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Publication Number: FHWA-HRT-04-079
Date: July 2006

Seasonal Variations in The Moduli of Unbound Pavement Layers

Appendix H: Trial Application Results Obtained With Two-Date Section/Layer-Specific Models

Figure 65. Section 040113 (Arizona) E versus E predicted for section-specific models based on data for two test dates

Figure 65. Graph. Section 040113 (Arizona) E versus E subscript predicted for section-specific models based on data for two test dates. The backcalculated modulus is graphed on the horizontal axis from 0 to 200 megapascals. The predicted modulus is graphed on the vertical axis from 0 to 200 megapascals. There are three layers: layers 2, 3, and 4. The subgrade error is at a minimum confidence of 95 percent and the base error is at the maximum confidence of 95 percent. All three layers are within the base error band. Layer 3 is plotted on backcalculated modulus of 70-100 megapascals and predicted modulus of 60-100 megapascals. Layer 2 is plotted with backcalculated modulus 100-180 megapascals at predicted modulus of 80-150 megapascals. Layer 4 is plotted between backcalculated modulus of 80-100 and 145-175 megapascals at the predicted modulus of 110-175 megapascals.

Figure 66. Section 091803 (Connecticut) E versus E predicted for section-specific models based on data for two test dates

Figure 66. Graph. Section 091803 (Connecticut) E versus E subscript predicted for section-specific models based on data based on two test dates. The backcalculated modulus is graphed on the horizontal axis from negative 50 to positive 450 megapascals. The predicted modulus is graphed on the vertical axis from negative 50 to positive 450 megapascals. There are three layers: layers 2, 3, and 4. The subgrade error is at a minimum confidence of 95 percent and the base error is at the maximum confidence of 95 percent. Layer 2 is plotted within backcalculated modulus of 130-350 megapascals at predicted modulus of 150-225 megapascals. Layer 3 is scattered between backcalculated modulus of 145-265 megapascals at predicted modulus of 100-325 megapascals. Layer 4 is clustered between backcalculated modulus of 250 to 400 megapascals and 200-450 predicted.

Figure 67. Section 271018 (Minnesota) E versus E predicted for section-specific models based on data for two test dates

Figure 67. Graph. Section 271018 (Minnesota) E versus E subscript predicted for section-specific models based on data for two test dates. The backcalculated modulus is graphed on the horizontal axis from 0 to 350 megapascals. The predicted modulus is graphed on the vertical axis from 0 to 350 megapascals. There are three layers: layers 2, 3, and 4. The subgrade error is at a minimum confidence of 95 percent and the base error is at the maximum confidence of 95 percent. Layer 4 has a few plots overlapping each other on backcalculated and predicted modulus of 35 megapascals. Layer 3 has a few plots between backcalculated modulus of 160-200 megapascals at predicted modulus of 160-180 megapascals. Layer 2 has a few plots scattered between backcalculated modulus of 130-280 megapascals and predicted modulus of 150-200 megapascals. Layers 3 and 4 are plotted within the subgrade error band. Layer 2 is within the base error band.

Figure 68. Section 481077 (Texas) E versus E predicted for section-specific models based on data for two test dates

Figure 68. Graph. Section 481077 (Texas) E versus E subscript predicted for section-specific models based on data for two test dates. The backcalculated modulus is graphed on the horizontal axis from 0 to 600 megapascals. The predicted modulus is graphed on the vertical axis from 0 to 600 megapascals. There are two layers: layers 2 and 3. The subgrade error is at a minimum confidence of 95 percent and the base error is at the maximum confidence of 95 percent. Layer 2 is scattered between backcalculated modulus of 125-340 megapascals at 100-180 megapascals. Layer 3 is loosely scattered between backcalculated modulus of 210-500 megapascals at predicted modulus of 220-600 megapascals. Layer 2 has a stronger correlation between predicted and backcalculated modulus and remains within the base error band.

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The Federal Highway Administration (FHWA) is a part of the U.S. Department of Transportation and is headquartered in Washington, D.C., with field offices across the United States. is a major agency of the U.S. Department of Transportation (DOT). Provide leadership and technology for the delivery of long life pavements that meet our customers needs and are safe, cost effective, and can be effectively maintained. Federal Highway Administration's (FHWA) R&T Web site portal, which provides access to or information about the Agency’s R&T program, projects, partnerships, publications, and results.
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