ModTagManual v4.1 PDF

4
Version
VIRGINIA DEPARTMENT OF TRANSPORTATION AND

CORNELL UNIVERITY
MODTAG
The FWD Analysis Program
Fourth Edition June 2006

MATERIALS DIVISION AND THE CORNELL LOCAL ROADS PROGRAM
MODTAG Users Manual
NOTICE
MODTAG is an unpublished work of the Virginia Department of Transportation and Cornell University. All Rights
Reserved. Some software modules and components used to build MODTAG are covered by separate licensing
agreements and their respective owners hold the copyright.
MODCOMP Pavement Analysis Software - Copyright Cornell Local Roads Program, Cornell University, Ithaca, NY
14853. Authors: L. H. Irwin, D. P. T. Speck, and T. Szebenyi
MODTAG is provided as is and no claims for suitability or warranty is expressed or implied.

Microsoft, Visual Basic, Microsoft Access, Microsoft Excel, Microsoft Office, Windows and Windows NT are either
registered trademarks or trademarks of Microsoft Corporation in the U.S.A. and/or other countries. Other product names
mentioned in this package may be trademarks of their respective companies, and are used here for identification
purposes only.
Application Concept & Design: Trenton Clark, P.E. and Dr. Lynne Irwin, P.E.
System Development by Robert J. Borter, Jr. and Dr. Lynne Irwin, P.E.
Documentation by Trenton Clark, P.E., Dr. Lynne Irwin, P.E. & Robert Borter, Jr.
Virginia Department of Transportation

1401 Broad Street Richmond, VA 23219
Phone 804.328.3153 Fax 804.328.3136
i
VDOT and Cornell Local Roads Program June 2006
MODTAG Version 4.0
Table of Contents
CHAPTER 1 WELCOME .........................................................................................1-1
Program Objectives .................................................................................................1-1
Introduction to Analysis...........................................................................................1-1
Software Support .....................................................................................................1-2
CHAPTER 2 INSTALLING MODTAG ..................................................................1-1
System Requirements ..................................................................................................2-1
Set up .......................................................................................................................2-1
CHAPTER 3 PROGRAM OVERVIEW ..................................................................2-1
HOW MODTAG ORGANIZES DATA FOR ANALYSIS ........................................3-1
Program Directory Structure....................................................................................3-1
CHAPTER 4 - GETTING STARTED WITH MODTAG .........................................3-1
FILE Menu...................................................................................................................4-1
New Project - Creating your first database..............................................................4-1
Open Option.............................................................................................................4-3
Close Option ............................................................................................................4-5
Save/Save As Option ...............................................................................................4-5
Import Option ..........................................................................................................4-5
Export Option ........................................................................................................4-14
Printer Settings.......................................................................................................4-18
Exit Option.............................................................................................................4-19
CHAPTER 5 - MAKING THE CHANGES AND ADDING INFORMATION.......4-1
EDIT MENU ...............................................................................................................5-1
Project Group Info ...................................................................................................5-1
Header Data Option ...............................................................................................5-14
FWD Deflection Data Option ................................................................................5-15
Default Load Setting Option..................................................................................5-17
Materials Library Option .......................................................................................5-18
CHAPTER 6 - TAKING A PEEK AT THE DATA ...................................................5-1
PREANALYSIS MENU .............................................................................................6-1
Pre-Analysis.............................................................................................................6-1
SLIC Transformation...............................................................................................6-3
Linearity...................................................................................................................6-5
Hard-Bottom ............................................................................................................6-9
Surface Modulus....................................................................................................6-12
Cumulative Differences of Deflection...................................................................6-16
Stiffness Modulus Results .....................................................................................6-18
CHAPTER 7 ANALYZE THE POSSIBILITIES..................................................6-24
ANALYSIS MENU...................................................................................................7-24
Effective Structural Number Option......................................................................7-24
Basin Area/K-Calculation......................................................................................7-34
MODTAG Version 4.0
Modulus AC Temperature Correction Option .......................................................7-47

MODCOMP Processing ........................................................................................7-54
CHAPTER 8 JUST THE FACTS..............................................................................7-1
REPORTS....................................................................................................................8-1
Corner Void Detection.............................................................................................8-1
Joint/Crack Load Transfer Efficiency......................................................................8-4
Structural Number ...................................................................................................8-7
Modulus Results ....................................................................................................8-11
MODCOMP Results..............................................................................................8-14
Flexible Basin Area ...............................................................................................8-18
Composite Area - PCC/K ......................................................................................8-21
Jointed/CRC Area - PCC/K ...................................................................................8-27
Boussinesq One Layer ...........................................................................................8-33
AUPP HMA Strain .............................................................................................8-36
Segment Map .........................................................................................................8-39
CHAPTER 9 FEW SIMPLE TOOLS.....................................................................8-41
TOOLS ......................................................................................................................9-41
Clear Pre-Analysis Report .....................................................................................9-41
System Settings......................................................................................................9-42
Delete FWD Data ..................................................................................................9-42
Delete Report Data ................................................................................................9-45
Modify Station Data ..............................................................................................9-46
Open Access Database...........................................................................................9-47
CHAPTER 10 HELP ALL I REALLY NEED IS HELP........................................9-1
Help .......................................................................................................................10-1
CHAPTER 11 - SHOW ME THE WAY!!! ...............................................................10-1
Example Step by Step Analysis .................................................................................11-1
Project Set-Up........................................................................................................11-1
Database Creation and Population.........................................................................11-1
Preliminary Data Analysis .....................................................................................11-2
Sub-Sectioning Data ............................................................................................11-11
Pavement Structure..............................................................................................11-11
Full Data Analysis ...............................................................................................11-12
Data Analysis, Interpretation and Reporting .......................................................11-15
CHAPTER 12 IS THIS SLIC OR WHAT?............................................................11-1
SLIC Transformation For Data Analysis...................................................................12-1
Sum-of-Squares .....................................................................................................12-2
Total Sum-of-Squares............................................................................................12-2
Standard Error (Sy.x)...............................................................................................12-2
Confidence Interval (CI)........................................................................................12-3
CHAPTER 13 WHAT DOES YOUR DATA LOOK LIKE? ...............................12-1
FWD Data Format .....................................................................................................13-1
MODTAG Version 4.0
CHAPTER 14 ADVANCED LAYER OPTIONS ..................................................13-1

Advanced Layer Option for Non-Linear Analysis.....................................................14-1
CHAPTER 15 ANALYZING NON-LINEARITY.................................................14-1
Coming soon!!!..........................................................................................................15-1
CHAPTER 16 COMPACTION/LIQUEFACTION ANALYSIS .........................15-1
Coming soon!!!..........................................................................................................16-1
List of Figures
Figure 2-1: User Agreement ......................................................................................................... 2-3

Figure 3-1: Sample MS Access Database and Data Tables used by MODTAG .......................... 3-1
Figure 4-1: New Project File Window.......................................................................................... 4-2
Figure 4-2: Open Project File Window......................................................................................... 4-4
Figure 4-3: Open Project File with File Name Selected ............................................................... 4-4
Figure 4-4: Import Station Data Option........................................................................................ 4-6
Figure 4-5: Import FWD File Window......................................................................................... 4-7
Figure 4-6: Import FWD File (Selected) ...................................................................................... 4-8
Figure 4-7: Verify Load Ranges ................................................................................................... 4-8
Figure 4-8: System Settings.......................................................................................................... 4-9
Figure 4-9: Station Load Values (Example) ............................................................................... 4-10
Figure 4-10: Test Setup Filled .................................................................................................... 4-10
Figure 4-11: Custom Test Setup Load Ranges Entered (Example) ............................................ 4-11
Figure 4-12: Import FWD File (Finished) .................................................................................. 4-12
Figure 4-13: Import Processing Window.................................................................................... 4-12
Figure 4-14: Import Modulus Results File ................................................................................. 4-13
Figure 4-15: Import Modulus Results File (Selected) ................................................................ 4-14
Figure 4-16: Export to Modulus Sub-Option.............................................................................. 4-15
Figure 4-17: Export to Modulus (Completed) ............................................................................ 4-16
Figure 4-18: Export to Excel ...................................................................................................... 4-17
Figure 4-19: Export to Excel (Select Table)............................................................................... 4-17
Figure 4-20: Print Window......................................................................................................... 4-18
Figure 5-1: Project Group Information Window .......................................................................... 5-3
Figure 5-2: Segment Data Points.................................................................................................. 5-3
Figure 5-3: Flexible Pavement Layer Information Entered.......................................................... 5-7
Figure 5-4: Default Rigid Pavement Structure ............................................................................. 5-8
Figure 5-5: Rigid Pavement Structure Entered........................................................................... 5-10
Figure 5-6: Default Composite Pavement Structure................................................................... 5-10
Figure 5-7: Composite Pavement Structure Entered .................................................................. 5-12
Figure 5-8: Compute HB Window.............................................................................................. 5-13
Figure 5-9: Station Header Information...................................................................................... 5-15
Figure 5-10: Aggregated FWD Data Window............................................................................ 5-16
MODTAG Version 4.0
Figure 5-11: Create Default Test Setup Window ....................................................................... 5-17

Figure 5-12: Create Default Test Setup Example....................................................................... 5-18
Figure 5-13: Materials Library ................................................................................................... 5-19
Figure 6-1: Pre-Analysis Speed Button ........................................................................................ 6-2
Figure 6-2: Pre-Analysis Report ................................................................................................... 6-3
Figure 6-3: SLIC Transformation Window .................................................................................. 6-4
Figure 6-4: SLIC Transformation Window (Analysis Finished) .................................................. 6-5
Figure 6-5: Project Linearity Window.......................................................................................... 6-6
Figure 6-6: Linearity by Station Window..................................................................................... 6-7
Figure 6-7: Project Linearity Window (Analysis Finished) ......................................................... 6-8
Figure 6-8: Linearity by Station (Analysis Finished) ................................................................... 6-9
Figure 6-9: Hardbottom Window ............................................................................................... 6-10
Figure 6-10: Hard Bottom Results (Analysis Finished) ............................................................. 6-11
Figure 6-11: Hard Bottom Results with Confidence Interval Supressed.................................... 6-11
Figure 6-12: Surface Modulus Window ..................................................................................... 6-13
Figure 6-13: Surface Modulus Window (Completed) ................................................................ 6-14
Figure 6-14: Surface Modulus Data............................................................................................ 6-14
Figure 6-15: Cumulative Differences of Deflection Window .................................................... 6-16
Figure 6-16: Cumulative Differences of Deflection Window (Completed) ............................... 6-17
Figure 6-17: Cumulative Differences Data................................................................................. 6-18
Figure 6-18: Stiffness Modulus Window.................................................................................... 6-19
Figure 6-19: Stiffness Modulus Window (Completed) .............................................................. 6-20
Figure 6-20: Stiffness Modulus Data.......................................................................................... 6-20
Figure 7-1: Effective Structural Number Window ..................................................................... 7-25
Figure 7-2: Effective Structural Number Window (Completed) ................................................ 7-27
Figure 7-3: Effective Structural Number Window (Analysis Finished) ..................................... 7-27
Figure 7-4: Effective Structural Number Window with Temp Correct ...................................... 7-28
Figure 7-5: Flexible Basin Area Window................................................................................... 7-35
Figure 7-6: Flexible Basin Area Window (Completed).............................................................. 7-35
Figure 7-7: Flexible Basin Area Window (Analysis Finished) .................................................. 7-36
Figure 7-8: PCC Area/K - Composite Window.......................................................................... 7-37
Figure 7-9: PCC Area/K - Composite Window (Completed)..................................................... 7-38
Figure 7-10: PCC Area/K - Composite Window (Analysis Finished)........................................ 7-38
Figure 7-11: PCC Area/K - Jointed/CRC Window..................................................................... 7-42
Figure 7-12: PCC Area/K - Jointed/CRC Window (Completed) ............................................... 7-43
Figure 7-13: PCC Area/K - Jointed/CRC Window (Analysis Finished) .................................... 7-43
Figure 7-14: AC Temperature Correction (BELLS3 Prediction) ............................................... 7-47
Figure 7-15: AC Temperature Correction Modulus Results (Completed) .............................. 7-49
Figure 7-16: AC Temperature Correction Modulus Results (Analysis Finished) ................... 7-49
Figure 7-17: AC Temperature Correction (Direct Temperature Input) ...................................... 7-50
Figure 7-18: AC Temperature Correction [Direct Temp. Input (Completed)] ........................... 7-51
Figure 7-19: AC Temperature Correction Modulus Results (Analysis Finished) ................... 7-51
Figure 7-20: MODCOMP Analysis Window ............................................................................. 7-54
Figure 7-21: MODCOMP Analysis Form Completed................................................................ 7-55
Figure 7-22: MODCOMP Results Report .................................................................................. 7-56
Figure 7-23: MODCOMP Analysis (Singe Station)................................................................... 7-56
Figure 7-24: MODCOMP Analysis (Single Station Selected) ................................................... 7-57
Figure 8-1: Corner Void Detection Window ................................................................................ 8-2
MODTAG Version 4.0
Figure 8-2: Corner Void Detection (Completed).......................................................................... 8-3

Figure 8-3: Joint/Load Transfer Efficiency Window.................................................................... 8-5
Figure 8-4: Joint/Load Transfer Efficiency Window (Completed) .............................................. 8-6
Figure 8-5: Effective SN Window ................................................................................................ 8-8
Figure 8-6: Effective SN Window (Completed)........................................................................... 8-9
Figure 8-7: Effective SN Data (Results Table)........................................................................... 8-10
Figure 8-8: Modulus Results Window........................................................................................ 8-11
Figure 8-9: Modulus Results Window (Completed)................................................................... 8-12
Figure 8-10: Modulus Results Data............................................................................................ 8-13
Figure 8-11: MODCOMP Results Window ............................................................................... 8-14
Figure 8-12: MODCOMP Data .................................................................................................. 8-16
Figure 8-13: Flexible Basin Area Window................................................................................. 8-18
Figure 8-14: Flexible Basin Area Window (Completed)............................................................ 8-19
Figure 8-15: Flexible Basin Area Data ....................................................................................... 8-20
Figure 8-16: PCC Area/K - Composite Window........................................................................ 8-22
Figure 8-17: PCC Area/K - Composite Graph............................................................................ 8-23
Figure 8-18: PCC Area/K - Composite Data .............................................................................. 8-23
Figure 8-19: Epcc & K - Composite Window ............................................................................ 8-24
Figure 8-20: Epcc & K - Composite Window (Completed) ....................................................... 8-25
Figure 8-21: Epcc & K - Composite Data .................................................................................. 8-26
Figure 8-22: PCC Area/K Jointed/CRC Window.................................................................... 8-28
Figure 8-23: PCC Area/K Jointed/CRC Window (Completed)............................................... 8-29
Figure 8-24: PCC Area/K Jointed/CRC Data .......................................................................... 8-29
Figure 8-25: Epcc & K Jointed/CRC Window ........................................................................ 8-30
Figure 8-26: Epcc & K Jointed/CRC Window (Completed) ................................................... 8-31
Figure 8-27: Epcc & K Jointed/CRC Data .............................................................................. 8-32
Figure 8-28: Boussineq One Layer Window .............................................................................. 8-34
Figure 8-29 Boussinesq Analysis Warning Message............................................................... 8-35
Figure 8-30: Boussinesq One Layer Analysis Result ................................................................. 8-35
Figure 8-31: Boussinesq Data..................................................................................................... 8-36
Figure 8-32: Boussineq One Layer Window .............................................................................. 8-37
Figure 8-33: AUPP-HMA Strain Analysis Results .................................................................... 8-38
Figure 8-34: AUPP-HMA Strain Data........................................................................................ 8-39
Figure 8-35: Segment Map Window .......................................................................................... 8-40
Figure 8-36: Segment Map Window (Completed) ..................................................................... 8-40
Figure 9-1: Clear Pre-Analysis Report Warning ........................................................................ 9-41
Figure 9-2: System Settings Window ......................................................................................... 9-42
Figure 9-3: Delete FWD Data Window...................................................................................... 9-43
Figure 9-6: Delete Report Data................................................................................................... 9-45
Figure 9-7: Delete Report Data (Completed).............................................................................. 9-45
Figure 9-8: Modify Station Data................................................................................................. 9-46
Figure 9-9 : Modify Station Data Window (Completed)............................................................ 9-47
Figure 11-1: Ideal Deflection Basin............................................................................................ 11-3
Figure 11-2: Distribution of Load Through The Pavement Structure ........................................ 11-3
Figure 11-3: Nine Effective Sensors........................................................................................... 11-4
Figure 11-4: Six Effective Sensors ............................................................................................. 11-5
MODTAG Version 4.0
Figure 11-5: Poor Deflection Basin Shape ................................................................................. 11-6

