Deploying Research in the Region II States S uccessful Methods to Implement Results

1. Deploying Research in the Region II States Successful Methods to Implement Results Tuesday July 27, 2010 Moy Biswas North Carolina

2. Front End Implementation • Only upon repeated insistence(i.e., 2x4) of customers, should a project be started • Research Projects are Selected Rigorously Based on Need and Urgency • Primary user serves as the Chair of the project Steering & Implementation Committee (StIC) • Supporting users serve as Members • Senior Manager Champions serve as Friends • FHWA & other agency people are included

3. ALABAMA DEPARTMENT OF TRANSPORTATION RECALIBRATION OF THE ASPHALT LAYER COEFFICIENT DAVID TIMM, PHD, P.E. KENDRA P. DAVIS

4. Main Objectives Using 1993 AASHTO method for flexible pavement design:Determine the sensitivity of the layer coefficient on the resulting HMA thickness. Recalibrate the layer coefficient for newer HMA mixes, and compare that value to the currently used layer coefficient of 0.44.

5. 2003 and 2006 Test Data from the NCAT Test Track Structural Study used to achieve the objectives

6. It was determined that the layer coefficient be recalculated to provide the greatest potential savings in HMA thickness using advance construction methods, gradation requirements, paving materials, and the results from the AASHTO Road Test . Instead of 0.44, the calculated layer coefficient was 0.54. The 0.54 layer coefficient results in a 18% layer thickness reduction.

7. Implementations of Results August 11, 2009 - ALDOT requests approval from FHWA DA to use the 0.54 layer coefficient on binder and wearing layer designs September 10, 2009 - FHWA DA granted approval to use 0.54 as layer coefficient on binder and wearing layer designs with the exception of OGFC layers September 17, 2009 - ALDOT Directive sent to all Division Engineers to use 0.54 as layer coefficient on binder and wearing layer designs, starting January 2010 with the exception of OGFC layers

8. Estimated ALDOT Projects Cost Savings Estimated HMA tonnage that would have been awarded in projects to date, if the 0.44 layer coefficient was used: 2,064,508 Tons Actual total HMA tonnage awarded in projects to date using the 0.54 layer coefficient : 1,749, 583 Tons Estimated reduction in HMA tonnage as a result of using the 0.54 layer coefficient: 314,925 Tons Estimated cost savings to date : $ 22,740,734

9. Technical Contact (PI) – David Timm, PHD, P. E. (334) 844 – 6282 timms@auburn.edu ALDOT Contact – Jeffrey W. Brown (334) 353- 6940 brownje@dot.state.al.us

10. North Carolina DOTPavement PreservationChip Seal Research Projects Aggregates (2004) – Optimizing Gradations Rolling (2006) – Quantifying the Benefits of Improved Rolling Emulsion (2007) – Analysis of Polymer Modified Emulsions Completed Ongoing • Mix Design (2008) – New Chip Seal Mix Design Method • FieldQC Test (2009) – Field Testing System for Chip Seal • Fog Seal (2010) – Fog Seal Effectiveness for Chip Seal • High Volume Application(2011) Use of Chip Seals to High Volume Roads by Using Polymer-Modified Emulsions

11. Chip Seal Specimen Fabrication Using Mini-scale Chip Seal Spreader

12. Third Scale Model Mobile Loading Simulator (MMLS3)

13. Laser, PATTI, Digital Imaging

14. Key Implementation Points Aggregate Rolling • Use of Pneumatic tire roller and combination rollers • Optimal number of rolling coverages of three • No rolling required for the bottom layer of triple seal • Recommended Rolling Protocols: • Two roller case: Two combination rollers side-by-side • Three roller case: Two pneumatic tire rollers side-by-side followed by one combination roller Importance of uniform gradation Fine content less than 1.5%

15. Combination Roller

16. Key Implementation Points – Cont’d Emulsion Use of polymer modified emulsion (PME) strongly Excellent aggregate retention, bleeding, and rutting performance of PME chip seals Excellent aggregate retention performance of PME chip seals at low temperatures Life Cycle Cost Analysis shows PME to be cost effective on condition that the service life of the PME is two years longer than that of an unmodified chip seal.

17. Louisiana DOTDComparative Evaluation of Subgrade Resilient Modulus Mr,fromNon-Destructive, In-situ, and LaboratoryMethods LTRC Contact: Mark Morvant / Doc Zhang • Performed field and Laboratory tests • Used four soil types • @ different moisture-dry unit weights • Nine construction projects

18. Louisiana DOTDField Tests • DCP • CIMCPT • FWD • Dynaflect

19. Louisiana DOTDOutcome • Incorporate in the LADOTD design manual • Verification through field projects

20. Kentucky Transportation CabinetBridge Strengthening withPost Installed Shear Studs Contact: Jamie Bewley-Bird • Existing bridge non-composite single span steel girder • Installed Adhesive Anchor shear studs to obtain partial composite action • Minimum traffic disruption • From HS12, Load rating increased to HS33

21. North Carolina DOTPlacement of Detection Loops on High Speed Approaches to Traffic Signals

22. Research Objectives • Investigate best practices, theories and trends • Using simulation, model various detection loop placements • Field evaluate alternative vehicle detection loop placements

23. Best Available Technology Appears to be the D-CS Software Developed by Jim Bonneson at TTI

24. Existing Controller Cabinet Modified to Incorporate D-CS Software

25. Results of Field Evaluation of Various Technologies Probabilities of No Vehicles in Dilemma Zones • In addition to reducing incidence of vehicles in the dilemma zone, the D-CS controller reduced the average delay time for opposing traffic all five simulated sites

26. Implementation • The North Carolina Department of Transportation is currently in discussions with current controller software provider about the price of incorporating D-CS software into the next version of their existing controller software package