Implementation of the AASHTO Mechanistic-Empirical Pavement Design Guide and Software (2014) / Chapter Skim
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Pages 29-41
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29 INTRODUCTION During the development of the design procedure and with the release of the MEPDG and accompanying software, transportation agencies have been confronted with determining and defining data needs; determining applicability and use of the design procedure for the highway network; evaluating the sensitivity of the performance prediction based on material, traffic, and climatic inputs; and calibrating of the performance prediction models to local conditions. Much of this effort has been documented through various agency and national research studies.
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30 In general, the implementation plan included the following (Nantung et al.
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31 During 2009, Indiana DOT conducted an MEPDG analysis of more than 100 pavement sections, which included all new pavement designs and all existing pavement designs that had yet to be awarded for structural adequacy before construction (Nantung 2010)
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32 option at the start of the software program and then selects the needed climate, material, and traffic data for import into the analysis project. The pavement performance library, which contains agency-measured pavement performance data, was used for performance prediction verification.
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33 • Know the details of the agency standard specifications. Indiana DOT has based most of the material inputs for Level 2 and Level 3 on the standard specification requirements for construction quality control and quality assurance.
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34 In 2005, Missouri DOT released the ME Design Manual, which provides details related to pavement design life, distress threshold values, reliability levels, and input values for traffic, pavement structure, and materials (MODOT 2005)
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35 is shown in Table 34. Each test section was 500 ft long.
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36 and reflective cracking reflect Missouri conditions; local calibration was required for transverse cracking, rut depth (asphalt and total)
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37 ings resulting from more economical designs, improved characterization of local materials, existing pavement layers and traffic, and improved confidence in distress prediction. OREGON DEPARTMENT OF TRANSPORTATION Oregon DOT manages and maintains a highway network of 18,606 lane-miles, and includes 3,126 lane-miles of interstate routes, 7,267 lane-miles of non-interstate NHS routes, and 8,213 lane-miles of non-NHS routes (BTS 2011)
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38 axles per truck, and average individual axle spacing. However, the axle group categories are not combined because each virtual truck classification has a distinct distribution of tandem, tridem, and quad axles.
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39 Additional Work to Justify Implementation The Pavement Design Unit is currently evaluating the benefits of expanding the use of the MEPDG for the design of all new construction and rehabilitated asphalt pavements. SUMMARY This chapter described the successful MEPDG implementation efforts of three state highway transportation agencies.
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40 prediction model to local conditions. When the MEPDG performance prediction model did not adequately represent measured conditions, the agency recalibrated the performance prediction model.
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41 be required for the ME design process, MEPDG, and software. In addition, it will be necessary for agencies to determine MEPDG-specific details, such as threshold criteria and reliability levels, input levels, materials and traffic inputs, and applicability of predicted performance to field conditions.
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