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Federal Highway Administration Research and Technology
Coordinating, Developing, and Delivering Highway Transportation Innovations

This report is an archived publication and may contain dated technical, contact, and link information
Publication Number: FHWA-RD-98-155
Date: FEBRUARY 1999

Volume 1: Practical Guide, Final Report and Appendix A

Under this research project, the prototype PRS (developed under previous FHWA research) was revised and expanded to make it more practical.(1,2,3)   Different implementation levels of the PRS were defined (Levels 1, 2, and 3), with the simplified PRS (Level 1) designed to be immediately implementable.  This report (four volumes) was offered as a practical guide to using the revised prototype PRS (included as appendix A in this volume) for the acceptance of JPCP lots.  It discussed all aspects of the research, including the step-by-step procedures for developing and using the PRS, results of demonstrations of the PRS methodology (see volume II), explanations of supplementary laboratory and field studies (see volume III), and the user guide for the revised PaveSpec 2.0 PRS demonstration software (see volume IV).   Based on the research conducted under this project, the following conclusions and recommendations have been compiled.


    1. Concrete strength testing (relationships between flexural and compressive strength and other tests, maturity methods, and the prediction of 28-day strengths from early age strengths at 3 to 5 days).
    1. An investigation of testing and construction variability.
    1. Correlation of concrete consolidation at dowels and measured load transfer.
    1. Pay factors increased as the quality of the measured AQC mean improved.
    1. At a given AQC mean, pay factors increased as the measured AQC standard deviation decreased.
    1. Pay factor curves generally became flatter as traffic level increased.

A complete summary of these results is included in appendix B (volume II).


    1. Improved user cost models are clearly needed in PRS.  The existing user cost models need updating and do not include traffic delay costs from lane closures for M & R.
    1. Improved distress and roughness prediction models are needed.  Those in PaveSpec 2.0 are the best available at this time, but they certainly could be improved upon given the extent of LTPP data now available.
    1. Additional AQC’s could be included to make PRS more comprehensive.   These could include joint sawing depth, surface texture, concrete mixture components (cement, aggregates, etc.), and improved ways to measure early strength.   In addition, inclusion of base course quality, subgrade quality, and shoulders would be valuable to PRS.
    1. Additional pavement types: continuously reinforced concrete pavement, jointed reinforced concrete pavement, and unbonded concrete overlays.
    1. Development of more rapid, nondestructive testing for concrete strength measurement.