Georgia Long-Term Pavement Performance (GALTPP) Program and Identifying the Potential For Using MEPDG For Characterization Of Non-Standard Materials and Methods, Phase 2

The Georgia Department of Transportation (GDOT) has initiated a Georgia long-term pavement performance (GALTPP) program to provide data for the calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) and to monitor sites for evaluating the effect of various materials and treatment methods on pavement performance. Phase 2 of the project has 1) expanded the GALTPP database with concrete pavement sites used in the local calibration of the MEPDG, 2) identified and managed special test sites of GDOT’s interest, 3) documented and analyzed the data collected from the cold in-place recycling (CIR) and open-graded interlayer (OGI) test sites on State Route 16, and 4) conduct the soil cement pavement performance analysis by comparing the observed pavement performance and the predicted pavement performance. First, the tables and fields for concrete pavement were designed and populated in the GALTPP database. Concrete pavement data collected by ARA from the Georgia calibration (GaCal) sites were acquired, processed, and populated into the corresponding tables designed in the GALTPP database. Second,eighty-seven special test sites, including selected soil cement sites, cold in-place recycling (CIR), open-graded interlayer (OGI), micromilling and thin overlay, etc.,were identified, georeferenced,and entered into the GALTPP database. Third, the CIR and OGI test sites on State Route 16 were documented,and the performance prior to the treatment was analyzed using historical COPACE. Finally, the soil cement pavement performance was analyzed using historical COPACES data and compared to the predicted pavement performance predicted by the using the MEPDG. The results show fair correlation between the predicted and measured fatigue cracking (R2 = 0.92). The MEPDG mostly overpredicts transverse cracking when the observed cracking is less than 1500 ft per mile and underpredicts when the observed cracking is greater than 1500 ft per mile. The latter case occurs because the MEPDG predicts the maximum transverse cracking at about 1500 ft per mile.


  • English

Media Info

  • Media Type: Digital/other
  • Edition: Final Report
  • Features: Appendices; Figures; Maps; Photos; References; Tables;
  • Pagination: 128p

Subject/Index Terms

Filing Info

  • Accession Number: 01705287
  • Record Type: Publication
  • Report/Paper Numbers: FHWA-GA-19-1724, 17-24
  • Contract Numbers: PI#0015304
  • Created Date: May 16 2019 12:52PM