Figure 11-6: Linear Elastic Subgrade ......................................................................................... 11-7
Figure 11-7: Non-Linear Elastic Subgrade................................................................................. 11-8
Figure 11-8: Subgrade Deflections Not Being Recorded ........................................................... 11-9
Figure 11-9 Sample Cumulative Sums of Deflection Plot..................................................... 11-10
Figure 13-1: Dynatest Edition 25 File Format............................................................................ 13-2
Figure 13-2: Dynatest Edition 20 File Format............................................................................ 13-3
Figure 13-3: AASHTO PDDX File Format................................................................................ 13-4
Figure 14-1: Project Group Information Window ...................................................................... 14-2
Figure 14-2: Project Group Information Window (Advanced Layer Options) .......................... 14-3
Program Overview June 2006
MODTAG Version 4.0
Chapter 1 Welcome
Program Objectives
"For 'tis the sport to have the engineer Hoisted with his own petard."
William Shakespeare, Hamlet
ingeering decisions made in a vacuum without sufficient data will produce failures. The main
E objective of MODTAG is to provide the engineer the ability to analyze raw deflection data and to
use the results in the pavement rehabilitation design process. MODTAG allows an engineer to
analyze FWD data quickly and efficiently using empirical (Appendix L of the AASHTO Guide for
Design of Pavement Structures 1993) and mechanistic-empirical (MODCOMP) methods and
procedures. While various FWD software packages are available on the market, no single package
provides all the capability and functionality of MODTAG. MODTAG is an in-house software tool
developed in cooperation by VDOT and Cornell Universitys Local Roads Program (CLRP). MODTAG
operates in US Customary and Metric Units. However, some of the routines are not available when a
metric analysis is selected.
1.INTRODUCTION TO ANALYSIS
avement data collection and analysis is a vital step in the evaluation of pavement structures. The
P proper collection and analysis of distress data, material/layer information and structural capacity
data will help ensure successful rehabilitation designs. Like each type of data, there are
numerous methods to obtain this information. For distress data, an engineer can walk the pavement and
perform a windshield survey or review digital pavement images in the office. For material/layer
properties, ground-penetrating radar (GPR) can be utilized to determine layer thickness. However, the
more common practice is to perform pavement corings and subgrade borings to measure layer thickness
and recover materials for laboratory testing. While distress data and material/layer information can be
collected by several methods, the tests/methods used to analyze the data are standard procedures
developed over many years or even decades.
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MODTAG Version 4.0
For structural capacity, the standard practice is to use a falling weight deflectometer (FWD). To collect
structural capacity data, several guidelines have been developed such as ASTM D 4694-96 and Manual
for FWD Testing in the Long Term Pavement Performance Study. From these guidelines, VDOT has
developed a field-testing procedure for the FWD titled FWD Testing and Analysis Guidelines. These
guidelines are contained in Section 602 of the VDOT Materials Divisions Manual of Instructions.3 For
structural analysis of FWD data, numerous methods are available but no one approach is called the
standard approach. Within VDOT, several approaches and software have been employed. Most
common is either backcalculation or direct computation of layer properties and/or structural capacity.
Typically the WESDEF method (used in the PEDMOD software), the basin-matching method (used in the
MODULUS software), or the AASHTO methods (used in the MODTAG software) are employed. Unlike
other types of analysis where the engineer can have a high degree of confidence in the results from a
single analysis method, several analysis methods should be used for FWD data. The results from each
should be compared to one another as well as other data (visual condition, cores, etc.) collected in the
field and from this process an informed engineering decision can be made.
Software Support
MODTAG is being provided without technical/engineering or software support to users outside VDOT.
However, if you encounter software problems using the application, then VDOT wants to know about it.
It is important to copy down the error message accurately, and to note what operation was being invoked
at the time the error occurred. Without this information it is difficult -- if not impossible -- for the
development group to provide you with a solution for the error. If possible use the <Alt>-<Print Scrn>
button to capture the error window, open up PC Paint or some other image program and paste the image.
This image can then be sent in with a narrative explaining what was being attempted when the error
occurred.
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MODTAG Version 4.0
Chapter 2 Installing MODTAG

As Simple as 1-2-3
B
efore you install the application, it is important to make sure that the target system meets the
necessary hardware and software requirements. A high-resolution monitor is a necessity
because the systems screens were designed to display large amounts of data. Placing the
maximum amount of data on the screen allows it to be reviewed quickly. Also, many of the graphs are
highly detailed and the visual impact of the data would be lost on low-resolution equipment.
2.SYSTEM REQUIREMENTS
MODTAG is a Win32 Windows based program written in Microsoft Visual Basic 6.0. MODTAG
uses a Microsoft Access 97/2000 database to store Project data, deflection values and analysis results.
In order to install and run the MODTAG software efficiently, your computer must have the following
minimum components:
Microsoft Windows 95 or later operating system or Microsoft Windows NT/2000 operating

system.
PC with Pentium class processor
32 Megabytes of RAM
15 SVGA Color Monitor
16x CD ROM
40 Megabytes of Available Hard Disk Space
Super VGA (800X600 minimum) Monitor and Video Card
Microsoft Mouse or compatible pointing device
Set up
The MODTAG program is provided on a CD or other media for installation. Follow the directions
outlined below to install the program.
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MODTAG Version 4.0
1. Insert MODTAG CD in a CD-ROM Drive.
2. Start Windows Explorer and navigate to the CD-ROM drive containing the installation CD.
3. Select the MODTAG.msi program.
Note
You can start the Setup program by using the Run option from the Start Menu. Simply
enter:
<Drive>:\MODTAG..msi
where <Drive> is the assigned letter for the CD drive.
4. The MODTAG start up screen will appear.
5. The setup program allows you to install the software anywhere on your hard drive. Set up
defaults to C:\MODTAG\. Since the program uses a number of external files and
MODCOMP is a DOS application, MODTAG must be placed just off of the root directory or
in a path where no name exceeds 8 characters or contains spaces. The suggested location is
C:\MODTAG\. Selecting the Change Directory button modifies the location.
6. After the installation path is set, select the Next button to start the installation process.
Follow the on-screen instructions until the set-up process is completed.
As with most Window based programs, MODTAG can be launched from the desktop or from the
Start menu options. The first time the program is launched or executed, Figure 2-1 will appear. At
this point, the user must Accept or Decline the terms and conditions associated with MODTAG. If
the user Accepts, then MODTAG will start. If the user Declines, then MODTAG will not execute.
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MODTAG Version 4.0
Figure 2-1: User Agreement
2-3
MODTAG Version 4.0
Chapter 3 Program Overview

Looking for the Big Picture?
3.HOW MODTAG ORGANIZES DATA FOR ANALYSIS

Understanding how MODTAG organizes the project data is necessary to successfully use the program.
Typically, a Project consists of a single FWD file or FWD files related to a specific section of pavement.
All data associated with a project is stored in an ACCESS database. A database is a collection of data,
which is organized into separate tables as shown in Figure 3-1.
Figure 3-1: Sample MS Access Database and Data Tables used by MODTAG
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File Menu June 2006
MODTAG Version 4.0
The application keeps all of the information regarding route, mile points, deflections, sensor
locations, layers, and other data in the project table. For every project entered into the application
there will be a corresponding FWD file. The FWD file is in ASCII format or AASHTO PDDX
format. For most ASCII files, the top of the FWD file contains data on the route, time of testing,
survey crew and other collection information. The remainder of data are the measurements of the
deflection by each geophone, temperatures, load pressures, comments, etc. Once an FWD file is
imported into the programs database, the data are stored in several tables. The data concerning
the location and testing particulars are stored in what is called the Station Header Info
(tblStationHeaderInfo) table. The actual measurements are stored in the Station Details
(tblStationData) table.
Program Directory Structure

When installed, the MODTAG Program places its executable (.EXE) in the MODTAG folder.
Within the MODTAG folder are a number of other folders, which are used by the program to
organize the data. The following folders are created:
Folder Name Contains
MODTAG EXE and INF files
MODTAG\Data MODTAG Databases
MODTAG\Export Location of Excel files and Charts.
MODTAG\Import FWD files
MODTAG\Reports .doc report files
MODTAG\Template Database Template files
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File Menu June 2006
MODTAG Version 4.0
Chapter 4 - Getting Started with MODTAG

Once MODTAG has been installed, click on the START button at the lower left of the screen,
scroll to PROGRAMS, and select MODTAG from the list.
Because the application can switch between databases, the program keeps track of what database
is currently being used. The first time the program is started, a message to Load or Create a new
Database will appear on your screen. This is to remind the user that the program needs to have a
Database & Project file created before importing of data or analysis can be done.
4.FILE MENU
The FILE menu in MODTAG contains options similar to other software packages developed in
the Windows operating environment. The FILE menu options are:
! New Project
! Open
! Close
! Save/Save As
! Import
! Export
! Print Settings
! Exit
Each one of these menu options will be explained in greater detail in the following sections.
New Project - Creating your first database

Once the MODTAG program is running, the first step is to create a new database. Select FILE
from the menu bar and click on New Project. A dialogue window (Figure 4-1) will appear and
the user is prompted to enter a Database Name. Any file name can be entered as the Project
Name; however, the user may not use special keys that are reserved by the operating system (/, >,
<, etc.). If you have questions or problems when naming the project database, consult your IT
resources.
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File Menu June 2006
MODTAG Version 4.0
Figure 4-1: New Project File Window

Once a database file name has been given to the project, MODTAG defaults to US Customary
units for data analysis. This requires all data imported to the program to be in US Customary.
However, if the user has collected the data (load, deflection, temperature, etc.) in metric units,
then the user must click on the checkbox next to Metric Data. (Please note, some routines
available using US Customary Units are not available for Metric Units.) Finally, make sure the
Set as current Project File check box is selected (this will make the new database the active
file). Once the Project Name had been typed in, click on Create Database. A notice will appear
which reads File Created and Set to Default Project File. At this point, MODTAG will be
expecting FWD data to be in US Customary Units and the analysis/reporting will be performed in
US Customary Units. However, if the Metric Data box is selected, then MODTAG will be
expecting all data and analysis/reporting to be in metric units. For input and reporting, the
program will display the applicable units. MODTAG will not switch between units for a given
database file name. If units are mixed by the user (ie select Metric Units and import US
Customary FWD data), then the program may give error messages and the analysis/reports may
be incorrect.
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File Menu June 2006
MODTAG Version 4.0
Once the notice is displayed on the screen, click on OK to continue. The main system window
should then display the active database along the bottom of the window, which has been saved in
the C:\MODTAG\DATA directory.
The checkbox on the screen determines if the Database being created becomes the active file. If a
database is already open, the option allows the current database to remain open while the program
creates another database for use later. To switch between databases you use the FILE Open
menu option.
Open Option
General Overview:
The Open option allows the user to open an existing database for any project that has been
created using the New Project option. If no data has been imported for a project, then the project
specific data tables will be empty. If data have been imported into this database, then this data
will be present when the Open option is executed. If data have been imported and analyses
performed, then these data will be present when the Open option is executed.
How to Open a Project File:

To open an existing project file, follow the steps below:
1. Using the mouse left click once on the FILE menu or press Alt-F.
2. Using the mouse or down arrow key highlight the Open option. Left click once or press the
Enter key to execute.
3. Once executed, the Open Project File window will appear (see Figure 4-2). Using the mouse,
locate the directory that contains the project file. In most cases this will be the
\MODTAG!\data\ subdirectory. Once located, select the file by left clicking once on its
name. The file name selected will appear in the Selected File Name field (see Figure 4-3).
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File Menu June 2006
MODTAG Version 4.0
Figure 4-2: Open Project File Window
Figure 4-3: Open Project File with File Name Selected
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File Menu June 2006
MODTAG Version 4.0
4. Once the correct file name has been selected, left click once on the Select button. Now the
proper file for analysis has been identified by the user
At this point, the user can import FWD data if this file is new or access data that has already been
imported and/or analyzed.
Close Option
General Overview:
The Close option allows the user to close the active database.
How to Close a Project File:

To close an existing project file, follow the steps below:
2. Using the mouse or down arrow key highlight the Close option. Left click once or press the
Save/Save As Option
General Overview:
The Save/Save As option allows the user to save the active database under a different name.
How to Save/Save As Project File:

To save an existing project file with a different file name, follow the steps below:
2. Using the mouse or down arrow key highlight the Save/Save As option. Left click once or
press the Enter key to execute. Enter a new project file name and press the Ok button by left
clicking once with the mouse.
Import Option
The Import option allows the user to import FWD test data or Modulus results. Under the Import
option two sub-options exist import FWD Station Data and import Modulus Results.
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General Overview Import FWD Station Data:

The Import FWD Station Data option allows the user to import raw FWD data. This data
includes the header information for a project and station specific data. Data can be imported from
the Dynatest Edition 20 file format, the VDOT customized Dynatest Edition 25 Version 14 file
format or the AASHTO PDDX file format. Please refer to the Chapter 13 for sample file formats.
The specific information imported will be detailed in other sections of this manual.
How to Import FWD Station Data:

To import station data and header information into MODTAG, follow the steps below:
2. Using the mouse click once on the Import speed button (see Figure 4-4). Once executed, the
Import Station Data window will appear (see Figure 4-5).
Import Speed Button
Figure 4-4: Import Station Data Option
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Figure 4-5: Import FWD File Window
3. Using the mouse, locate the directory that contains the FWD file. Once located, select the file
by left clicking once on its name. The file name selected will appear in the Selected File
Name field (see Figure 4-6). At this point, a Project Name identifier must be entered into the
Project Name field. MODTAG will not allow the data to be processed until a valid entry is
made.
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Figure 4-6: Import FWD File (Selected)
4. Once the correct file name has been selected and a Project Name entered, left click once on
the Process button. Now the proper file for analysis has been identified and will be imported.
As the file is imported, the comments field at the bottom the window is populated (see
Figure 4-7).
5. Upon completion of the initial import process, a message window will appear (see Figure 8).
Press the OK button to continue.
Figure 4-7: Verify Load Ranges

6. Next a Testing Setup window will appear (see Figure 4-8). This window requires the user to
verify the load ranges for data aggregation. The user can have data collected with up to six
load levels using the FWD. For each load level, the FWD will perform tests within
approximately 1,000 pounds (4.55 kN) of the target load. For example, if the target load is
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9,000 pounds (40 kN), then the FWD will conduct tests from 8,000 to 10,000 pounds (35.6 to
44.5 kN). If the user is unsure how the testing was conducted, pressing the View Raw Data
(See Figure 4-9) button will display the station data and loads used.
Figure 4-8: System Settings

7. For illustration purposes, there were twelve (12) drops per station with four load levels.
MODTAG will determine the number of drops per location during the import process; this
value is automatically entered for the user. Unless this value is incorrect, tab or click on the
Enter Number of Load Levels per Location cell. At this point, the user must enter the
number of load levels used during the data collection. Typically this value is between one
and four. Once this value is entered, press the tab key and MODTAG will automatically fill
in the test sequence grid (See Figure 4-10). The program will average drops 1, 2 and 3
together, drops 4, 5 and 6 together, drops 7, 8, and 9 together, and drops 10, 11, and 12
together.
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Figure 4-9: Station Load Values (Example)
Figure 4-10: Test Setup Filled

8. After the Drop Numbers and Target Loads are entered by MODTAG, the user presses the
Process button.
9. If the Target Loads do not match the Drop Numbers, then the user can press the Custom
Setup button and manually establish the testing sequence used (see Figure 4-1).
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10. As with the standard test setup process, MODTAG will determine the number of drops per
location. The user must enter the number of load levels per location. Once the load levels
have been entered, the user should press the tab button. For each load level, the user must
enter the target load. Once these cells have been filled, the user must press the Activate
Matching Combo button. This activates the right browse combo and allows the user to
match the drop number with the load level.
Figure 4-11: Custom Test Setup Load Ranges Entered (Example)

11. After the drops and loads are matched, the Ok button is then pressed to aggregate like drops.
12. Upon completion of the aggregation process, a message window will appear (See Figure 4-
12). Using the mouse left click once on the Ok button.
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13. At this point, MODTAG performs a series of pre-analysis checks. Any potential data errors
are relayed to the user through warning messages. After these checks, another window is
displayed to the user (see Figure 4-13). Once the OK button is pressed, the user can scroll
through this field to see if data errors such as non-decreasing deflections or 0 mil (0 microns)
deflections were detected. These errors will cause problems with analysis and should be
addressed. Methods to address these situations will be discussed in other sections of this
document. To leave this window, using the mouse left click once on the Exit button.
14. At this point, the user can import more FWD data files, leave the program or begin data
analysis.
Figure 4-12: Import FWD File (Finished)
Figure 4-13: Import Processing Window
General Overview - Import Modulus Results Option:

