This report presents a summary of the results of an investigation into the design, fabrication and installation of precast concrete panels for the repair of continuously reinforced concrete (CRC) pavements. Factors affecting the design of precast panels for CRC repairs are presented. Problems associated with transporting and placing the panels are discussed. Two field installations using the method are presented and illustrated. Conclusions presented include: (1) The use of precast panels for the repair of CRC pavements is a viable alternative; (2) repairs can be made with less than a 6 hr lane closure time; and (3) the method is cost effective when user delay costs are included.

Increases in funding highway construction and maintenance programs have failed to keep pace with inflation over the past decade. It can be shown that the reduction in funding is an indirect result of inflation. Under these conditions, the effects of inflation cannot be ignored in engineering economic evaluation of alternatives. This paper develops the methodology for incorporating the effects of inflation in economic analyses within the current highway funding scenario. The magnitudes of the consequences of ignoring the effects of inflation are shown to be significant. The situations most profoundly affected are the evaluation of replacement alternatives versus maintenance of existing facilities and the deferring of needed capital expenditures.

It has been shown that satellites can provide an image of water quality patterns over a large constantly‐changing coastal area and that these data can be used to infer circulation and calibrate real‐time water quality models. Water quality data were acquired (at the time of a Landsat‐2 overpass) to calibrate and verify a hydrodynamic model, as well as to test the usefulness of remotely sensed data to assist in the modeling effort. Digital enhancement and analysis of the satellite images demonstrated that water color and turbidity distributions could be discriminated and mapped. Surface‐sampled dissolved oxygen and pH correlated well with color which, in turn, corresponds closely with the image patterns. Circulation (CAFE‐1) and concentration (DISPER‐1) model outputs also corresponded well with the image characteristics.

Pavement deflection data collected using static (the Benketman Beam), vibratory (the Road Rater), impulse (the Falling Weight Deflectometer), and vehicular loading have been used to identify and explain the factors affecting pavement response to different loading modes relevant to structural pavement evaluation. Pavement parameters derived using the different loading mode devices are shown to be loading mode and device dependent. Comparisons among different testing devices and methods indicate that the Falling Weight Deflectometer best simulates the pavement response under moving trucks. The Road Rater induces a stiffened response of the pavement‐subgrade system due to the steady‐state harmonic loading and static preload, and the quasi‐static loading with the Benkelman Beam induces the highest deflections in most pavements.

Stress conditions in concrete pavements were analyzed using the finite element method for slabs on liquid and elastic subgrades. The study consisted of the following parts: (1) The effect of the efficiency of load transfer across the joints; (2) the loading positions that produce the most critical stress and deflection conditions in the pavement; (3) the effect of temperature warping and gaps under the pavement; (4) the nonlinear effect due to the partial contact between the slabs and the supporting subgrade; (5) the stress conditions in the continuously reinforced concrete pavements; and (6) stress and deflection basins in the concrete slabs and the subgrade contact pressures. Implications of the computed results on pavement designs are discussed.

A finite element method programmed for a computer is presented for determining the stresses and deflections in multiple slabs on elastic solids. The method is an extension to that presented in a previous paper by applying the analysis from two slabs to multiple slabs with various types of shear transfer across the joints and by incorporating a method of successive approximations for checking partial contact. These modifications make possible the application of the computer program to many practical cases which could not be analyzed previously. Comparisons of the stresses and deflections obtained by the method with those measured in the Arlington test for several cases of loading show that if the load is away from the pavement edge, the finite element solutions based on full contact check reasonably well with the experimental measurements. However, if the load is applied near to the pavement edge, the computed deflections based on partial contact check more closely with the measured deflections than those based on full contact.

Laboratory experiments on an International ACCO 1810A truck rear suspension unit are used to assess the validity of mathematical models for the tire and spring. Best results are achieved with tire and spring models that are nonlinear, with separate, fixed loading and unloading curves joined by loading and unloading transitions. The use of a linear tire model with an unloading curve set at 0.9 times the loading curve causes only a small degeneration in accuracy. Alternatively, a linear tire model with a viscous damping coefficient of 0.015 kN/mm/s gives reasonable results. The accuracies achieved with linear models for the suspension spring appear to be unsatisfactory. Details of the transition curves for both tire and spring are unimportant provided that the base length (along the deformation axis) is small.

The Edens Expressway project, one of the largest reconstruction projects involving an urban, high volume, Interstate freeway, required an indepth assessment of the various socioeconomic and environmental impacts from the construction and measures that could be taken to reduce any harm to the communities involved. The measures can be categorized into six basic areas: (1) Beneficial development from the freeway construction; (2) effective and meaningful public communication; (3) reduction of harm during construction; (4) conservation of energy and material resources; (5) improvements to the visual quality of the freeway; and (6) social and economic benefits. Many of the benefits and costs are intangible and indirect so that a tabulation in finite terms is difficult. The success of the Edens Expressway rehabilitation can be attributed to the time, detail, and planning that went into those problems affecting the communities directly impacted by the construction.

Due to road resurfacing a significant number of highway bridges throughout the nation violate underneath clearance requirements. A bridge lifting/monitoring system was developed as one solution to this problem. The system was designed to uniformly raise continuous 4‐span/4‐girder reinforced concrete deck/girder bridges. It is relatively lightweight, easy to set‐up and operate, reusable and designed to fit most bridge slopes, skew angles, girder spacings, and abutment/bent configurations. The major components of the lift system are: (1) A modular set of jack support and lift hardware; (2) a hydraulic system; and (3) a displacement monitoring system. The lift system performed very nicely when field tested on an experimental test bridge. The system was refined based on the results of the field testing. Detailed descriptions of the lift system components along with the systems capabilities, and lift procedure are presented.

An attempt has been made to determine the flight frequency between two cities. The economic effects achieved by the earner using a particular flight frequency level is measured through the average load factor value. The level of service is measured by the absolute value of the average time difference between the actual and desired time of departure. It is shown that this time difference can be approximately expressed only in the function of flight frequency, without regard to the times of departure in the course of the day and that the error which occurs is not considerable. The interval in which the flight frequency should be located is also determined, as well as the corresponding interval of the average time difference between the actual and desired time of departure in order to achieve a profitable business. A numerical example illustrates the route Belgrade‐Zagreb in Yugoslavia.