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This report presents the appendices of the final report describing the study procedures and results of a research project conducted to develop a methodology for establishing resurfacing priorities for the pavement management system in Indiana. (Author)

This report describes a methodology for establishing resurfacing priorities at the network level that can be incorporated in the pavement management system of the Indiana Department of Highways. As a part of this methodology two optimization models were developed. As a companion tool a technique based on graphical approach was also proposed. The methodology was applied to the Indiana interstate highway network using 1982 as the base year. The results showed that Indiana's normal level of budget during the next five years can otimally resurface about 85 percent of the total center-line miles classified as deficient during this period. A sensitivity analysis on budget was also conducted. (Author)

A detailed analysis of maintenance requirements for pavements in Indiana under the present load limits and under suggested higher load limits has indicated that substantial increases in maintenance costs can be expected. This is verified by a search of available information published by other states under similar conditions. The estimated increase in maintenance cost for pavements can be expected to range between 10.67 and 12.24 million dollars annually in 1978 dollars. This will no doubt increase, depending largely upon the effect of the present energy shortage, particularly on the shortage of petroleum which will influence the cost of asphalt concrete. In the case of bridges, the conservative nature of the American Association of State Highway Officials design method minimizes the probability of increased costs required to strengthen bridges under new load limits. Increased costs resulting from damage to bridge decks are estimated to be from 2 to 3 million dollars.

This document idd the executive summary of the research conducted by the Joint Highway Research Project of Purdue University in cooperation with the Indiana Department of Highways on the development of a method for establishing resurfacing priorities for the pavement management system in Indiana. The first part of the project included a review of the pavement management concepts including a description ofexisting pavement management practices. In the second part, the performance factors related to pavement deterioration were identified, and the methology used for developing equivalent performance indices (EPI) for each performance factor was defined. The third part involved the details pertaining to the two pavement condition surveys conducted. The fourth part included the development of a methodlogy for constructing a performance function model. The fifth part of the project involved the development and application of two optimization models for the Indiana interstate highway network. (Author)

These are appendices that go with the report entitled, "Comparison of Different Methods of Measuring Pavement Conditions," which is summarized, as follows: This report presents the results of a field study of the precision of various roughometers and profilometers for predicting serviceability. Forty-five pavement sections of three types (flexible, rigid and overlay) were rated by a lay panel, the American Association of State Highway Officials (AASHO) Road Test panel and the Highway Research Board Committee on Pavement Condition Evaluation. These same pavements were evaluated using the roughness and profilometer equipment. Statistical relationships, following techniques adopted at the ASSHO Road Test, were developed between rating and objective measurements. The lay panel tended to rate the pavements higher than the professional panels. The results indicated little difference regarding the precision of the various instruments in so far as predicting serviceability is concerned. The data suggest that the Bureau of Public Roads (BPR) type roughometer can be used successfully for predicting serviceability. Data from this study were combined with those from the AASHO Road Test and serviceability equations were developed for these combined data on the basis of the Slope Profilometer. Correlations between roughometers and the Slope Profilometer were presented. Equations are presented which should permit engineers who have past records of roughometer readings to interpret these data in terms of Present Serviceability Indices.

The literature abounds with reports dealing with all phases of road engineering. It is true that major effort has gone into the study of roads and airports that carry high traffic volumes. Nevertheless, it is a known fact that there is a large mileage of roads on a world wide basis which carry far less than expressway volumes of traffic. This paper summarizes some concepts that have been developed relating to design of low volume roads. A great deal of attention has been directed in recent years towards the Systems Analysis approach to road design. This paper presents a discussion of the sensitivity of traffic, materials, and stage construction. The basic philosophy behind the paper is that low cost roads should be designed on an "areal basis". This is true inasmuch as utilization of local materials and the establishment of design units for an area form the backbone of the decision-making process of design. Particular reference is made to use of stage construction and determination of subgrade properties based upon climatic and other environmental considerations of the area under consideration. It is brought out in the paper that some of the factors used in the analysis are relatively insensitive and therefore rough estimates of their effects are all that is needed in the planning process. Other factors, however, become relatively significant and must be determined with greater accuracy . Methods of estimating some of the parameters for design areas (or geographical units) are presented in the paper. The basic area design unit proposed by the authors is based on a number of factors including geology and soil type of the area, materials available for construction, climate, estimates of amount of traffic within a geographic area and others. In many respects, the delineation of a design unit is qualitative in that it requires a thorough understanding of many factors that are difficult to evaluate within the area. Similar areas require similar design parameters.