The Import Modulus Results option allows the user to import processed Modulus results. These
results include backcalculated Modulus results for Layer 1, Layer 2, Layer 3 and Layer 4 in the
pavement structure. These results also include a comment as to whether one or more parameters
were violated during the analysis. Please note, this routine is not available for Metric units.
How to Import Modulus Results:

To import station data and header information into MODTAG, follow the steps below:
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2. Using the mouse or down arrow key highlight the Import Modulus Results option. Left click
once or press the Enter key to execute. Once executed, the Import Modulus Results File
window will appear (see Figure 4-14).
Figure 4-14: Import Modulus Results File
3. Using the mouse, locate the directory that contains the FWD file. Once located, select the file
by left clicking once on its name. The file name selected will appear in the Selected File
Name field (see Figure 4-15).
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Figure 4-15: Import Modulus Results File (Selected)
4. Once the correct file name has been selected, left click once on the Process button. Now the
proper file for import has been identified by the user and will be imported. As the file is
imported, the comments field at the bottom the window is populated. Upon completion of
the import process, a message window will appear stating the file has finished importing.
Using the mouse left click once on the Ok button. To leave this window, using the mouse left
click once on the Exit button.
5. At this point, the user can import more Modulus results files, leave the program, and begin
data analysis (AC Temperature Correction) or reporting.
Export Option
General Overview:
The Export option allows the user to send data or results to an external file. Under the Export
option two sub-options exist export to Modulus and export Tables to Excel. The export to
Modulus sub-option allows the user to send load and deflection data from the project file to a
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Modulus compatible output file. Using this output file, the Modulus backcalculation program can
analyze the data and provide results. The export Tables to Excel sub-option allows the user to
send project data and results to Microsoft Excel for further data manipulation and presentation.
Please note, this routine is not available for Metric units
How to Export to Modulus:

To export project load and deflection data to Modulus, follow the steps below:
2. Using the mouse or down arrow key highlights the Export option and then highlights the
Modulus sub-option. Left click once or press the Enter key to execute. Once executed, the
Export to Modulus window will appear (see Figure 4-16).
Figure 4-16: Export to Modulus Sub-Option

3. Using the mouse and drop down list, select the correct Project Data. See Figure 4-17 for a
completed Export to Modulus Window.
4. Using the mouse and drop down list, select the correct Drop # to be exported. [Drop means
the loading applied to the pavement by the FWD. Typically the loadings are 6 kips, 9 kips,
12 kips and 16 kips (26.7 kN, 40.0 kN, 53.4 kN, and 71.2 kN).] If only one FWD drop was
recorded per test location, then only drop number 1 will be present in this field. If numerous
FWD drops were recorded at each test location, then multiple Drop #s will be present in the
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drop down list. The first drop will have Drop # 1 and will correspond to the first drop
recorded by the FWD. Each subsequent recorded drop will have the next higher integer. For
example, if four drops are recorded, then the fourth drop will have Drop # 4 for this Project
Data. See Figure 4-17 for a completed Export to Modulus Window.
5. Once the Project Data and Drop # have been selected, the user must select from which
sensors to export data. The sensor spacing for the data points is based on the data in the
FWD file that was imported. This information is contained in the Header Table and should
be checked for accuracy. In order for Modulus to run, data from specific sensors must be
provided. These sensors are located at 0 in., 12 in., 24 in. and 36 in (0 mm, 300 mm, 600 mm
and 900 mm). Additionally, data may be exported for three more sensors to improve the data
analysis, but is not required. To select the additional sensors, using the mouse left click once
of the check box next to the sensor location. If more than three sensors are selected, then the
first three sensors closest to the load plate will be exported. See Figure 4-17 for a completed
Export to Modulus Window.
6. At this point, the user can export the data to Modulus. However, for referencing purposes the
user may want to rename the export file name. To do this, using the mouse left click once in
the Enter Export File Name field and type in a name. This name must be 8 characters or
less in length and must maintain the .OUT file extension. See Figure 4-16 for a completed
Export to Modulus Window.
Figure 4-17: Export to Modulus (Completed)
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7. Once the file name has been entered or the user decides to use the default file name, left click
once on the Create button. Now a Notice window will appear stating the Modulus Output
file has been created. Press the Exit button to leave this window.
At this point the user can load the output file into the Modulus software, go to other sections of
the program, or export more data.
How To Export Tables to Excel:

To export project data and results tables to Microsoft Excel, follow the steps below:
2. Using the mouse or down arrow key highlight the Export option and then highlight the Tables
to Excel sub-option. Left click once or press the Enter key to execute. Once the Export to
Excel window will appear (see Figure 4-18).
Figure 4-18: Export to Excel
3. Using the mouse and drop down list, select Table to be exported (see Figure 4-19).
Figure 4-19: Export to Excel (Select Table)
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4. Once the correct table has been selected, using the mouse left click once on the Export
button. Press the Exit button to leave this window.
5. At this point, the data is exported to Microsoft Excel and the Excel program is initiated.
The data are pasted into a new book where the user can continue their analysis or save it for
future use.
Printer Settings
General Overview:
The Printer Settings option allows the user to set printer options for the program.
How To Select Printer Settings:

To set the printer options in the MODTAG program, follow the steps below:
2. Using the mouse or down arrow key highlight the Printer Settings option. Left click once or
press the Enter key to execute. Once executed, the Print window will appear (see Figure 4-
20).
Figure 4-20: Print Window
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3. The main purpose of this window is to select the Printer Properties. Once the printer
properties have been established, left click once on the Print button.
Exit Option
General Overview:
The Exit option allows the user to close the active database.
How to Exit a Project File:

To exit the MODTAG program, follow the steps below:
2. Using the mouse or down arrow key highlight the Exit option. Left click once or press the
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Chapter 5 - Making The Changes and

Adding Information
Once FWD data are imported into MODTAG, the user can start making some changes and adding
information about the project. These changes and information effects how MODTAG will
analyze the data.
5.EDIT MENU
The EDIT Menu in MODTAG allows the user to modify, delete or add data to project files.
Under the EDIT menu, the following options are present:
! Project Group Info

! Header Data
! FWD Deflection Data
! Default Load Settings
! Materials Library
The following sections will describe each menu option, how to access the menu option, and how
to execute the menu option in the program.
Project Group Info
General Overview:
The Project Group Information option is the most important window in the program once the data
have been imported. The user must set-up the project correctly or the analysis will be
meaningless. Within this screen, the user can:
! Segment the Project and

! Enter the Pavement Structure information.
Segmenting allows the user to create multiple unique analysis units for any project. The user
selects the beginning and ending location for a unit, then assigns a segment ID. These units,
referred to as Segments in the program, allow the user to specify the pavement type, material
properties/parameters (thickness, layer coefficient, Poissons ratio), etc. for each segment.
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The Pavement Layer Information portion of the Project Group Info window allows the user to
specify the pavement type and material information for a Segment on any project. This
information is not necessary for preliminary data analysis such as surface modulus, cumulative
differences of deflection or stiffness modulus, but it is required for MODCOMP calculations, AC
Temperature Correction, Effective Structural Number and PCC Elastic Modulus calculations.
Typically, the user will not segment the project file and input pavement structure information
until the preliminary analysis is complete.
The following sections will describe how each function can be performed.
How To Segment Data by Location:

To Segment Data by Location, follow the steps below:
1. Using the mouse left click once on the EDIT menu or press Alt-E.
2. Using the mouse or down arrow key highlight the Project Group Information option and
this window will appear. From the dropdown list beside the Project Name field, select
the correct project name. At this point, default information and file information will be
loaded to the screen (See Figure 5-1). This information includes the Project Name, FWD
File Name, Test Length (total length of the project as recorded in the FWD file),
Segment Length (this is same as the Test Length until the user sections the project), and
Notes (General FWD File comments recorded in the header). To segment the project,
press the Segment Project button and the Segment Data Points window appears (See
Figure 5-2).
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Figure 5-1: Project Group Information Window
Figure 5-2: Segment Data Points

3. Using the mouse and drop down list, select the correct Begin Location and End Location
for the unique segment.
4. Using the mouse and drop down list, select a Segment letter to be used as an identifier.
For ease of tracking, the user should start with the letter B for the first new segment,
letter C for the second new segment, etc. The letter A should not be used since it is the
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default assigned to the file by MODTAG. Please note, if one file is to be divided into
two segments and all test locations are in one or the other segment, then Segment B and
C should be created. To see the effect on the projects segmentation, click on the Test
Segmentation button. MODTAG will use the Begin Location, End Location and
Segment ID to create a graphical display for the project.
5. Once the Begin Location, End Location, and Segment identified have been selected, the
user must press the Create Segment button with a left click of the mouse. MODTAG
will assign those test locations with the Segment identifier selected by the user. Once the
segmentation is completed, message window will appear informing the user the
segmentation has been completed.
At this point the user may create more segments, leave the program or perform data analysis.
How To Input Pavement Layer information:

In order to perform many of the analysis routines in MODTAG, the pavement structure for each
segment must be entered. To input Pavement Layer Information, follow the steps below:
2. Using the mouse or down arrow key highlight the Project Group Info. Left click once or
press the Enter key to execute.
3. Once executed, the Project Group Info window will appear. From the dropdown list beside
the Project Name field, select the correct project name.
4. The first field requiring information is Pavement Type. Three options are available
Flexible (Asphalt Concrete), Composite (Asphalt Concrete Overlay on Jointed/CRC) and
Jointed/CRC (Rigid). Click once on the correct Pavement Type. Depending on the pavement
type, a default structure will be loaded into MODTAG.
5. Once a Pavement Type is selected, the user should determine whether or not to include a
Hard Bottom if the MODCOMP analysis will be performed. To include the Hard Bottom,
please refer to the following section. In addition to the Hard Bottom, the user can choose to
use the Advanced Layer Options feature of MODTAG. This feature is for the experienced
user. Details of this option can be found in Chapter 14.
Flexible Pavement Structure
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1. For the Flexible pavement structure, the user must determine the number of pavement layers.
At a minimum, the Surface (Surf) and Base layers information must be completed. For the
surface layer, left click in Surf. row Description cell and enter a description for all AC layers.
This field is used for informational purposes only. Left click or press Tab, enter the total
thickness for all AC layers in the Thick field. This thickness shall be in inches (millimeters).
Left click or press Tab, enter an average layer coefficient in the Coef field. This coefficient
should not reflect the condition of the in-situ materials, but be based on equivalent new
materials. Typically this value will be between 0.40 and 0.44. This field is not mandatory for
MODCOMP, but is used for calculating the remaining life of the pavement when the
Effective SN analysis is performed. Left click or press Tab, enter a Poissons ratio in the
Poissn field for AC. This field is mandatory for MODCOMP. Left click or press Tab, enter a
Seed Modulus (psi or MPa) in the Seed field for AC. This field is mandatory for
MODCOMP. The last field is labeled Fixed. If the modulus for the material is known, then
click once on the check box. For the MODCOMP analysis, the modulus entered in the Seed
field will be the fixed material modulus for processing.
2. Left click in the Base Layer Material field and select the correct material type. Base layers
are either aggregate material, soils, cement or lime treated materials. Base layers do not
include AC materials. If desired, enter a description for all base layers. This field is used for
informational purposes only. Left click or press Tab, enter the total thickness for all base
layers in the Thick field. This thickness shall be in inches (millimeters). AC base layer
thickness is to be included in the AC Layer Thickness field. Left click or Tab to the
coefficient (Coeff.) field and enter an average layer coefficient. This coefficient should not
reflect the condition of the in-situ materials, but be based on equivalent new materials.
Typically, this value will be between 0.10 and 0.30. This field is not mandatory for
MODCOMP, but is used for calculating the remaining life of the pavement when the
Effective SN analysis is performed. Left click or press Tab, enter a Poissons ratio in the
Poissn field for the base material. This field is mandatory for MODCOMP. Left click or
press Tab, enter a Seed Modulus (psi or MPa) in the Seed field. This field is mandatory for
3. If a Subbase is to be considered in the analysis, left click in the Subbase Layer Material field
and select the correct material type. Base layers are either aggregate material, soils, cement
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or lime treated materials. If desired, enter a description for all subbase layers. This field is
used for informational purposes only. Left click or press Tab, enter the total thickness for
all subbase layers in the Thick field. This thickness shall be in inches (millimeters). Left
click or Tab to the coefficient (Coeff.) field and enter an average layer coefficient. This
coefficient should not reflect the condition of the in-situ materials, but be based on equivalent
new materials. Typically, this value will be between 0.05 and 0.15. This field is not
mandatory for the MODTAG analysis. Left click or press Tab, enter a Poissons ratio in the
Poissn field for the subbase material. This field is mandatory for MODCOMP. Left click or
press Tab, enter a Seed Modulus (psi or MPa) in the Seed field. This field is mandatory for
4. If the user wants to determine modulus values for the subgrade using MODCOMP, follow
Step 3. MODTAG allows for the analysis of three subgrade layers. For Sub Grd1 and Sub
Grd2, a layer thickness must be entered. For Sub Grd3, MODTAG will determine the layer
thickness using the following equation:
SubGrd 3 = DepthToHardbottom Surf Base Subbase SubGrd1 SubGrd 2
5. If the user includes the Hard Bottom (HB) for the MODCOMP analysis, then a material
modulus must be entered in the Seed Field (psi or MPa) and the Fixed box checked.
6. To enter information for additional segments, using the mouse left click on the down arrow
beside the Project Name field and select the correct segment. See Figure 5-3 for a completed
window. Once the necessary information has been input, press the Close button.
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Figure 5-3: Flexible Pavement Layer Information Entered
Jointed/CRC Pavement Structure

1. For the Jointed/CRC pavement structure, the user must determine the number of pavement
layers. In addition, the user must enter the Slab Length (ft or m) and Slab Width (ft or m) for
the AASHTO analysis (Basin Area, Epcc and K). Typically, the Slab Length equals the joint
spacing for jointed concrete; for CRC pavement, use the average crack spacing (See Figure 5-
4).
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Figure 5-4: Default Rigid Pavement Structure

2. The Surface (Surf) layer information must be completed for MODTAG analysis. For the
surface layer, left click in Surf. row Description cell and enter a description for the PCC
layer. This field is used for informational purposes only. Left click or press Tab, enter the
total thickness for the PCC layer in the Thick field. This thickness shall be in inches
(millimeters). Left click or press Tab over two fields, enter a Poissons ratio in the Poissn
field for PCC. This field is mandatory for MODCOMP. Left click or press Tab, enter a Seed
Modulus (psi or MPa) in the Seed field for PCC. This field is mandatory for MODCOMP.
The last field is labeled Fixed. If the modulus for the material is known, then click once on
the check box. For the MODCOMP analysis, the modulus entered in the Seed field will be
the fixed material modulus for processing.
3. Left click in the Base Layer Material field and select the correct material type. Base layers
are either aggregate material, soils, cement or lime treated materials. If desired, enter a
description for all base layers. This field is used for informational purposes only. Left click
or press Tab, enter the total thickness for all base layers in the Thick field. This thickness
shall be in inches (millimeters). Left click or press Tab over two fields, enter a Poissons
ratio in the Poissn field for the base material. This field is mandatory for MODCOMP. Left
click or press Tab, enter a Seed Modulus (psi or MPa) in the Seed field. This field is
mandatory for MODCOMP. The last field is labeled Fixed. If the modulus for the material is
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known, then click once on the check box. For the MODCOMP analysis, the modulus entered
in the Seed field will be the fixed material modulus for processing.
click or press Tab over two field, enter a Seed Modulus (psi or MPa) in the Seed field. This
field is mandatory for MODCOMP. The last field is labeled Fixed. If the modulus for the
material is known, then click once on the check box. For the MODCOMP analysis, the
modulus entered in the Seed field will be the fixed material modulus for processing.
modulus must be entered in the Seed Field (psi or MPa) and the Fixed field box checked.
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Figure 5-5: Rigid Pavement Structure Entered
Composite Pavement Structure

