate in new 

concrete pavements, reducing the amount 

of reclaimed concrete pavement that must 

be disposed, as well as the demand for 

virgin aggregate in concrete pavements. 

AM 3.5. Acceptance 

Criteria for Using 

Recycled Aggregate (see 

Track 12) 

$500 k–$1 M Recommendations for acceptance 

criteria and test procedures for 

recycled aggregate and concrete 

made with recycled aggregate. 

Established acceptance criteria and test 

procedures for recycled aggregate in new 

concrete pavements to promote the use of 

recycled aggregates, thereby reducing the 

demand for virgin aggregate for new 

construction. 

AM 3.6. Waste Materials 

in Concrete Mixes (see 

Track 12) 

$1 M–2 M Recommendations (proportions and 

limits) for the use of waste materials 

in concrete paving mixes. 

Use of waste materials in concrete mixes, 

reducing the amount of waste materials 

and the demand for cement (which must 

be produced), while producing a better 

concrete mix. 

AM 3.7. Ecocement for 

Concrete Mixes (see 

Track 12) 

$100 k–250 k Recommendations for the 

production and use of Ecocement in 

the United States. 

Ecocement that is produced during the 

incineration of solid waste and sewage 

sludge, reducing the amount of waste, 

while reducing the amount of cement 

required for concrete paving mixes, 

resulting in a faster setting concrete mix. 

AM 3.8. Polymer 

Concrete Made from 

Recycled Plastic Bottles 

(see Track 12) 

$100 k–250 k Recommendations for using 

polymer concrete for paving 

applications. 

Polymer concrete that results in a more 

durable pavement or pavement overlay, 

making use of recycled plastic bottles and 

reducing the demand on landfills. 
 
 417 References 

REFERENCES 

 

1 Mechanistic-Empirical Pavement Design Guide, National Cooperative Highway Research Program, 1–

37A, draft, March 2004.

 

2 AASHTO Pavement Design Guide, American Association of State Highway and Transportation 

Officials, Washington, DC, 1986. 

3

 “Concrete Pavement Joints: Technical Advisory,” T 5040. 30, Federal Highway Administration, 

November 30, 1990, p. 1 (http://www.fhwa.dot.gov/legsregs/directives/techadvs/504030a.htm). 

4

 Yu, H.T., K.D. Smith, M.I. Darter, J. Jiang, and L. Khazanovich, Performance of Concrete Pavements, 

Volume III: Improving Concrete Pavement Performance, FHWA-RD-95-111, Federal Highway 

Administration, Washington, DC, 1997. 

5 Concrete Pavement Evaluation System, National Cooperative Highway Research Program, NCHRP 1–

19, Transportation Research Board, National Research Council, Washington, DC, 1984. 

6

 “Commercialization and Licensing Opportunity: Chemically Bonded Ceramic,” Argonne National 

Laboratory, Argonne, IL, June 12, 2003 (http://www.techtransfer.anl.gov/techtour/ceramicrete.html). 

7

 Hoff, G., “Internal Curing of Concrete Using Lightweight Aggregate,” CANMET/American Concrete 

Institute International Conference, Thessaloniki, Greece, June 1–7, 2003. 

8

 Dhir, R.K., P.C. Hewlett, and T.D. Dyer, “Influence of Microstructure on the Physical Properties of 

Self-Curing Concrete,” ACI Materials Journal, American Concrete Institute, September/October 1996, 

pp. 465–472.