THIS PAPER PRESENTS THE RESULTS OF A LABORATORY INVESTIGATION OF THE BEHAVIOR OF THE AASHO ROAD TEST GRAVEL AND CRUSHED STONE MIXTURES SUBJECTED TO REPEATED LOADING. APPROXIMATING THOSE THAT WOULD BE FOUND IN THE BASE COURSE OF A HIGHWAY PAVEMENT. THE REPETITIVE LOADINGS WERE APPLIED WITH EQUIPMENT DEVELOPED IN THE LABORATORIES OF THE SCHOOL OF CIVIL ENGINEERING AT PURDUE UNIVERSITY. THE MATERIALS USED IN THE STUDY WERE OBTAINED FROM THE SITE OF THE AASHO ROAD TEST. THE GRAVEL AND CRUSHED STONE WITH GRAIN-SIZE DISTRIBUTION EQUAL TO THAT USED IN THE ROAD TEST AND COMPACTED TO THE MEAN DENSITY LEVELS FOUND IN THE FIELD WERE THE SUBJECT OF PRIMARY INTEREST. VARIATION IN PERCENT FINES AND DEGREE OF SATURATION WERE CONSIDERED TO HAVE A GREAT EFFECT ON THESE BASIC GRADATIONS. THEREFORE, THE PERCENT PASSING THE NO. 200 SIEVE WAS VARIED SO THAT THREE MIXTURES OF EACH MATERIAL WERE OBTAINED. THESE THREE MIXTURES WERE TESTED AT THREE LEVELS OF SATURATION. THE EFFECTS OF THESE VARIABLES ON THE DEFORMATION-REBOUND CHARACTERISTICS OF THE MATERIALS UNDER REPEATED LOADS WERE STUDUED. FROM THESE STUDIES, THE ADVANTAGES AND BASE COURSE MATERIALS, WERE FOUND AND ARE REPORTED IN DETAIL . ALSO, A COMPARISON BETWEEN THE LABORATORY AND FIELD PERFORMANCE OF THE TWO AASHO MATERIALS IS PRESENTED. /AUTHOR/

This paper presents a method for predicting the optimum initial service life and optimum periods of resurfacing for flexible pavements. The method is based on consideration of total pavement costs including the cost of initial construction, routine and major maintenance and increased road user costs resulting from the mainteance operations. Standard economic analyses techniques were used for determining the average annual cost of alternate designs. A modification of the Radzikowski model was used for estimating routine maintenance costs of flexible highway pavements. The pavement design method developed by the Corps of Engineers was utilized in estimating initial design as well as required major maintenance (resurfacing). A method was developed which presented an estimation of road user costs due to maintenance and resurfacing operations. Variables evaluated in this paper included: (1) subgrade type; (2) initial traffic volume; (3) rate of traffic growth; and (4) rate of interest on the investment. Solutions were made for both 2-lane and divided 4-lane highways. The results of the study are presented in the form of graphs which indicate the initial design period which results in least cost for combinations of the variables given. /AUTHOR/

Lime-fly ash stabilization of soil and subbases for secondary roads has attained considerable attention in recent years. In most cases higher compressive strengths and improved stability when tested in an immersed condition have been obtained when small amounts of lime and certain fly ashes are mixed with aggregates and soils. The present study was designed to investigate the value of a particular fly ash as a soil stabilizing agent. The evaluation included studies on properties of the materials used and studies of the effects of lime-fly ash additions on the compressive strength properties of two different types of soils, one a silty-clay soil and the other a granular soil.

This paper pertains to the use of small rotary diamond core drilling machines, power augers and electrical resistivity units when used as a team for the subsurface exploration in proposed highway cuts. Original subsurface data obtained on the Northeastern Extension of the Pennsylvania Turnpike System, extending from Philadelphia to Scranton, is compared to actual field conditions. A large number of shallow earth surface condition has been categorized into six basic groups, depending on the proportion of soil, unsound rock, sound rock and attitude of the rock. Sound rock is defined relative to a stable highway cut slope. The capabilities and advantages of each machine, primarily in locating the top of sound rock in each of the six basic groups, are presented. Methods of using power augers to obtain slope design and excavation data are given. A comparison is made of the time and cost of using the core drill, power auger and electrical resistivity equipment.