1. For the Composite pavement structure, the user must determine the number of pavement
layers. In addition, the user must enter the Slab Length and Slab Width (ft or m) for the
AASHTO analysis (Basin Area, Epcc and K). The Slab Length equals the joint spacing for
jointed concrete; for CRC pavement, use the average crack spacing (See Figure 5-6).
Figure 5-6: Default Composite Pavement Structure
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2. The Surface (Surf) layer and Base layer information must be completed for MODTAG
analysis. For the surface layer, left click in Surf. row Description cell and enter a description
for the AC layer. This field is used for informational purposes only. Left click or press Tab,
enter the total thickness for the AC layer in the Thick field. This thickness shall be in inches
(millimeters). Left click or press Tab over two fields, enter a Poissons ratio in the Poissn
field for AC. This field is mandatory for MODCOMP. Left click or press Tab, enter a Seed
Modulus (psi or MPa) in the Seed field for AC. This field is mandatory for MODCOMP.
The last field is labeled Fixed. If the modulus for the material is known, then click once on
the check box. For the MODCOMP analysis, the modulus entered in the Seed field will be
the fixed material modulus for processing.
3. Left click in the Base Layer Description field and enter a description. This field is used for
informational purposes only. Left click or press Tab, enter the thickness for the PCC base
layer in the Thick field. This thickness shall be in inches (millimeters). Left click or press
Tab over two fields, enter a Poissons ratio in the Poissn field for the base material. This
field is mandatory for MODCOMP. Left click or press Tab, enter a Seed Modulus (psi or
MPa) in the Seed field. This field is mandatory for MODCOMP. The last field is labeled
Fixed. If the modulus for the material is known, then click once on the check box. For the
MODCOMP analysis, the modulus entered in the Seed field will be the fixed material
modulus for processing.
click or press Tab over two field, enter a Seed Modulus (psi or MPa) in the Seed field. This
field is mandatory for MODCOMP. The last field is labeled Fixed. If the modulus for the
material is known, then click once on the check box. For the MODCOMP analysis, the
modulus entered in the Seed field will be the fixed material modulus for processing.
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modulus must be entered in the Seed Field (psi or MPa) and the Fixed field box checked.
Figure 5-7: Composite Pavement Structure Entered
Computing the Depth to Hard Bottom

The presence of a stiff layer beneath a pavement will affect the performance of a pavement as
well as the deflections measured with a FWD. Based on various research and computational
exercises, it was estimated that stiff layers more than 300 inches (7.62 m) below the surface of the
pavement have minimal impact on the pavement deflections. This stiff layer may be bedrock,
water table or medium that has a high modulus [greater than 100,000 psi (690 MPa)]. To check
for the presence of a stiff layer within 300 inches (7.62 m) of the surface, MODTAG has
regression routines using data from three different drop heights to estimate the depth. When the
estimated depth is greater than 300 inches (7.62 m) or infinite, MODTAG assumes no stiff layer
or hard bottom is present and a value of 300 inches (7.62 m) is used for calculating layer
thicknesses.
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When entering layer information for the pavement structure, the user may enter information for
the following layers:
Surf
Base
Sub Base
Sub Grd1
Sub Grd 2
For the last two layers, Sub Grd 3 and HB information will be automatically populated by the
program. Except for entering the Seed modulus (psi or MPa) for Sub Grd3, no other changes
should be made to these layers.
Using Compute Depth to Hard-Bottom

As the FWD data are imported, the depth to hard bottom is computed. The results of this analysis
can be seen under the Analysis menu in the next chapter of this manual. Once the Pavement
Type is selected, the user can press the Compute HB button. The Hard Bottom window
appears (see Figure 5-8). As a default, the Calculated Average depth to Hard Bottom is
populated. This values changes from section to section. MODTAG uses the value for each
station in a section and performs a straight average. If the user does not like the average, then the
user can select the User Defined button and manually enter a thickness between 0 and 300 inches
(7.62 m). Finally, the user can Ignore the depth to hard bottom calculations. If any of these
options are selected, then MODTAG uses this value.
Figure 5-8: Compute HB Window
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Header Data Option
General Overview
The data in the Header table is populated from the Header section of the FWD file. This
information is used in the analysis of station data. The following fields are included in this table:
Field Description
Field ID Unique identifier for each FWD file imported. DO NOT MODIFY
FWDFileName FWD File Name imported.
LocD1 LocD12 Location of each sensor in inches (mm) from the center of the load plate.
NumSensors Number of sensors used by the FWD to collect data. Can be modified to
reflect the number of effective sensors for analysis purposes
NumTestPoints Number of test points in the FWD file imported
OpName FWD Operators Name
PlateRadius Load Plate Radius in inches (millimeters)
RDWAYID Roadway ID entered by FWD Operator
TestDate Date FWD Testing was performed
TestSetup Name of Test Setup used during testing
How To Edit Header Data:

To edit Header Data, follow the steps below:
2. Using the mouse or down arrow key highlight the Tables option and Header Data sub-option.
Left click once or press the Enter key to execute.
3. Once executed, the Station Header Information window will appear (see Figure 5-9). This
window contains fields outlined above. The record count at the bottom of the window
identifies the total number of FWD files imported for the active database (project file). To
change any field, left click in that field and make the modification. Once the information has
been modified, then the Close button. If no fields are changed, simply left click on the Close
button. It is not recommended that any records be deleted in this table.
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Figure 5-9: Station Header Information
FWD Deflection Data Option
General Overview
The data in the FWD Deflection Data table is populated from the data section of the FWD file.
This information is used in the analysis of each test location and specific to each location. The
following fields are included in this table:
Field Description
Project Name Project Name Assigned when FWD data were imported
Field ID Unique identifier for each FWD file imported. DO NOT MODIFY
GroupID Group ID assigned by the program or user.
TestID Test point identifier.
Station Location the test was performed (feet, miles or kilometers)
DropNum Corresponds to the number of drops in the Header table. Counter for each
drop at a test location
D1-D12 Pavement surface deflection at each sensor location (mils or microns)
Load Load applied to the pavement by the FWD (lbs or kN)
Pressure Pressure applied to the pavement by the FWD (psi or MPa)
MatTemp Mid-depth material temperature if recorded (F or C)
AirTemp Ambient air temperature measured during the test (F or C)
SurfTemp Pavement surface temperature measured during the test (F or C)
TestDate Date which the test was performed
TestTime Time which the test was performed
TestType Type of FWD test performed
Comments Comments entered by the operator at the test location
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How To Edit FWD Deflection Data:

To edit FWD Deflection Data, the user must take extreme care. Modifying data is not
recommended. This option should be used to view data only. To view the data, follow the steps
below:
2. Using the mouse or down arrow key highlight the FWD Deflection Data option. Left click
once or press the Enter key to execute.
3. Once executed, the Aggregated FWD Data window will appear (see Figure 5-10). This
window contains fields outlined above. The record count at the bottom of the window
identifies the total number of FWD test locations aggregated for the active database (project
file). As stated above, it is not recommended that any load or deflection data be modified.
4. After reviewing the data, the user can press the Export to Excel button or press the Close
button. When the Export to Excel button is pressed, MODTAG will open Microsoft Excel if
installed on the computer. When the Close button is pressed, the user will return to the main
screen.
Figure 5-10: Aggregated FWD Data Window
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Default Load Setting Option
General Overview
MODTAG allows the user to establish a customized loading sequence. This allows the user to
reflect changes to a testing policy or a specific project(s).
How To Establish Default Load Setting:

To establish a Default Load Setting, the user must know the FWD loading sequence. To establish
the sequence, follow the steps below:
2. Using the mouse or down arrow key highlight the Default Load Settings option. Left click
once or press the Enter key to execute. The Create Default Test Setup window will appear
(See Figure 5-11).
Figure 5-11: Create Default Test Setup Window

3. Unlike the standard test setup process, the user must enter the number of drops per location.
The user must enter the number of load levels per location. Once the load levels have been
entered, the user should press the tab button. For each load level, the user must enter the
target load. Once these cells have been filled, the user must press the Activate Matching
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Combo button. This activates the right browse combo and allows the user to match the drop
number with the load level (see Figure 5-12).
4. After the drops and loads are matched, the Create Default button is then pressed to establish
the testing sequence. The test sequence is saved and MODTAG returns to the main screen.
If the user wants to change the new test sequence, the Reset Form button can be pressed. To
view the test sequence, the View Default button can be pressed.
Figure 5-12: Create Default Test Setup Example
Materials Library Option
General Overview
MODTAG allows the user to customize a materials library for ease of inputting pavement
structures. This allows the user to reflect the material properties and typical thickness used
locally.
How To Modify the Materials Library:

MODTAG contains a default materials library. These are commonly used materials in Virginia.
To modify the materials library, follow the steps below:
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2. Using the mouse or down arrow key highlight the Materials Library option. Left click once
or press the Enter key to execute. The Materials Library window will appear (see Figure 5-
13).
Figure 5-13: Materials Library

3. MODTAG will allow the modifications to effect the master template or just the current
project. The default setting is Modify Template.
4. To change any default setting, simply click in the appropriate field. Knowledge of the
material properties must be known before changing a default setting. Once the setting or
settings have been modified, the user can press the Close button to exit or the Export to
Excel button to print a hard copy.
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Chapter 6 - Taking a Peek at the Data

After FWD files are imported to MODTAG, it is a good idea to take a peek at the data. By using
various tools and reports, the difficulty or ease of the pavement analysis can be assessed. This
chapter will describe the tools in MODTAG used to perform preliminary analysis of the data.
Some tools are described in more detail in the appendices.
6.PREANALYSIS MENU
The PreAnalysis (Preliminary Analysis) menu allows the user to screen and review data before
much time and effort is spent on analyzing FWD data. Very quickly the user can assess factors
such as subgrade linearity, stiffness of the pavement structure, and basin shape. Within this
MODTAG menu are the following options:
! Pre-Analysis
! SLIC Transformation
! Linearity
! Hard-Bottom
! Surface Modulus
! Cumulative Differences of Deflection
! Stiffness Modulus
! Basins
The following sections in this chapter will describe each option, how the option can be accessed
by the user and the purpose of each option.
Pre-Analysis
General Overview
As data are imported from the raw FWD files to MODTAG, numerous data checks are
performed. The Pre-Analysis option, when executed by the user, displays a report generated by
MODTAG. This report is useful in assessing which test locations may be difficult to analyze.
How To Access Pre-Analysis:

To access the Pre-Analysis report, follow the steps below:
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1. Two approaches can be used to open the PreAnalysis Menu options. One, using the mouse
left click once on the PreAnalysis menu; two, press the Alt-P keys. To go directly to the Pre-
Analysis report, use the speed button (See Figure 6-1)
Pre-Analysis Speed Button
Figure 6-1: Pre-Analysis Speed Button

2. If the speed button is not used, then using the mouse or down arrow key highlight the Pre-
Analysis option and the report will appear (See Figure 6-2). This report includes:
a. The date the file was imported to MODTAG (EntryDate)
b. Type of data warning detected (MessageType)
c. Description of the data warning (Comment)
d. Project Name
e. FWD File ID (FileID)
f. Testing Station where the data were collected (Station)
g. Drop Number where the data warning was detected.
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Figure 6-2: Pre-Analysis Report

3. Once the report has been reviewed, the user can press the Close button to exit or the Export
to Excel button to print a hard copy.
SLIC Transformation
General Overview:
An easy way to categorize the response of a pavement structure is the deflection basin.
Deflection basins for flexible pavements can be used to determine homogeneous sections,
identify material problems, and locate structural fatigue. For composite and rigid pavements, the
deflection basin can be used to assess the subgrade soil support and elastic modulus of the PCC
layer. These results can be used in evaluating a project as well as be used in 1993 AASHTO
Pavement Design Methodology. The technical approach to the SLIC analysis can be found in
Chapter 12.
How To Perform SLIC Transformation:

To perform SLIC Transformation, follow the steps below:
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1. Using the mouse left click once on the PreAnalysis menu or press Alt-P.
2. Using the mouse or down arrow key highlight the SLIC Transformation option. Left click
once or press the Enter key to execute. The SLIC Transformation window will appear (see
Figure 6-3).
Figure 6-3: SLIC Transformation Window

3. Project Name - Using the mouse and drop down list, select the correct project.
4. Drop # - Using the mouse, left click once on the check box next to the drop to be analyzed.
Only one drop per load level is allowed.
5. Once the Project Name and Drop # have been selected, MODTAG automatically calculates
and plots the results for the first test station (See Figure 6-4). To analyze another project,
repeat steps 3 and 4. To view the results from another station, click on the down arrow
beside the station cell and then click on the desired station. To review all of the station data,
click on the left and right arrows to the right of the Station cell.
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Figure 6-4: SLIC Transformation Window (Analysis Finished)

6. To view the SLIC results for other stations, select another location from the dropdown list or
press the left or right button beside the slide bar. To view the data for a station, press the
Data button (see Figure 6-4). This data can be exported to Excel. To export the graph as a
bit map, press the Export button. To print the graph, press the Print button. To delete the
data for a test location, press the Delete button. This will remove all the data for a single
location. To exit the SLIC option, press the Exit button.
Linearity
General Overview:
The linearity of the materials in a pavement structure affects the analysis. In many locations, the
unbound materials are either stress softening or stress weakening. Basically, the soils or
aggregate bases/sub-bases get weaker or stronger as more load is applied to it. By knowing if a
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pavement structure is behaving linearly or non-linearly, the user can segment the project data
accordingly and can adjust the pavement models used to backcalculate the results.
How To Perform Linearity:

To perform the Linearity analysis, the user can view the results for an entire project or an
individual test location. The steps to do either approach are outlined below:
2. Using the mouse or down arrow key highlight the Linearity option and then the Project View
or Station Graph sub-option. Left click once or press the Enter key to execute. If the Project
View is selected, then the Project Linearity window will appear (see Figure 6-5). If the
Station View is selected, then the Linearity by Station window will appear (see Figure 6-6).
Figure 6-5: Project Linearity Window
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Figure 6-6: Linearity by Station Window

4. Once the Project Name has been selected, MODTAG automatically calculates and plots the
results for the entire project (see Figure 6-7) or for the first station in a project (see Figure 6-
8).
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Figure 6-7: Project Linearity Window (Analysis Finished)
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Figure 6-8: Linearity by Station (Analysis Finished)

5. For the project, the user can view the data used to generate the plot, print the results, and
export the plot as a graphic file.
6. To exit the project linearity analysis, press the Exit button or the X.
Hard-Bottom
General Overview:
The presence of a hard layer near the pavement surface influences the deflection basin and
consequently the back-calculation analysis. This hard layer could be bedrock or a high water
table. In either case, if the engineer does not recognize the presence of this layer, then the
analysis results could be meaningless. By recognizing the hard layer and assigning a modulus
value prior to backcalculation, the user may have an easier time evaluating the MODCOMP
results.
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How To Perform Hard-Bottom:

To perform the Hard-Bottom analysis, follow the steps below:
2. Using the mouse or down arrow key highlight the Hard-Bottom option. Left click once or
press the Enter key to execute. The Hardbottom window will appear (see Figure 6-9).
Figure 6-9: Hardbottom Window

4. Drop # - Using the mouse, left click once on the check box next to the drop to be analyzed.
Only one drop per load level is allowed.
5. Once the Project Name and Drop # has been selected, MODTAG automatically calculates
and plots the results for the entire project (see Figure 6-10). To remove or suppress the
confidence interval lines on the graph, click on the Supress CI check box (See Figure 6-11).
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Figure 6-10: Hard Bottom Results (Analysis Finished)
Figure 6-11: Hard Bottom Results with Confidence Interval Supressed
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6. For the project, the user can view the data used to generate the plot, print the results, and
export the plot as a graphic file.
7. To exit the Hard-Bottom analysis, press the Exit button or the X.
Surface Modulus
General Overview:
The Surface Modulus option allows the user to review the deflection basin in flexible, rigid and
composite pavements. The results of this review can be used in assessing the number of effective
sensors and linearity of the materials. Also, the surface modulus graphs can be used to determine
which tests should be removed from the pavement analysis.
How To Perform Surface Modulus:

To perform Surface Modulus graphs, follow the steps below:
2. Using the mouse or down arrow key highlight the Surface Modulus option. Left click once or
press the Enter key to execute. The Surface Modulus window will appear (see Figure 6-12).
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Figure 6-12: Surface Modulus Window

3. Project Name - Using the mouse and drop down list, select the correct Project Name
4. Drop # - Using the mouse and drop down list, select the drop number to be analyzed.
5. Once the correct Project Name and Drop # have been established, MODTAG will load the
station numbers automatically (see Figure 6-13). Also, MODTAG will calculate the surface
modulus for each deflection at each station using a default Poissons Ratio of 0.35. (To
modify the ratio, enter a new value between 0.30 and 0.50 and press the Graph button. At
this point, all stations in that Project Name will use the new value to compute surface
modulus.) To view the results, left click or right click on the scroll bar at the bottom of the
window or select a station from the drop down list. After reviewing the deflection basins, the
user can analyze more data, exit the analysis or view the results.
6. To view the surface modulus results for other stations, select another location from the
dropdown list or press the left or right button beside the slide bar. To view the data for a
station, press the Data button (see Figure 6-14). This data can be exported to Excel. To
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export the graph as a bit map, press the Export button. To print the graph, press the Print
button. To delete the data for a test location, press the Delete button. This will remove all
the data for a single location. To exit the Surface Modulus option, press the Exit button.
Figure 6-13: Surface Modulus Window (Completed)
Figure 6-14: Surface Modulus Data
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Surface Modulus Calculation
General Overview
The data in the Surface Modulus Plot Data table is populated when the Surface Modulus analysis
option has been executed. The number of rows in this table is dependent on the number of the
sensors used during the collection of data. If seven sensors were used, seven rows will be
present.
Technical Approach Surface Modulus Option

