Field Sample and Test MDOT PMS Sections with SMA and Semi-Rigid LTPP Sections

The total number of sites required to locally calibrate the transfer functions in the AASHTOWare Pavement ME Design (PMED) software for both flexible and semi-rigid pavements was estimated in accordance with the 2010 AASHTO Local Calibration Guide. Both LTPP and non-LTPP sites located in Mississippi were included to estimate the precision and eliminate any bias of the MEPDG transfer functions relative to Mississippi’s materials, local conditions, and operational policies. The Mississippi LTPP test sections were identified as priority sites, because the time-series performance, materials, traffic, and other data was readily available for these test sections. Eleven LTPP semi-rigid pavement sections were included in the experimental factorial However, the LTPP database for test sections with cementitious stabilized material layers do not contain material properties for this type layer (Von Quintus, et. al.). In this study the CONSULTANT shall field sample the cementitious stabilized layer(s) in each of these 11 sections and then in the laboratory test the cored samples for required inputs to PMED. Sixty four non-LTPP test sections were originally included to provide requisite data for locally calibrating the performance models in PMED and this work is being performed via MDOT SS No. 263. However, at the time this list of 64 sections was developed, MDOT had just started using stone matrix asphalt (SMA) in pavement construction so no sections with SMA having any performance history was available for use in local calibration. Further, open graded friction courses were not being used in Mississippi at that time. However, both types of mix are now used extensively within the State. In this study the CONSULTANT shall field sample multiple test sections of SMA both with and without OGFC to include pavement sections with these type mixes in the experimental factorial for local calibration of the PMED models. MDOT SSs No. 287 and No. 307 are demonstrating the potential use of ground penetrating radar (GPR) in evaluating the causal mechanisms for surface manifesting cracks and as a tool for identifying distresses occurring within a pavement structure that have not yet manifested at the surface. In this study the CONSULTANT shall use GPR on the SMA test sections both with and without OGFC to further demonstrate use of GPR with the end goal of possibly incorporating GPR in future pavement rehabilitation projects as a diagnostic tool. It is envisioned that use of GPR will enable better pavement rehabilitation designs that address the causal mechanisms of distresses within a pavement structure.