THE RESULTS OF A LABORATORY INVESTIGATION ARE REPORTED OF THE EFFECTS OF RATE OF STRAIN ON THE STRENGTH OF REMOLDED SOIL. TWO SOILS WERE SELECTED FOR PURPOSES OF THIS STUDY: (1) A CLAY DERIVED FROM LIMESTONE AND PEDOLOGICALLY CLASSIFIED AS FREDERICK, AND (2) A GLACIAL SILTY CLAY, PEDOLOGICALLY CLASSIFIED AS CROSBY, B HORIZON. THESE SOILS WERE SELECTED PRIMARILY ON THE BASIS OF THEIR DIFFERENCE IN PLASTICITY. RATE OF STRAIN WAS CONSIDERED THE MOST IMPORTANT VARIABLE AND IT WAS STUDIED FROM 0.55 IN./MIN. TO 1,780 IN./MIN. THE FACTORS OF MOISTURE CONTENT AND DRY DENSITY WERE ALSO OF PRIME IMPORTANCE. CONSEQUENTLY, THREE COMPACTIVE EFFORTS WERE USED AND SPECIMENS WERE MOLDED AND TESTED ON BOTH SIDES OF THE OPTIMUM MOISTURE CONTENT OF EACH COMPACTIVE EFFORT. THE UNCONFINED COMPRESSIVE STRENGTH TEST WAS USED AS A STRENGTH CRITERION AND THE EFFECT OF THE AFOREMENTIONED VARIABLES UPON THE ULTIMATE STRENGTH AND MODULUS OF DEFORMATION OF THE SAMPLES, AS DETERMINED BY THIS TEST, ARE REPORTED. /AUTHOR/

This report focuses on the design and development of a pressure sensitive cell and the use of this cell in making pressure measurements in homogeneous and two-layer model pavement systems. Pressures were measured under three different size plates, on a homogeneous compacted clay fill, and on the same fill when varying thicknesses of the upper portion of the clay had been replaced with a compacted crushed limestone base. These measured pressures have been compared with the theoretical pressures, as determined by the Boussinesq and the Burmister Methods. They have also been compared with pressure measurements made by the Corps of Engineers, at their Waterways Experiment Station. A fair correlation of measured and theoretical pressures has been made by using a modification of the Boussinesq method, called the Equivalent Plate Method. However, it is necessary to have the magnitude of the interface pressure to establish this correlation.

This report presents the results of a field study of the precision of various roughometers and profilometers for predicting serviceability. Forty-five pavement sections of three types (flexible, rigid and overlay) were rated by a lay panel, the AASHO Road Test panel and the Highway Research Board Committee on Pavement Condition Evaluation. These same pavements were evaluated using the roughness and profilometer equipment. Statistical relationships, following techniques adopted at the AASHO Road Test, were developed between rating and objective measurements. The lay panel tended to rate the pavements higher than the professional panels. The results indicated little difference regarding the precision of the various instruments in so far as predicting serviceability is concerned. The data suggest that the BPR type roughometer can be used successfully for predicting serviceability. Data from this study were combined with those from the AASHO Road Test and serviceability equations were developed for these combined data on the basis of the Slope Profilometer. Correlations between roughometers and the Slope Profilometer were presented. Equations are presented which should permit engineers who have past records of roughometer readings to interpret these data in terms of Present Serviceability Indices.

This paper pertains to the operation and use of diamond core drilling machines, power augers and electrical resistivity units for highway subsurface exploration. The use of these machines for investigating various types of shallow earth surface conditions is considered.

This paper summarizes the results of a laboratory study of the effects of a repetitive loading of selected combinations of subgrades and base courses.

The amount a pavement deflects determines, to a major extent, the potential structural performance of the pavement. Highway engineers have been measuring pavement deflection under various loading conditions for many years. The purpose of this paper to present a discussion of the factors which effect analysis of deflection measurements.

A statewide condition survey of continuously reinforced concrete (CRC) pavements was conducted in Indiana in 1972. The survey was statistically designed and the resulting data were analyzed by using a weighted least squares analysis of variance procedure. The results of the survey were used to evaluate the effects of subbase and subgrade type, the methods of paving, steel placement and steel fabrication, concrete slump and traffic on CRC pavement performance. The measure of performance was extent of failures, parallel cracks with less than 30 in. (76 cm) crack spacing, random cracks, spalled cracks and edge pumping. The results of the statistical analysis show that subbase type, the methods of steel placement and steel fabrication, concrete slump and traffic significantly influence CRC pavement performance. Gravel subbases showed poorer performance than crushed stone and bituminous stabilized subbases. Better performance was indicated where deformed wire fabric or loose bars were used as compared with the use of tied bar mats. Depressed steel resulted in superior performance than using steel preset on chairs. The data showed little difference between performance of pavements that were slipformed as compared to those which were side formed. Relative to good performance, an optimum range of concrete slump between 2.0 to 2.5 in. (5.0 to 6.5 cm) was indicated. It was further noted that distress of CRC pavements is associated with traffic. Most of the pumping was observed on pavements with gravel subbases though some pumping was also indicated where bituminous stabilized or crushed stone subbases were used.