Based on the File ID and Drop number selected by the user, these analysis steps in MODTAG are
performed:
1. For each test point, MODTAG determines if basin (B) testing was performed. This
information is loaded into the TestType field in the Station Data table.
2. If the data is based on basin testing, then the pavement deflection data, load data, load plate
radius and radial offset distance for each sensor are retrieved.
3. Once the data are retrieved, the surface pavement modulus is calculated. For the surface
modulus based on the sensor located at the center of the load plate (radial distance equals 0
inches or millimeters), the following formula is used:
( [
SM = 2 p a 1 PR 2 / d 0 ])
Where:
SM = Surface Pavement Modulus (psi or MPa)
p= Pressure applied to the pavement, load/plate area (psi or
MPa)
a= Load Plate Radius (in. or mm)
PR = Poissons Ratio
d0 = Pavement Deflection where r = 0 in or mm
4. For the surface modulus based on the sensors not located at the center of the load plate (radial
distance equals 0 inches or millimeters), the following formula is used:
( [ ])
SM = p a 2 1 PR 2 / (d r r )
Where:
SM = Surface Pavement Modulus (psi or MPa)
p= Pressure applied to the pavement, load/plate area (psi or
MPa)
a= Load Plate Radius (in. or mm)
PR = Poissons Ratio (0.5)
dr = Pavement Deflection at radial distance r (in. or mm)
r= Radial Distance from center of the load plate (in. or mm)
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Cumulative Differences of Deflection
General Overview:
The Cumulative Differences of Deflection option allows the user to assess the pavement
structures homogeneity. This analysis is performed on basin testing data for flexible, rigid and
composite pavements. The results of this analysis can be used in determining pavement coring
and subgrade boring location, and determining pavement analysis units.
How To Perform Cumulative Differences of Deflection:

To perform Cumulative Differences of Deflection, follow the steps below:
2. Using the mouse or down arrow key highlight the Cumulative Differences of Deflection
option. Left click once or press the Enter key to execute. The Cumulative Differences of
Deflection window will appear (see Figure 6-15).
Figure 6-15: Cumulative Differences of Deflection Window

3. Project Name - Using the mouse and drop down list, select the correct Project Name.
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4. Drop # - Using the mouse and drop down list, the drop number to be analyzed.
5. Once the correct Project Name and Drop # have been established, MODTAG will calculate
the cumulative sums of deflection for sensors 1 (D1) and 9 (D9) (see Figure 6-16). To
change the sensors, left click on the drop down list beside the Sensor A or Sensor B field and
select the desired sensor. Once the new sensor has been selected, left click once on the Graph
button. MODTAG will perform the calculations and the results will be displayed. To view
the data results in a tabular format left click on the Data button (see Figure 6-17). After
reviewing the results, the user can print the data or graph, analyze more data, or exit the
report.
Figure 6-16: Cumulative Differences of Deflection Window (Completed)
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Figure 6-17: Cumulative Differences Data
Cumulative Differences of Deflection Calculations
General Overview
The Cumulative Differences of Deflection table is populated when the cumulative sums analysis
option has been executed. The number of rows in this table is dependent on the number of test
points collected. If one hundred points were collected, one hundred rows will be present.
Technical Approach Cumulative Differences of Deflection Option

For the analysis in MODTAG, the approach from Appendix J of the AASHTO Guide for Design
of Pavement Structures 1993 was applied. Please refer to this appendix for detailed information.
Stiffness Modulus Results
General Overview:
The Stiffness Modulus Results option allows the user to calculate and report the pavements
stiffness modulus. The reporting option allows the user to assess the pavement structures
homogeneity. This analysis is performed on basin testing data for flexible, rigid and composite
pavements. The results of this analysis can be used in determining pavement coring and subgrade
boring location, and determining pavement analysis units.
How To Report Stiffness Modulus Results:

To report on Stiffness Modulus results, follow the steps below:
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2. Using the mouse or down arrow key highlight the Stiffness Modulus option. Left click once
or press the Enter key to execute. The Stiffness Modulus window will appear (see Figure 6-
18).
Figure 6-18: Stiffness Modulus Window

3. Project Name - Using the mouse and drop down list, select the correct project name.
4. Drop # - Using the mouse and drop down list, select a Drop number to be reported. The
number of drops available for reporting will be based on the number of drops contained in the
FWD file that was imported.
5. Once the correct Project Name and Drop # have been established, MODTAG will graph the
results (see Figure 6-19). At this point the user can view and edit the data by pressing the
Data button (see Figure 6-20), print the graph by pressing the Print button, copy the data to
the clipboard by pressing the Copy button, or exit the report by pressing the Exit button.
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Figure 6-19: Stiffness Modulus Window (Completed)
Figure 6-20: Stiffness Modulus Data
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General Overview
The data in the Stiffness Modulus table is populated when the Project Name and Drop Number
are selected by the user. The following fields are included in this table:
Field Description
Segment Segment Identifier
Station Station where the FWD data were collected
DropNum Drop Number selected by the user to compute the stiffness modulus
D1 Average deflection of the pavement at a radius of 0 (mils or microns)
Load Average load applied to the pavement based on the drop number selected
(lbs or kN)
Pressure Pressure applied to the pavement based on the drop number and radius of
the load plate (psi or MPa)
Stiffness Pavement Stiffness Modulus (lb/in or kN/mm) computed by dividing the
load (Load) applied to the pavement by the average deflection (D1)
Basins
General Overview:
The Basins option allows the user to view the deflection basin measured by the FWD. The
reporting option allows the user to assess the pavement structures homogeneity. This analysis is
performed on basin testing data for flexible, rigid and composite pavements.
How To Report Basins:

To view the deflection Basins, follow the steps below:
2. Using the mouse or down arrow key highlight the Basins option. Left click once or press the
Enter key to execute. The Basins window will appear (see Figure 6-21).
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Figure 6-21: Basins Window

number of drops available for reporting will be based on the number of drops contained in the
FWD file that was imported.
5. Once the correct Project Name and Drop # have been established, MODTAG will graph the
results (see Figure 6-22). At this point the user can view and edit the data by pressing the
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Figure 6-22: Basin Window (Completed)
Figure 6-23: Basin Data
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Chapter 7 Analyze the Possibilities

Once FWD data are imported, edited and preanalyzed, the user can start analyzing the
possibilities. Knowing how to make sense of the results takes experience. To help the new
engineer as well as the experienced veteran, MODTAG makes life simpler.
7.ANALYSIS MENU
The ANALYSIS Menu in MODTAG allows the user to analyze project data. The following
analysis options are present:
! Effective Structural Number

! Modulus AC Temperature Correction
! Basin Area/K Calculation
! MODCOMP Processing
To use any of these options on a pavement section, the pavement structure MUST be input.
The following sections will describe each menu option, how to access the menu option/sub-
option, how to execute the menu option/sub-option and the technical approach for the option/sub-
option.
Effective Structural Number Option
General Overview:
The Effective Structural Number option allows the user to estimate the structural capacity and
remaining life for flexible pavements. The results of this analysis can be used in assessing
pavement overlay requirements and locating weak areas. The effective structural number (SNeff)
and subgrade resilient modulus (Mr) can be used in the AASHTO Pavement Design procedure.
How to Perform Effective Structural Number Analysis:

To perform Effective Structural Number Analysis, follow the steps below:
1. Using the mouse left click once on the ANALYSIS menu or press Alt-A.
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2. Using the mouse or down arrow key highlight the Effective Structural Number option. Left
click once or press the Enter key to execute. The Effective Structural Number window will
appear (see Figure 7-1).
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Figure 7-1: Effective Structural Number Window

3. Project File - Using the mouse and drop down list select the correct Project File name (see
Figure 7-2).
4. Drop Number- Using the mouse and drop down list, left click once on the drop to be
analyzed.
5. Temperature Correct AC - Once the correct Project File and Drop have been established, the
user must determine if the SN results should be temperature corrected. In most cases,
temperature correction is recommended and therefore the default setting is Yes. However,
if the data are not to be temperature corrected, then using the mouse left click once on the
No radio button.
6. Enter Subgrade Modulus In some cases, the user may know the subgrade modulus based on
laboratory testing. For those cases, the user can input the value into MODTAG by clicking
on the Enter Subgrade Modulus check box. Once the check box is selected, a field will
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appear for the user to enter a value. The value must be in units of pounds per square inch
(psi) or Megapascals (MPa). By using the subgrade modulus entered by the user, MODTAG
can calculate the Effective Structural Number without estimating the subgrade modulus based
on deflections.
7. Remaining Life (Traffic) The Remaining Life radio button options in MODTAG allows the
user to determine ESALS to Failure, ESALS to Terminal Serviceability and Remaining Life
based on the Effective Structural Number and specific AASHTO design equation inputs. For
Determine ESALS to Term. Serv the default radio button option is No. To select the
Yes option, left click once on the radio button. After Yes has been selected, AASHTO
design equation inputs appear. Review these inputs (Pt terminal pavement serviceability, R
reliability, and So standard deviations) and modify to reflect the functional class of the
roadway. To change any input, left click once in the appropriate field and make the
modification. For Determine ESALS to Failure the default radio button option is Yes.
To select the No option, left click once on the radio button. For Determine (Structural)
Remaining Life the default radio button option is No. To select the Yes option, left
click once on the radio button. After Yes has been selected, AASHTO design equation
inputs appear as well as the radio button for Determine ESALS to Term. Serv switches to
Yes. Review these inputs (Pt terminal pavement serviceability, R reliability, and So
standard deviations) and modify to reflect the functional class of the roadway. To change any
input, left click once in the appropriate field and make the modification. See Figure 7-2 for a
completed Effective Structural Number window.
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Figure 7-2: Effective Structural Number Window (Completed)

8. No Temperature Correction - Once the correct Project File, Drop Number, Temperature
Correction AC and Remaining Life (Traffic) options have been established, left click once on
the Calculate button. If the No option for Temperature Correct AC has been selected, then
MODTAG will begin the Effective SN Analysis. When the calculations are done, a message
window will appear (see Figure 7-3). Left click once on the Ok button. At this point the user
can analyze more data, exit the analysis or view the results. To view the results, left click
once on the View Results button.
Figure 7-3: Effective Structural Number Window (Analysis Finished)

9. Yes Temperature Correction - Once the correct Project File, Drop Number, Temperature
Correction AC and Remaining Life (Traffic) options have been established, left click once on
the Calculate button. If the Yes option for Temperature Correct AC has been selected,
then MODTAG will proceed to the AC Temperature Correction SN Results window (see
Figure 7-4). In this window, the user must enter air temperature and base type information.
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To determine the mid-depth AC temperature using the BELLS35 equation, the user must
enter the average air temperature from the previous day in degrees Fahrenheit. To input this
value, left click once in the field and enter the temperature. To determine the correct
temperature adjustment factor for the deflection recorded at 0 inches or millimeters (typically,
this is the deflection recorded by sensor 1), the user must select the correct base type.
Asphalt stabilized base is the default base/sub-base type, to change this setting simply left
click once on the appropriate base/sub-base type. Once these selections have been
completed, left click once on the Ok button. When the calculations are done, a message
window will appear. Left click once on the Ok button. At this point the user can analyze
more data, exit the analysis or view the results. To view the results, left click once on the
View Results button.
Figure 7-4: Effective Structural Number Window with Temp Correct
General Overview of Technical Approach Effective Structural Number Option

For most flexible pavements, deterioration of the pavement structure in the wheel paths dictates
when a pavement should be rehabilitated. However, in some cases poor ride quality due to
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environmental related cracking triggers a rehabilitation activity. Typically, basin testing is

performed by positioning the load plate in the outside wheel path of the outside travel lane.
For the effective Structural Number analysis in MODTAG, the approach from Section 5.4.5 Step
4 of the AASHTO Guide for Design of Pavement Structures 1993 was applied. Based on the
Project File selected by the user, these analysis steps in MODTAG are performed:
1. For each test point, MODTAG determines if basin (B) testing was performed.
2. For Effective Structural Number Analysis, the following information are required:
Load Applied to the Pavement,

Pavement Deflection at each sensor location,
Total Pavement Structure Thickness above the subgrade,
Total AC Layer Thickness (required for temperature correction),
Base/Sub-base Material Type, and
Load Plate Radius.
3. Once the above information has been entered by the user and retrieved from the database
tables, MODTAG performs the Effective Structural Number Analysis.
Analysis Steps Effective Structural Number Option

1. Once data are loaded, MODTAG determines if the pavement deflection at 0 inches or
millimeters must be corrected for temperature. If the user selected Yes, then see Step 1a.
If the user selected No, then see Step 2.
1a. To temperature correct the deflection at 0 inches or millimeters, MODTAG uses two
methods to assign a mid-depth AC material temperature. Method one is direct input of a
mid-depth AC temperature measured in the field during FWD testing. Method two is
estimation of the mid-depth AC temperature using the BELLS3 production testing equation.
The BELLS3 equation requires the pavement surface temperature at time of testing, average
air temperature for the previous day, total thickness of the AC layers, and time of testing.
From these methods, the mid-depth AC temperature is used to determine a Temperature
Adjustment Factor (TAF) based on base/sub-base type and total thickness of the AC layers.
Please refer to Figure 5.6 and Figure 5.7 of the 1993 AASHTO Guide. Since only four
thicknesses are shown in these figures, MODTAG calculates the equation of the line for 3
(75 mm), 5 (125 mm), 6 (150 mm), 7 (175 mm), 9 (225 mm), 10 (250 mm), and 11
(275 mm). For total AC thickness greater than 12 (300 mm), the equation for 12 (300
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MODTAG Version 4.0
mm) is used. If the total AC thickness is not an integer, then MODTAG will round the
thickness to the nearest integer. Using the following equation, the pavement deflection at 0
inches or millimeters is corrected to 68o F (20 o C):
D 068 = TAF * D 0
Where:
D068 = Pavement Deflection at 0 corrected to a deflection at 68oF (mils)
D0 = Pavement Deflection at 0 at time of testing (mils)
TAF = Temperature Adjustment Factor
2. Once D0 or D068 are retrieved or calculated, then MODTAG calculates an initial subgrade
modulus. This is an iterative process. MODTAG must determine which deflection sensor is
located outside of the effective radius of the stress bulb. To determine this sensor, MODTAG
starts with the sensor located at 12 (300 mm) and works its way toward the outermost
sensor. To determine the subgrade resilient modulus, the following equation is used:
Mr = 0.24 P / (dr * r )
Where:
Mr = Backcalculated Subgrade resilient modulus (psi)
P= Load applied to the pavement (lbs.)
dr = Pavement deflection measured at radial distance r (mils/1000)
r= Radial distance to sensor from center of load plate (in)
3. Once an initial subgrade modulus is calculated, then the Effective Modulus for the Pavement
(Ep) is calculated. Due to the form of the equation, this is an iterative process. The equation
is:

(
D0 or D068 = 1.5 pa 1 / Mr 1 + D / a3 Ep / Mr

)
2

([ ] )}
+ 1 1 / 1 + ( D / a) / Ep

2
Where:
D0 or D068 = Pavement Deflection at 0 or Pavement Deflection at 0 corrected to a
deflection at 68oF (mils)
p= Pressure applied to the pavement (load/area of load plate)
a= Load plate radius (in.)
Mr = Backcalculated Subgrade Resilient Modulus (psi)
D= Total pavement thickness above subgrade (in.)
Ep = Elastic modulus of the Pavement above subgrade (psi)
MODTAG uses an initial value for Ep of 15,000 psi and increases the Ep value by 500 psi until
the right side of the equation is less than or equal to the left side of the equation. This Ep value is
then used in Step 4.
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MODTAG Version 4.0
4. Using the Ep, Mr, load plate radius and total pavement thickness, MODTAG determines the
effective radius of the stress bulb using the following equation:

(
a e = a 2 + D * 3 Ep / Mr
2

)
Where:
ae = Effective radius of the stress bulb (in.)
a= Load plate radius (in.)
Ep = Elastic modulus of the Pavement (psi)
5. Once the effective radius of the stress bulb is determined, this radius is compared to the
sensor radius used to calculate the initial subgrade resilient modulus value using the
following equation:
r 0.7 * ae
Where:
ae = Effective radius of the stress bulb (in.)
r= Radial distance to the sensor used to calculate Mr (in.)
6. If the sensor radius is less than the effective radius of the stress bulb, then MODTAG returns
to Step 2, selects the next sensors deflection and repeat Steps 2-5. If the sensor radius is
greater than the adjusted stress bulb radius, then MODTAG proceeds to Step 7.
7. Once the Effective modulus of the Pavement is determined, then the Effective Structural
Number is calculated using the following equation:
SN = 0.0045D * 3 Ep
Where:
SN = Effective Structural Number
Ep = Effective Modulus of the Pavement (psi)
8. Once the Effective Structural Number is calculated, then the CBR value based on the Army
Corps of Engineers relationship for fine grained soils is determined using the following
equation:
CBR = Mr / 1500
Where:
CBR = California Bearing Ratio
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MODTAG Version 4.0
9. Once the Effective Structural Number is calculated, then the CBR value based on the South
African method for coarse grained materials is determined using the following equation:
CBR = .65 Mr / 3000

Where:
CBR = California Bearing Ratio
10. If the user wants to determine the ESALS to Terminal Serviceability, then see Step 11. If the
user does not want to determine the ESALS to Terminal Serviceability, then see Step 12.
11. To determine the number of ESALS to Terminal Serviceability, the flexible pavement design
algorithm is used. In order to use this algorithm, MODTAG uses the Effective
Structural Number and Subgrade Resilient Modulus determined by MODTAG. Note
the subgrade resilient modulus is not corrected for design purposes as suggested by
AASHTO. Therefore, the ESALS to Terminal Serviceability may be liberal. In addition
to SN and Mr, the user must define the reliability to be used, the value for terminal
serviceability and the standard deviation to use. Once this information is retrieved or entered,
the following equation is used to determined ESALS to Terminal Serviceability:
log10 TermESALS = Zr * So + 9.36 * log10 (SN + 1) 0.20 +

(
log10 [PSI /(4.2 1.5)] / 0.40 + 1094 / (SN + 1)
5.19
) + 2.32 * log 10 (Mr ) 8.07
Where:
TermESALS = ESALS to Terminal Serviceability
Zr = Standard normal deviate based on reliability
So = Combined standard error of the traffic and performance prediction
PSI = Change in pavement serviceability index
12. If the user wants to determine the ESALS to Failure, then see Step 13. If the user does not
want to determine the ESALS to Failure, then see Step 14.
13. To determine the number of ESALS to Failure, the flexible pavement design algorithm is
used. In order to use this algorithm, MODTAG uses the Effective Structural Number and
Subgrade Resilient Modulus determined by MODTAG. Note the subgrade resilient modulus
is not corrected for design purposes as suggested by AASHTO. Therefore, the ESALS to
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MODTAG Version 4.0
Failure may be liberal. Once this information is retrieved, the following equation is used to
determined ESALS to Failure:
log10 TermESALS = 9.36 * log10 (SN + 1) 0.20 + 2.32 * log10 (Mr ) 8.07
Where:
TermESALS = ESALS to Terminal Serviceability
14. If the user wants to determine the Structural Remaining Life of the Pavement, then see Step
15. If the user does not want to determine the Structural Remaining Life of the Pavement,
then see Step 18.
15. To determine the Structural Remaining Life of the Pavement, an estimate for the sound
structural number is required. The sound structural number is defined as the structural
number of the pavement at time of original construction if good paving materials and
construction practices are used. The user must enter the pavement structure and layer
coefficients to use this option. To calculate the sound structural number, the following
equation is used:
SNo = Dac * a1 + Dbase * a 2

Where:
SNo = Sound Structural Number
Dac = Total Thickness of all AC layers, excluding asphalt permeable bases
(in.)
a1 = Weighted average for the AC layer coefficients
Dbase = Total Thickness of the none AC base/sub-base layers (in.)
a2 = Weighted average for the base and sub-base layer coefficients
16. Once the original Structural Number has been calculated, then the Structural Condition Factor
(Cf) is determined using the following equation:
Cf = SN / SNo
Where:
Cf = Structural Condition Factor
SN = Effective Structural Number calculated by MODTAG
SNo = Sound Structural Number calculated from user inputs
17. Once the Structural Condition Factor is determined, then the Structural Remaining Life of the
Pavement is calculation using the following equation:
RL = Cf 6.0606
*100
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MODTAG Version 4.0
Where:
RL = Remaining Life of the Pavement (%)
Cf = Structural Condition Factor
18. MODTAG will proceed to the next test point until all points identified have been analyzed.
Basin Area/K-Calculation
General Overview:
An easy way to categorize the response of a pavement structure is the deflection basin.
Deflection basins for flexible pavements can be used to determine homogeneous sections,
identify material problems, and locate structural fatigue. For composite and rigid pavements, the
deflection basin can be used to assess the subgrade soil support and elastic modulus of the PCC
layer. These results can be used in evaluating a project as well as be used in 1993 AASHTO
Pavement Design Methodology. Please note, this routine is not available for Metric units.
Under the Basin Area/K Calculation menu option, three sub-options exist Flexible, Composite
and Jointed/CRC.
Flexible Pavements
How To Perform Basin Area/K Calculation for Flexible Pavements:

To perform Basin Area/K Calculation for Flexible Pavements, follow the steps below:
2. Using the mouse or down arrow key highlight the Basin Area/K Calculation option the
Flexible sub-option. Left click once or press the Enter key to execute. The Flexible Basin
Area window will appear (see Figure 7-5).
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MODTAG Version 4.0
Figure 7-5: Flexible Basin Area Window

3. Select Project - Using the mouse and drop down list, select the correct project. See Figure 7-
6 for a completed Flexible Basin Area window.
4. Drop Number for Analysis - Using the mouse, left click once on the check box next to the
drop to be analyzed. Only one drop per load level is allowed.
Figure 7-6: Flexible Basin Area Window (Completed)
5. Once the all the inputs and selections have been made, left click once on the Calculate
button. When the calculations are done, a message window will appear (see Figure 7-7). Left
click once on the Ok button. At this point the user can analyze more data or exit the analysis.
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MODTAG Version 4.0
Figure 7-7: Flexible Basin Area Window (Analysis Finished)
General Overview of Technical Approach Flexible Basin Area

For the Flexible Basin Area analysis in MODTAG, the approach from Federal Highway
Administrations Long Term Pavement Performance program was followed. Based on the
Project and drop number selected by the user, these analysis steps in MODTAG are performed:
1. For each test point, the Basin Area is determined.
2. For Basin Area analysis, the following information are required:
Pavement Deflection at 0,
Pavement Deflection at 24, and
Pavement Deflection at 36.
For those files where the above deflections are not available, the pavement deflections at 0, 12,
24 and 36 are used to compute the basin area.
tables, MODTAG performs the Flexible Basin Area analysis.
Analysis Steps Flexible Basin Area

1. Once data are loaded, then MODTAG calculates the Flexible Basin Area using the following
equation:
AREA = 4 + 6(d 8 / d 0) + 5(d12 / d 0) + 6(d18 / d 0) + 9(d 24 / d 0 ) + 6(d 36 / d 0)
Where:
AREA = Area of the Deflection Basin (in.)
d0 = Deflection at 0 (mils)
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MODTAG Version 4.0

If the above deflections are not present (typically FWDs using 7 sensors), the following area
calculation is used:
d12 d 24 d 36
AREA = 6 1 + 2 + 2 +
d 0 d 0 d 0
Where:
2. Once the Flexible Basin Area is calculated, MODTAG will proceed to the next test point
until all points identified have been analyzed.
Composite Pavements
How To Perform Basin Area/K Calculation for Composite Pavements:

To perform Basin Area/K Calculation for Composite Pavements, follow the steps below:
Composite sub-option. Left click once or press the Enter key to execute. The PCC Area/K -
Composite window will appear (see Figure 7-8).
Figure 7-8: PCC Area/K - Composite Window
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MODTAG Version 4.0
9 for a completed PCC Area/K - Composite window.
5. PCC Poissons Ratio Using the mouse, left click once in the PCC Poissons Ratio field to
change the default value.
Figure 7-9: PCC Area/K - Composite Window (Completed)

button. When the calculations are done, a message window will appear (see Figure 7-10).
Left click once on the Ok button. At this point the user can analyze more data or exit the
analysis.
Figure 7-10: PCC Area/K - Composite Window (Analysis Finished)
General Overview of Technical Approach PCC Area/K - Composite

For the PCC Area/K - Composite analysis in MODTAG, the approach from the Supplement to the
AASHTO Guide for Design of Pavement Structures Part II, Rigid Pavement Design and Rigid
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MODTAG Version 4.0
Pavement Joint Design. Based on the Project and drop number selected by the user, these
analysis steps in MODTAG are performed:
1. For each test point, the Basin Area, PCC Elastic Modulus, and Composite Modulus of
Subgrade Reaction are determined.
2. For the analysis, the following information are required:
Concrete Slab Thickness, and
Concretes Poisson Ratio.
tables, MODTAG performs the PCC Area/K - Composite pavement analysis.
Analysis Steps PCC Area/K Composite

1. Using the PCC pavement deflection, the basin area for the PCC pavement can be calculated
using the following equation:
AREA = 3 + 6(d18 / d12 ) + 9(d 24 / d12 ) + 18(d 36 / d12 ) + 12(d 60 / d12 )

Where:
d12 d 24 d 36
AREA = 6 1 + 2 + 2 +
d 0 d 0 d 0
Where:
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MODTAG Version 4.0

2. Once the basin area is known, the estimated dense liquid radius of relative stiffness is
calculated. The following equation is used:
48 AREA
2.220
ln 158.40
l est =
.476

Where:
lest = Estimated Dense Liquid Radius of Relative Stiffness (in.)
3. Using the estimated Dense Liquid Radius of Relative Stiffness, the effective modulus of
subgrade reaction is calculated using the following equation:
P d12*
k est =
d12 l est
2

Where:
kest = Estimated Effective Modulus of Subgrade Reaction (pci)
d0* = Nondimensional coefficient of deflection at center of load plate
P= Load Applied to the Pavement (lbs.)
d12 = Deflection measured at the center of the load plate (in.)
d12* = 0.12188e [.79432 e ]
( .07074l est )
4. Once the estimated Effective Modulus of Subgrade Reaction has been calculated, this value
must be corrected based on the average length and width of the PCC slab. Based on the
relationship of Slab Length (Sl) to Slab Width (Sw) in inches, a composite length (L) factor is
determined. If:
Sl 2 S w L = Sl S w
Sl > 2 S w L = 2 w Sl
5. Based on the L factor, an adjustment factor is made to the pavement deflection at 0 inches
and finite slab size.
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MODTAG Version 4.0
L .80151
.71878

AFd 0 = 1 1.15085e lest
L 1.04831
.61663

AFl = 1 .89434e lest
Where:
AFd0 = Adjustment Factor for d0
AFl = Adjustment Factor for finite slab size
L= Composite Length Factor
6. With the computation of AFd0 and AFl the effective modulus of subgrade modulus is
calculated:
k est
k=
AFl AFd0
2
7. From the effective (dynamic) composite modulus of subgrade reaction, the static composite
modulus of subgrade reaction is calculated. The Static k value can be used in the 1993
AASHTO Pavement Design procedure.
Dynamick
Statick =
2
Where:
Static k = Static Composite Modulus of Subgrade Reaction (pci)
Dynamic k = Dynamic Composite Modulus of Subgrade Reaction (pci)
8. Using the dense liquid radius of relative stiffness, thickness of the concrete slab, PCC
Poissons ratio, and dynamic k values, the elastic modulus of the PCC slab can be estimated.
This value can be used in the 1993 AASHTO Pavement Design procedure.
( )
12 * 1 2 * k * lk 4
Epcc =
Dpcc 3
Where:
Epcc = Elastic Modulus of the PCC Slab (psi)
k= Effective Modulus of Subgrade Reaction (pci)
lk = Dense Liquid Radius of Relative Stiffness (in.)
= Poissons ratio for the PCC Slab
9. Once the PCC Area/K Composite analysis is complete, MODTAG will proceed to the next
test point until all points identified have been analyzed.
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MODTAG Version 4.0
Jointed/CRC Pavements
How To Perform Basin Area/K Calculation for Jointed/CRC Pavements:

To perform Basin Area/K Calculation for Jointed/CRC Pavements, follow the steps below:
Jointed/CRC sub-option. Left click once or press the Enter key to execute. The PCC Area/K
- Jointed/CRC window will appear (see Figure 7-11).
Figure 7-11: PCC Area/K - Jointed/CRC Window

12 for a completed PCC Area/K - Jointed/CRC window.
5. PCC Poissons Ratio Using the mouse, left click once in the PCC Poissons Ratio field to
change the default value.
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MODTAG Version 4.0
Figure 7-12: PCC Area/K - Jointed/CRC Window (Completed)

Left click once on the Ok button. At this point the user can analyze more data, exit the
analysis or view the results.
Figure 7-13: PCC Area/K - Jointed/CRC Window (Analysis Finished)
General Overview of Technical Approach PCC Area/K - Jointed/CRC

For the PCC Area/K - Jointed/CRC analysis in MODTAG, the approach from the 1993 AASHTO
Design Guide and Federal Highway Administrations Long Term Pavement Performance
program were followed. Based on the Project and drop number selected by the user, these
analysis steps in MODTAG are performed:
1. For each test point, the Basin Area, PCC Elastic Modulus, and Composite Modulus of
Subgrade Reaction are determined.
2. For the analysis, the following information are required:
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MODTAG Version 4.0

Concrete Slab Thickness, and
Concretes Poisson Ratio.
tables, MODTAG performs the PCC Area/K - Jointed/CRC pavement analysis.
Analysis Steps PCC Area/K - Jointed/CRC

1. Once data are loaded, MODTAG calculates the basin area for the PCC pavement using the
following equation:
AREA = 4 + 6(d 8 / d 0 ) + 5(d12 / d 0 ) + 6(d18 / d 0 ) + 9(d 24 / d 0 ) + 18(d 36 / d 0 )

+ 12(d 60 / d 0 )
Where:
D0 = PCC Pavement Deflection at the center of the load (mils)
D8 = Deflection at 8 (mils)
d12 d 24 d 36
AREA = 6 1 + 2 + 2 +
d 0 d 0 d 0
Where:
2. Once the basin area is known, the dense liquid radius of relative stiffness is calculated. The
following equation is used:
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MODTAG Version 4.0
60 AREA
2.566
ln 289.708
l est =
0.698

Where:
3. Using the Dense Liquid Radius of Relative Stiffness, the effective modulus of subgrade
reaction is calculated using the following equation:
P d 0*
k est =
d 0 l est
2

Where:
kest = Estimated Effective Modulus of Subgrade Reaction (pci)
d0* = Nondimensional coefficient of deflection at center of load plate
P= Load Applied to the Pavement (lbs.)
d0 = Deflection measured at the center of the load plate (in.)
d 0* = 0.1245e [.14707 e ]
( .07565 lest )
4. Once the estimated Effective Modulus of Subgrade Reaction has been calculated, this value
must be corrected based on the average length and width of the PCC slab. Based on the
relationship of Slab Length (Sl) to Slab Width (Sw) in inches, a composite length (L) factor is
determined. If:
Sl 2 S w L = Sl S w
Sl > 2 S w L = 2 w Sl
5. Based on the L factor, an adjustment factor is made to the pavement deflection at 0 inches
and finite slab size.
L .80151
.71878

AFd 0 = 1 1.15085e lest
L 1.04831
.61663

AFl = 1 .89434e lest
Where:
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MODTAG Version 4.0
AFd0 = Adjustment Factor for d0

AFl = Adjustment Factor for finite slab size
L= Composite Length Factor
6. With the computation of AFd0 and AFl the effective modulus of subgrade modulus is
calculated:
k est
k=
AFl AFd0
2
7. From the effective (dynamic) composite modulus of subgrade reaction, the static composite
modulus of subgrade reaction is calculated. The Static k value can be used in the 1993
AASHTO Pavement Design procedure.
Dynamick
Statick =
2
Where:
Static k = Static Composite Modulus of Subgrade Reaction (pci)
Dynamic k = Dynamic Composite Modulus of Subgrade Reaction (pci)
8. Using the dense liquid radius of relative stiffness, thickness of the concrete slab, PCC
Poissons ratio, and dynamic k values, the elastic modulus of the PCC slab can be estimated.
This value can be used in the 1993 AASHTO Pavement Design procedure.
( )
12 * 1 2 * k * lk 4
Epcc =
Dpcc 3
Where:
Epcc = Elastic Modulus of the PCC Slab (psi)
k= Effective Modulus of Subgrade Reaction (pci)
lk = Dense Liquid Radius of Relative Stiffness (in.)
= Poissons ratio for the PCC Slab
9. Once the PCC Area/K Composite analysis is complete, MODTAG will proceed to the next
test point until all points identified have been analyzed.
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MODTAG Version 4.0
Modulus AC Temperature Correction Option
General Overview:
Since AC material strength is related to its temperature, it is crucial the results from FWD
analysis are adjusted to a standard temperature. Using the Modulus AC Temperature Correction
option, the user can adjust the backcalculated AC elastic modulus results from the Modulus
Program. This is beneficial in evaluating the existing condition of the AC materials and the
results can be converted to an effective structural number for use in 1993 AASHTO Pavement
Design Methodology. Please note, this routine is not available for Metric units.
How To Perform Modulus AC Temperature Correction:

