**This pooled fund study's scope, objectives, and emphasis areas were suggested by Julian Bendana of the NY State DOT to FHWA for solicitation. Over the past several decades both the FHWA and State highway departments of transportation (DOT's) have invested heavily in the development of mechanistic performance prediction-lifecycle costing models and also in the collection and analysis of data associated with the performance of selected highway pavement test sections. Numerous mathematical models have been developed in order to address all sorts of pavement behavioral issues. For instance, NCHRP Project 1-37A provided both primary response and performance predictive models (rigid and flexible) intended primarily for use in designing pavements as part of the 2002 Guide for the Design of New and Rehabilitated Pavement Structures. Also other agencies, including state DOT's, FHWA and universities nationwide have been working on developing mechanistic and mechanistic-empirical predictive models for use in addressing high focus issues e.g., NAFTA overloading or problems dealing with truck size and weight (TS&W) regulation. Two national Pooled Fund Studies (PFS) 2(203) and 2(205) with lead States Ohio and Texas respectively supported programs with these aspects in mind. Work in PFS 2(203) has provided a second-generation version of the VESYS mechanistic flexible pavement performance prediction model KB VESYS. This model will be linked to FHWA's lifecycle costing model EAROMAR and the VSIM heavy vehicle dynamics model to form an integrated set of models called the KB Suite of Models. This same study further supported the development of FHWA's 2d FE primary response (PR) program JSLAB and conducted evaluations on the EVERFEE 3-d finite element model and selected parts of the 1-37A flexible pavement PR model JULEA. Work in PFS 2(205) will provide a revised version of VESYS 5 using a front end specially designed by the Texas A&M University.

Methodologies and processes for use by transportation integrator organizations will be developed for designating key corridors and general use routes that serve trade, work commuting and tourism statewide. Emphasis is placed on coordinating responsibilities between partners customers and stakeholders. The expectations of system performance in each corridor and on general use routes will be differentiated by customer need, intensity of usage, time of travel and other performance criteria. The study takes advantage of recent research developments in pavement performance and whole-life cost modeling so as to afford the use of these modeling tools in addressing high profile problem areas. The study will insure that a given model is thoroughly validated prior to implementation. For instance, included with these objectives is the evaluation of the NCHRP 1-37A pavement response models.

Delineation between new and exclusive TRUCK routes, distribution hubs, and intermediate truck/auto routes and exclusive light vehicle carriageways are foreseeable as effective means for meeting transportation needs well into the 2000's. Exclusive heavy truck routes may not look at all like we envision a typical highway to be. Such routes may coincide more on the order of airfield pavement designs in order to carry trucks that could be double in size of today's heavy vehicles. Current arteries will need to be strengthened to meet such needs or to enable their existence to continue carrying today's traffic streams well into the future. Heavy vehicles, especially those designated as being overload vehicles must be classified with respect to the level of damage they impose and restrictions for their use must be equitably postulated. Exclusive light vehicular traffic roads will necessitate more care in their design for environmental effects. Allocating user charges will certainly differ given such scenarios. The trend toward ownership of selected highways is inevitable and this certainly will require the use of sophisticated formulations and procedures that provide reliable estimates of the future wear out, performance and repair costs. The most suitable models will be selected for implementation in developing strategies and procedures that address the objective for this PFS. Appropriate training in the use of the models will also be included.

Maximum State participation is 5. Approximate amount of funding requested per State (other than NYSDOT) is $25K per year for 4 years. NYSDOT will contribute $50K per year for 4 years. Total anticipated State funds are $600K over 4 years. FHWA will provide $180K in like kind contributions.