This paper reports a portion of findings obtained from a continuing study of CRC (continuously reinforced concrete) pavements in Indiana. Results of an earlier statewide condition survey showed that subbase type, methods of fabrication and placement of steel reinforcement, concrete slump and traffic were significant contributors to CRC pavement performance. It was indicated that method of paving (slipformed vs side-formed) had little effect on pavement performance, while depressed steel resulted in better pavement condition than steel pre-set on chairs. Based on these results, a field investigation of CRC pavements was conducted. The purpose of this study was to evaluate, by means of physical tests, parameters that were found to contribute significantly to CRCP (continuously reinforced concrete pavement) performance in the condition survey. The results reported in this paper were obtained from a comparative statistical analysis of properties of failed locations with good locations within test sections showing poor performance. The analysis was based on data obtained from 15 CRCP test sections showing significant distress as indicated by a breakup or a patch. Test locations in good condition had subbases with higher stability as evaluated by a static penetrometer test. Pavement failures were observed to be correlated with relatively low bulk density and modulus of elasticity of concrete. No significant difference In splitting tensile strength of concrete was Indicated between good and failed locations. Relative to uniformity of concrete properties above and below the steel reinforcement, no significant difference was shown In the analysis. Higher pavement deflections, wider crack widths and non-uniform crack patterns were associated with failed pavement condition.

THE AREA OF STUDY CHOSEN FOR THIS PROJECT WAS COMPACTION CONTROL OF SUBBASE AND SUBGRADE ELEMENTS AS USED UNDER RIGID PAVEMENTS. THREE PROJECTS OF EACH WERE SELECTED FOR INVESTIGATION IN INDIANA. THE OBJECTIVE WAS /1/ TO GATHER DATA TO DETERMINE WHAT LEVEL OF COMPACTION WAS ACTUALLY BEING ACHIEVED UNDER PRESENT CONSTRUCTION PRACTICES BY STUDYING THE VARIABILITY IN COMPACTION AND THE FACTORS CAUSING THE VARIABILITY, AND /2/ TO DETERMINE HOW A STATISTICAL QUALITY CONTROL MIGHT BE DEVELOPED FROM THESE DATA. TO ASSURE A REALISTIC ESTIMATE OF THE TRUE LEVEL OF COMPACTION, ONE HUNDRED FIELD DENSITY TESTS WERE PERFORMED FOR EACH PROJECT BY SELECTING TEN UNITS OF CONSTRUCTION OF EQUAL SIZE AND MAKING FIVE RANDOMLY REPLICATED DENSITY TESTS IN EACH. REFERENCE VALUES FOR PERCENT COMPACTION WAS THE USE OF ONE-POINT FIELD COMPACTION TEST IN CONJUNCTION WITH A FAMILY OF TYPICAL CURVES. RESULTS OBTAINED INDICATED AN OVERALL LEVEL OF COMPACTION LOWER THAN THAT SPECIFIED. VARIABILITY IN COMPACTION WAS LARGE. DATA INDICATED GREATER VARIABILITY IN THE SUBGRADE COMPACTION THAN IN THE SUBBASES. THE STATISTICAL ANALYSIS INDICATED MORE TESTS FOR A UNIT WERE REQUIRED TO INSURE UNIFORM COMPACTION. A MAIN PROBLEM IS TO INSURE THAT TESTS ARE PROPERLY PERFORMED. /AUTHOR/

Engineers have always assumed that soils derived from the same parent material and under the same environmental conditions would have similar engineering properties . To ascertain the extent to which this is true a study was conducted on two soils . These soils were obtained from Madison and Tipton Counties, Indiana and are pedologically classified as Brookston and Crosby. Twenty borings were obtained from each county - ten from Brookston soils and ten from Crosby soils. Samples of these soils were subjected to the following tests and the results analyzed statistically: Atterberg limits; standard AASHO compaction test; Hveem stabilometer and swelling pressure tests; California bearing ratio test; grain size distribution test; and unconfined compression test. X-ray diffraction tests were conducted on eight samples - four from the rises and four from the depressions. From the statistical analysis, utilizing analysis of variance techniques it was found that soil variability is a function of the property being measured. The variability of the soils, as defined by the parameters of these tests, was very large. The consequences of such variation as it pertains to pavement design were considered. Diagrams are presented which relate the number of borings required to predict the mean value, of a given test parameter, to a desired degree of precision.