To perform Modulus AC Temperature Correction, follow the steps below:
2. Using the mouse or down arrow key highlight the Modulus AC Temperature Correction
option. Left click once or press the Enter key to execute. The AC Temperature Correction
Modulus Results window will appear (see Figure 7-14).
Figure 7-14: AC Temperature Correction (BELLS3 Prediction)
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MODTAG Version 4.0
15 for a completed AC Temperature Correction Modulus Results window.
4. Temperature Method - Once the project has been selected, the user must select if the BELLS3
equation or Direct Input of Mid-Depth temperature should be used. If the BELLS3 equation
is selected, then see Step 5. If Direct Input of Mid-Depth is selected, then see Step 9. The
BELLS3 equation method is the default method.
5. Previous Day Average Temperature In order to use the BELLS3 equation, the average
temperature from the previous day must be known. This information can be found in local
papers and from automatic weather stations. To input a temperature (in degrees Fahrenheit),
left click once in the Previous Day Avg. Temp field and enter the value.
6. Reference Mid-Depth AC Temperature - In order to calculate the Asphalt Temperature

Adjustment Factor (ATAF), the reference mid-depth AC material temperature must be
entered. The flexibility of the ATAF equation allows the user to input any value, not just a
fixed temperature. To input a temperature (in degrees Fahrenheit), left click once in the
Reference Mid-Depth AC Temp. field and enter the value.
7. Location of Testing - In order to calculate the Asphalt Temperature Adjustment Factor, the
location of testing must be entered. As default, the Wheel Path location is selected. To select
the Center Lane location, left click once on the radio button adjacent to Center Lane. See
Figure 7-15 for a completed AC Temperature Correction Modulus Results window.
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MODTAG Version 4.0
Figure 7-15: AC Temperature Correction Modulus Results (Completed)
analysis.
Figure 7-16: AC Temperature Correction Modulus Results (Analysis Finished)

9. Mid Depth Temperature During FWD testing, the operator will drill holes in the pavement
in order to measure the mid-depth AC temperature. This temperature will be used to
calculate an Asphalt Temperature Adjustment Factor. To input a temperature (in degrees
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MODTAG Version 4.0
Fahrenheit), left click once in the Mid Depth Temp field and enter the value (see Figure 7-
17).
Figure 7-17: AC Temperature Correction (Direct Temperature Input)

10. Reference Mid-Depth AC Temperature - In order to calculate the Asphalt Temperature
Adjustment Factor, the reference mid-depth AC material temperature must be entered. The
flexibility of the ATAF equation allows the user to input any value, not just a fixed
temperature. To input a temperature (in degrees Fahrenheit), left click once in the Reference
Mid-Depth AC Temp. field and enter the value.
11. Location of Testing - In order to calculate the Asphalt Temperature Adjustment Factor, the
location of testing must be entered. As default, the Wheel Path location is selected. To select
the Center Lane location, left click once on the radio button adjacent to Center Lane. See
Figure 7-18 for a completed AC Temperature Correction Modulus Results window.
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MODTAG Version 4.0
Figure 7-18: AC Temperature Correction [Direct Temp. Input (Completed)]

analysis.
Figure 7-19: AC Temperature Correction Modulus Results (Analysis Finished)
General Overview of Technical Approach Modulus AC Temperature Correction

For most flexible pavements, deterioration of the pavement structure in the wheel paths dictates
when a pavement should be rehabilitated. However, in some cases poor ride quality due to
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MODTAG Version 4.0
environmental related cracking triggers a rehabilitation activity. Typically, basin testing is

performed by positioning the load plate in the outside wheel path of the outside travel lane.
For the AC modulus temperature correction in MODTAG, the approach from Draft Standard
Test Method for Estimating Asphalt Temperature Correction6 was followed. Based on the
Project selected by the user and Mid-Depth AC Temperature method, these analysis steps in
MODTAG are performed:
1. For each test point Modulus results imported by MODTAG, the ATAF and temperature
corrected AC modulus was determined.
2. For Modulus AC Temperature Correction analysis, the following information are required:
Pavement surface temperature at time of testing (BELLS3 Equation only),

Time of testing for each test point (BELLS3 Equation only),
Total AC layer thickness (BELLS3 Equation only),
Previous days average temperature (BELLS3 Equation only),
Actual mid-depth temperature (Direct Input only)
Reference mid-depth temperature, and
Location of FWD testing.
tables, MODTAG performs the Modulus AC Temperature Correction analysis.
Analysis Steps Modulus AC Temperature Correction Option

1. Once project results are imported from Modulus and loaded, the user must select a Mid-
Depth AC Temperature method. If the user selects BELLS3 Prediction, then see Step 2. If
the user selects Direct Input, then see Step 5.
2. Method one is an estimation of the mid-depth AC temperature using the BELLS3 production
testing equation. The BELLS3 equation requires the pavement surface temperature at time of
testing, average air temperature for the previous day, total thickness of the AC layers, testing
location and time of testing. Initially, the pavement surface temperatures and mid-depth
reference temperature are converted from Fahrenheit to Celsius. Then, the AC layer
thickness is converted from inches to millimeters. Finally, the testing time is converted to 18-
hour time.
3. Once the conversions are made, the mid-depth AC temperature is estimated using the
following equation:
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MODTAG Version 4.0
0.448 * IR + 0.621 * (1 day )

Td = 0.95 + 0.892 * IR + {log10 d 1.25}
+ 1.83 * sin(hr18 15.5)
+ 0.042 * IR * sin(hr18 13.5)
Where:
Td = Estimated mid-depth AC temperature (C)
IR = Pavement Surface Temperature (C)
d= mid-depth AC layer thickness (mm)
1-day = Previous day average temperature (C)
hr18 = 18 hour testing time
4. Method two is direct input of a mid-depth AC temperature measured in the field during FWD
testing. No adjustment is made to this temperature. This temperature is converted from
Fahrenheit to Celsius.
5. Once the mid-depth temperature is predicted or entered, then a mid-depth reference

temperature is required. No default temperature is assigned in the program; therefore, the
user must enter the value. Typically, this value will range from 68oF to 80oF. Once entered,
this temperature is converted from Fahrenheit to Celsius.
6. Based on the location of FWD testing, a slope value for the Asphalt Temperature Adjustment
Factor (ATAF) is selected. If the testing was conducted in the wheel path, then the slope
value is 0.0195. If the testing was conducted in the mid-lane, then the slope value is 0.021.
7. Once the mid-depth AC temperature, mid-depth reference temperature, and location of testing
are entered or predicted, then the ATAF is calculated using the following equation:
ATAF = 10 slope (Tr Td )

Where:
ATAF = Asphalt Temperature Adjustment Factor
Tr = Mid-depth Reference Temperature (C)
Td = Mid-depth Asphalt Temperature (C)
8. Using the ATAF, the AC layer modulus from Modulus can be corrected to the reference
temperature using the following equation:
Eac = ATAF * Emod

Where:
Eac = Elastic Modulus of the AC temperature corrected (psi)
ATAF = Asphalt Temperature Adjustment Factor
Emod = Elastic Modulus of the AC Layer from Modulus Program
9. MODTAG will proceed to the next test point until all points identified have been analyzed.
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MODTAG Version 4.0
MODCOMP Processing
General Overview:
To address the move from empirical pavement design methodology contained in the 1993
AASHTO Pavement Design Guide to mechanistic-empirical pavement design approach detailed
in the NCRHP 1-37A report, the MODCOMP backcalculation procedure was incorporated.
MODCOMP will calculate the engineering material parameters needed to evaluate existing
pavements and design new structures. MODCOMP can perform linear and non-linear pavement
analysis. Unless selected by the user on the Project Group Info window (Advanced Layer
Options), MODCOMP will perform a linear analysis. Non-linear analysis is available for the
experienced engineer/researcher. To use the non-linear analysis, please refer to the Advanced
Layer Options chapter in this manual. More information on MODCOMP and the technical
approach applied in the software can be found in the appendix of this manual.
How To Perform MODCOMP processing:

To perform MODCOMP Processing, follow the steps below:
2. Using the mouse or down arrow key highlight the MODCOMP Processing option. Left click
once or press the Enter key to execute. The MODCOMP Analysis will appear (see Figure 7-
20).
Figure 7-20: MODCOMP Analysis Window
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MODTAG Version 4.0
3. Project Data - Using the mouse and drop down list, select the correct project.
4. Once a project is selected, either all of the stations (All Stations) or a single station can be
analyzed (Single Station). All Stations is the default. Go to Step 9 for Single Station
analysis.
5. Calculate All Drop Drop Heights - Using the mouse, left click once on the dropdown box
next to the field and select either No or Yes.
6. Precision Using the mouse, left click on the field next to the Precision label and change if a
value other than 1.0 is to be used.
7. Max Iterations Using the mouse, left click on the field next to the Max Iterations label and
change if a value other that 15 is to be used.
8. Once the all the inputs and selections have been made (see Figure 7-21), left click once on the
Process button. When the calculations are done, the results are displayed (see Figure 7-22).
Refer to the MODCOMP Results section of the Reports Menu. By pressing the Exit button,
MODTAG returns to the MODCOMP Analysis window (see Figure 7-21).
Figure 7-21: MODCOMP Analysis Form Completed
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MODTAG Version 4.0
Figure 7-22: MODCOMP Results Report

9. To analyze a single station, left click on the radio button next to the Single Station field
(see Figure 7-23).
Figure 7-23: MODCOMP Analysis (Singe Station)

10. From the dropdown list, select the station to be analyzed (see Figure 7-24).
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MODTAG Version 4.0
Figure 7-24: MODCOMP Analysis (Single Station Selected)
11. Calculate All Drop Drop Heights - Using the mouse, left click once on the dropdown box
next to the field and select either No or Yes.
12. Precision Using the mouse, left click on the field next to the Precision label and change if a
value other than 1.0 is to be used.
13. Max Iterations Using the mouse, left click on the field next to the Max Iterations label and
change if a value other that 15 is to be used.
14. Once the all the inputs and selections have been made (see Figure 7-24), left click once on the
Process button. At this point, MODTAG will shell out to the MODCOMP program. To run
the MODCOMP program, please refer to the documentation in the appendix.
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MODTAG Version 4.0
Chapter 8 Just the Facts

Most everyone likes facts it is either black or white, no gray area. Unfortunately, the analysis
and reporting of deflection data takes some interpretation and interpolation. While the reports
generated in MODTAG are based on mathematical equations, determining the meaning of the
results takes some engineering judgment.
8.REPORTS
The REPORTS Menu in MODTAG allows the user to report project data. The REPORTS menu
options are:
! Corner Void Detection

! Joint/Crack Load Transfer
! Structural Number
! Modulus Results
! MODCOMP Results
! Flexible Basin Area
! Composite Area PCC/K
! Jointed/CRC Area PCC/K
! Boussinesq One Layer, and
! AUPP HMA Strain
The following sections will describe each menu option, how to access the menu option/sub-
option, how to execute the menu option/sub-option and the technical approach for the option/sub-
option.
Corner Void Detection
General Overview:
The Corner Void Detection option allows the user to assess the potential for the presence of voids
under the corner of a concrete slab. This analysis is performed on jointed concrete and composite
pavements. The results of this analysis can be used in assessing which joints need to be repaired
or replaced. For this analysis and report to be performed, cornering testing must have been
performed and a C present in the FWD Test Type Field.
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MODTAG Version 4.0
How To Perform Corner Void Detection:

To perform Corner Void Detection, follow the steps below:
1. Using the mouse left click once on the REPORT menu or press Alt-R.
2. Using the mouse or down arrow key highlight the Corner Void Detection option. Left click
once or press the Enter key to execute. The Corner Void Detection window will appear (see
Figure 8-1).
Figure 8-1: Corner Void Detection Window

3. Project Name - Using the mouse and drop down list, select the correct project name (see
Figure 8-2).
4. Once the Project Name has been established and station number (Station #) selected (see
Figure 8-2), MODTAG will perform the Corner Void Analysis.
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MODTAG Version 4.0
Figure 8-2: Corner Void Detection (Completed)
Technical Approach Corner Void Detection Option

For most jointed concrete and composite pavements, deterioration at the joint or mid-slab crack
(if present) dictates when a pavement should be rehabilitated. In most cases, rehabilitation
consists of patching and/or pavement overlay. In order assess the possibility of the presence of a
void in a joint/crack corner, FWD testing is performed. Testing is performed by positioning the
load plate adjacent to the joint/crack corner, dropping three different loads, and measuring the
deflections on the load plate.
For the analysis in MODTAG, the approach from Section 3.5.5 (Variable Load Corner Deflection
Analysis) of the AASHTO Guide for Design of Pavement Structures 1993 was applied. Based
on the File ID and Segment selected by the user, these analysis steps in MODTAG are performed:
1. For each test point, MODTAG determines if corner (C) testing was performed. This
information is loaded into the TestType field in the Station Data table.
2. If the data is based on corner testing, then the pavement deflection data for the sensor located
at 0 inches or millimeters are retrieved for each drop specified by the user. Typically, this
will be sensor 1 and load levels of 9,000, 12,000 and 16,000 pounds (40, 53.4, and 72.2 kN).
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MODTAG Version 4.0
3. Once the deflection and load data are retrieved, the corner void analysis is performed. This
analysis entails graphing load vs. deflection for each load level and then conducting a linear
regression through these three points and determining the x-axis intercept. If the x-axis
intercept is less than 0.002 inches (.05 mm), then a void probably does not exist. If the
intercept value is greater than 0.002 inches (0.05 mm), then a void may exist under the
corner. The larger the intercept, then the greater the chance for a void being present. This
analysis approach is good for determining the number of joints where a void may exist, but it
cannot be used to estimate the void size. If the void size is desired, then additional FWD
testing and analysis will be required. The analysis approach to determine void size is not part
of the MODTAG software.
Joint/Crack Load Transfer Efficiency
General Overview:
The Joint/Crack Load Transfer Efficiency option allows the user to analyze the aggregate
interlock and/or dowel bar effectiveness in a rigid or composite pavement. The results of this
analysis can be used in assessing which joints/cracks to be repaired or replaced. Also, the load
transfer efficiency can be used in assigning a J-Factor for pavement overlay design.
How To Perform Joint/Crack Load Transfer Efficiency:

To perform Joint/Crack Load Transfer Efficiency, follow the steps below:
1. Using the mouse left click once on the REPORTS menu or press Alt-R.
2. Using the mouse or down arrow key highlight the Joint/Crack Load Transfer Efficiency
option. Left click once or press the Enter key to execute. The Joint/Crack Load Transfer
window will appear (see Figure 8-3).
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MODTAG Version 4.0
Figure 8-3: Joint/Load Transfer Efficiency Window

4. Drop # - Using the mouse and drop down list, select a drop number to be analyzed.
5. Once the correct Project Name and Drop # have been established, MODTAG performs the
joint load transfer efficiency analysis (see Figure 8-4). JA (Joint Approach) is the default
analysis. The JL (Joint Leave) radio button can be selected if this type of testing was
performed. At this point the user can analyze more data, exit the analysis or view the results.
To view the data results, left click once on the Data button.
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MODTAG Version 4.0
Figure 8-4: Joint/Load Transfer Efficiency Window (Completed)
Technical Approach Joint/Load Transfer Efficiency Option

For most jointed concrete and composite pavements, deterioration at the joint or mid-slab crack
(if present) dictates when a pavement should be rehabilitated. In continuously reinforced
concrete pavement, deterioration due to punchouts or cluster cracking results in rehabilitation. In
most cases, rehabilitation consists of patching and/or pavement overlay. In order to assess the
condition of a joint/crack, FWD testing is performed. Testing is performed by positioning the
load plate adjacent to the joint/crack, dropping a load, and measuring the deflections on each side.
For the analysis in MODTAG, the approach from Section 3.5.4 of the AASHTO Guide for
Design of Pavement Structures 1993 was applied. Based on the Project and Segment selected by
the user, these analysis steps in MODTAG are performed:
1. For each test point, MODTAG determines if joint approach (JA) or joint leave (JL) testing
was performed. This information is loaded into the TestType field in the Station Data table.
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MODTAG Version 4.0
2. If the data is based on JA testing, then the pavement deflection data for the sensor located at 0
inches and 12 inches (0 and 300 mm) is retrieved. Typically, this will be sensor 1 and 3.
3. If the data is based on JL testing, then the pavement deflection data for the sensor located at 0
inches and -12 inches (0 and -300 mm) is retrieved. Typically, this will be sensor 1 and 2.
4. Once the deflection data are retrieved, the joint/crack load transfer is calculated. For joints,
load transfer is achieved by aggregate interlock and load transfer devices such as dowel bars.
For cracks in jointed pavements and composite pavements with a jointed concrete pavement
base, load transfer is achieved by aggregate interlock. For cracks in continuously reinforced
concrete pavement, load transfer is achieved by the reinforcing steel and aggregate interlock.
The formula for load transfer efficiency is:
D12
LTE (%) = 100 For Joint Approach Testing
D0
D
LTE (%) = 12 100 For Joint Leave Testing
D0
Where: LTE(%) = Load Transfer Efficiency as a Percentage

D12 = Deflection of the Pavement at 12 inches (300 mm), mils
(microns)
D-12 = Deflection of the Pavement at 12 inches (-300 mm), mils
(microns)
D0 = Deflection of the Pavement at 0 inches (0 mm), mils (microns)
5. After the load transfer efficiency has been calculated, a J-Factor is assigned. The table below
contains the criteria as outlined on page III-136 of the AASHTO Guide for Design of
Pavement Structures 1993:
LTE% J-Factor
> 70 3.2
50 70 3.5
< 50 4.0
Structural Number
General Overview:
The Structural Number option allows the user to analyze the structural capacity of the existing
pavement and stiffness of the underlying subgrade. The results of this analysis can be used to
identify weak sections of pavement. Also, the effective structural number (SNeff) and subgrade
resilient modulus (Mr) can be used in determining the pavement overlay design.
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MODTAG Version 4.0
How To Report Structural Number Analysis Results:

To report on Structural Number analysis results, follow the steps below:
2. Using the mouse or down arrow key highlight the Effective SN sub-option under the
Structural Number option. Left click once or press the Enter key to execute. The Effective
SN window will appear (see Figure 8-5).
Figure 8-5: Effective SN Window

4. Drop # - Using the mouse and drop down list, select a Drop number to be reported. Only
those drops that have been analyzed will appear in this field.
5. Once the correct Project and Drop # have been established, MODTAG will graph the results
(see Figure 8-6). At this point the user can view the data by pressing the Data button (see
Figure 8-7), print the graph by pressing the Print button, export the data as a bit map by
pressing the Export button, or exit the report by pressing the Exit button.
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MODTAG Version 4.0
Figure 8-6: Effective SN Window (Completed)
Effective SN Results Data Results Table
General Overview
The data in the Effective SN Results table is populated when the Effective Structural Number
analysis option has been executed. Each row of data represents a FWD test at a location. The
Field Description
Station Station
SNeff Structural Number computed by MODTAG
SNo Original Structural Number for the pavement above subgrade
SurfTemp Pavement surface temperature at time of test (F)
TempCorrect Logical field if results are temperature corrected: 0 = No and 1 = Yes
TermServ Logical field if ESALS to terminal serviceability was determined: 0 = No
and 1 = Yes
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MODTAG Version 4.0
Field Description
Pt AASHTO Terminal Pavement Serviceability (0-5)
Rel AASHTO Reliability (50-99.999)
STDDEV AASHTO Standard Deviation (0.45 - 0.49)
FailServ Logical field if ESALS to failure was determined: 0 = No and 1 = Yes
DETRL Logical field if Remaining Life was determined: 0 = No and 1 = Yes
D068 Pavement deflection at D0 corrected to 68 F (mils)
Mr Calculated Subgrade Resilient Modulus (psi)
MrInput Logical field if subgrade resilient modulus was input: 0 = No and 1 =
Yes
CBRCOE CBR based on the Corps of Engineers method
CBRSAM CBR based on the South African method
Ep Total elastic modulus of the pavement structure (psi)
TERMESAL ESALS to terminal serviceability
ESALFAIL ESALS to failure
Cf Structural Condition Factor
RL Structural Remaining Life
PlateRadius Load Plate Radius (in)
Load Load applied to the pavement (lbs)
Pressure Pressure applied to the pavement (psi)
Figure 8-7: Effective SN Data (Results Table)
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MODTAG Version 4.0
Modulus Results
General Overview:
The Modulus Results option allows the user to report the results of the Modulus 5.1 calculations.
The results of this Modulus analysis can be used to identify weak sections of pavement. Also, the
layer modulus data can be used in a mechanistic-empirical pavement design approach or be
converted to effective structural number (SNeff) for use in determining the pavement overlay
design following the 1993 AASHTO pavement design methodology. Please note, this routine is
not available for Metric units.
How To Report Modulus Results:

To report on Modulus analysis results, this data must be first imported into MODTAG. For
instructions on importing Modulus Results, refer to Chapter 4 of this manual. If the data have
been imported, then follow the steps below:
2. Using the mouse or down arrow key highlight the Modulus Results option. Left click once or
press the Enter key to execute. The Modulus Results window will appear (see Figure 8-8).
Figure 8-8: Modulus Results Window

3. Using the mouse and drop down list, select the correct Project Data.
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MODTAG Version 4.0
4. Using the mouse and drop down list, select a Drop number to be reported. The number of
drops available for reporting will be based on the number of drops analyzed in Modulus.
5. Once the correct Project Data and Drop number have been established, MODTAG will graph
the results (see Figure 8-9). At this point the user can view and edit the data by pressing the
Figure 8-9: Modulus Results Window (Completed)
General Overview
The data in the Modulus Results table is populated when the Import Modulus Results option has
been used and when the Modulus AC Temperature Correction analysis option has been executed.
The following fields are included in this table:
Field Description
RecordID Internal to MODTAG.
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MODTAG Version 4.0
Field Description
ModulusID Internal to MODTAG.
TempCorrect Logical field in the AC Temperature Correction analysis has been performed.
Station Station where FWD testing was performed
Layer1Mod Layer 1 Elastic Modulus based on Modulus Software calculations (psi)
SurfTemp Pavement surface temperature measured during the test (F)
TestTime Time which the test was performed
DAYTEMP Average temperature from the previous day (F)
REFTEMP Reference temperature to correct Layer 1 Modulus results (F)
LOCTEST Location of testing center lane or outside wheel path
MIDTEMP Mid-depth AC pavement temperature based on BELLS3 equation (F)
ATAF Asphalt temperature adjustment factor.
EAC Elastic Modulus of the AC Layers temperature corrected
Comments * indicates a problem with the results identified by the MODULUS program.
& indicates no problem with the results identified by the MODULUS program.
Figure 8-10: Modulus Results Data
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MODTAG Version 4.0
MODCOMP Results
General Overview:
The MODCOMP Results option allows the user to report the results of the MODCOMP
processing. The results of this analysis can be used to identify weak sections of pavement and
weak layers. Also, the layer modulus data can be used in a mechanistic-empirical pavement
design approach or be converted to effective structural number (SNeff) for use in determining the
pavement overlay design following the 1993 AASHTO pavement design methodology.
How To Report MODCOMP Results:

To report on MODCOMP analysis results, the user must perform the following steps:
2. Using the mouse or down arrow key highlight the MODCOMP Results option. Left click
once or press the Enter key to execute. The MODCOMP Results window will appear (see
Figure 8-11) with the results from the last MODCOMP analysis.
Figure 8-11: MODCOMP Results Window

3. Project Name Using the mouse and drop down list, select the correct Project Name.
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MODTAG Version 4.0
4. Layer # - Using the mouse and drop down list, select a layer number to be reported. The
number of layers available for reporting will be based on the number of layers analyzed in
MODCOMP. This is established by the user on the Project Group Info window as described
in Chapter 4.
5. Once the correct Project Data and Layer # have been established, MODTAG will graph the
results (see Figure 8-12). At this point the user can view the data by pressing the Data button
(see Figure 8-13), print the graph by pressing the Print button, export data as a bit map by
pressing the Export button, or exit the report by pressing the Exit button.
General Overview
The data in the MODCOMP Results table is populated when the analysis is performed. The
Field Description
Station Station
Units English or Metric
LayerCount Number of Pavement Layers established by user
Type1 Internal to ModTAG
Layer1 Layer 1 Elastic Modulus based on MODCOMP calculations (psi, MPa)
Type 2 Internal to ModTAG
Layer 5 Layer 5 Elastic Modulus based on MODCOMP calculations (psi, MPa)
RSME Root Mean Square Error for the analysis
Msg Messages generated by MODCOMP during processing
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MODTAG Version 4.0
Figure 8-12: MODCOMP Data

For many of the results, a message (Msg) will appear. The message will contain a code
generated by MODCOMP. The list below contains the message identifiers and the message.
ID Message
001 Computation terminated because deflection match for the assigned sensors was within
tolerance.
002 Modulus convergence rate was also satisfied.
003 Computation terminated because modulus convergence rate was satisfied. Check to be
sure that the RMS error is sufficiently small. To insist that the deflection tolerance be
satisfied instead, reduce the allowed value for the convergence rate, and then repeat the
calculations.
004 Solution is very credible because RMS error is less than 1 percent.
005 Solution is plausible because RMS error is less than 2 percent.
006 Solution is plausible because RMS error is less than 3 percent.
101 Warning: Solution is questionable because RMS error is more than 2 percent.
102 Warning: Solution is questionable because RMS error is more than 3 percent.
104 Warning: Computation terminated because solution to the problem was NOT achieved in
the allowed number of iterations. Tolerances have NOT been satisfied, so the reported
moduli may not constitute a satisfactory solution. Check the deflection basin fit
carefully. Consider revising the seed moduli and then repeat the calculations.
105 Warning: At least one of the nonlinear models is NOT statistically significant. It will be
treated as if it is significant. Consider substituting a linear model for the problem layer(s)
and then repeat the calculations.
106 Warning: The deflection basin model has a very poor fit. One or more of the deflections
do not appear to fall on the basin. There may be data entry errors, or some sensors may be
out of position. This will result in inaccurate interpolated deflections, leading to
inaccurate backcalculated layer moduli.
107 Warning: Moduli of system converged too slowly in subroutine NELAPAV. Processing
will continue, but backcalculated moduli may be inaccurate.
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MODTAG Version 4.0
108 Warning: For one or more layers no measured deflection could be assigned. An
interpolated deflection will be used for calculation. Processing will continue, but
backcalculated moduli may be inaccurate. Consider assigning the deflections to the
layers, and repeat the calculations.
109 Warning: An extrapolated deflection (beyond the outermost sensor) was assigned to the
bottom layer. Processing will continue, but backcalculated moduli will most likely be
inaccurate. Consider assigning a 'fixed' modulus to the layer, and repeat the calculations.
201 Error: Solution is not acceptable because RMS error is too large.
202 Error: Units were not specified as 'METR' or 'ENGL'. Check data in the input data file.
203 Error: Invalid error code.
204 Error: Could not assign sensor to layer. Out of array space.
205 Error: Output was not specified as 'BRIE', or 'LONG'. Check data in the input data file.
206 Error: Precision not stated as 'L', 'M' or 'H'. Verify that the precision is in quotation marks
(e.g., 'H') in the data file.
207 Error: Number of layers exceeds the maximum of 10. Check data in the input data file.
208 Error: Layer type is not 'F' or 'C'. Verify that the type parameter is in quotation marks
(e.g., 'C') in the data file.
209 Error: Model number is out of range. Check data in the input data file.
210 Error: For Model 8, p200 is out of range. A percentage in the range of 1.0 to 99.9 is
required. If p200 is zero or 100, use 1.0 or 99.9 to avoid matrix singularity problems.
211 Error: Number of loads exceeds the maximum of 5. Check data in the input data file.
212 Error: Number of deflections exceeds the maximum of 10. Check data in the input data
file.
213 Error: Assigned deflection number is out of range. Check data in the input data file.
214 Error: Data for at least 4 load levels are required to calculate nonlinear layer parameters.
215 Error: Error in the data file. Possibly a blank line at the end of the file. Possibly a missing
placeholder for k3 data.
216 Error: Insufficient data to calculate nonlinear coefficients. Computation terminated.
Deflection assigned is too insensitive to the modulus of the layer. Possible reason - layer
may be too thin.
217 Error: Computation terminated because one or more E values equal MINMOD or
MAXMOD. Cannot compute a valid nonlinear model.
218 Error: Computation terminated because all E moduli had the same value. Cannot
compute a valid nonlinear model.
219 Error: Exponent out of range (too large) in subroutine MODCAL. Cannot compute a
valid nonlinear model.
220 Error: A negative stress parameter was calculated for a log-log model in subroutine
MODCAL. Cannot compute a valid nonlinear model.
221 Error: Attempt to take log of zero or negative number in subroutine ROUNDOFF.
Execution stopped.
222 Error: Exponent too large in subroutine TRANSFORM. Cannot convert to intercept.
Execution stopped.
223 Error: A negative deflection was encountered during calculations in subroutine
ADJMOD. Execution stopped.
224 Error: The number of MINMOD/MAXMOD warnings equals the maximum number
allowed. Execution stopped.
225 Error: Deflection assigned to one layer lies outside the radius of the deflection assigned to
an inner layer. Execution stopped. Specify the sensor assignments for these layers, and
repeat the calculations.
226 Error: Insufficient data to calculate nonlinear coefficients in subroutine TRANSFORM.
Execution stopped.
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227 Error: Computation terminated because one of the assigned sensors is NOT very sensitive
to the modulus of a layer. Tolerances were not satisfied when calculations stopped, so
the reported moduli may be inaccurate. An "insensitive layer" could have nearly any
modulus and it would have little or no influence on the surface deflection. Insensitivity is
usually due to a layer being too thin, too deep, or buried under a stiff layer. One way to
correct the problem would be to give the insensitive layer a 'fixed' modulus. Or try
combining adjacent layers, if appropriate.
Flexible Basin Area
General Overview:
The Flexible Basin Area option allows the user to report the Flexible Basin analysis results. The
results of this analysis can be used to identify weak sections of pavement, material characteristics,
and project homogeneity. Please note, this routine is not available for Metric units.
How To Report Flexible Basin Area Results:

To report on Flexible Basin Area analysis results, the Flexible Basin Analysis must first be
executed. For instructions on performing a Flexible Basin Analysis, refer to Chapter 5 of this
manual. If the analysis has been executed, then follow the steps below:
2. Using the mouse or down arrow key highlight the Flexible Basin Area option. Left click
once or press the Enter key to execute. The Flexible Basin Area window will appear (see
Figure 8-13).
Figure 8-13: Flexible Basin Area Window

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MODTAG Version 4.0
number of drops available for reporting will be based on the number of drops analyzed in
Flexible Basin Area analysis.
5. Once the correct Project Name and Drop number have been established, MODTAG will
graph the results (see Figure 8-14). At this point the user can view and edit the data by
pressing the Data button (see Figure 8-15), print the graph by pressing the Print button,
export the data to a bit map by pressing the Export button, or exit the report by pressing the
Exit button.
Figure 8-14: Flexible Basin Area Window (Completed)
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MODTAG Version 4.0
Figure 8-15: Flexible Basin Area Data
General Overview
The data in the Basin Area/K table is populated when the Basin Area/K Calculation analysis
option has been executed. Each row of data represents a FWD test at a location for one FWD
drop. The following fields are included in this table:
Field Description
ProjectName Project Name
DropNum Drop Number used to calculate the basin area
Station FWD Test Station
IntCOND Not used for Flexible Basin Area Analysis
ESTACMR Not used for Flexible Basin Area Analysis (psi)
PCCPoisson Not used for Flexible Basin Area Analysis
DOPCC Not used for Flexible Basin Area Analysis (mils)
AREA Basin Area Calculated by MODTAG (in)
DynamicK Not used for Flexible Basin Area Analysis (pci)
StaticK Not used for Flexible Basin Area Analysis (pci)
EPCC Not used for Flexible Basin Area Analysis (psi)
ESG Not used for Flexible Basin Area Analysis (psi)
DCompress Not used for Flexible Basin Area Analysis
ACThick Not used for Flexible Basin Area Analysis (in)
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MODTAG Version 4.0
Field Description
Load Load used to calculate Basin Area (lbs)
D0 D60 Deflection at each sensor location (mils)
Composite Area - PCC/K
General Overview:
The Composite Area - PCC/K option allows the user to report the Composite Area - PCC/K
analysis results for composite pavements. The results of this analysis can be used to identify weak
sections of pavement, material characteristics, and project homogeneity. Additionally, the elastic
modulus of the concrete base and composite modulus of subgrade reaction can be reported.
Please note, this routine is not available for Metric units.
How To Report Composite Area - PCC/K Results:

To report on Composite Area - PCC/K analysis results, the Composite Area - PCC/K analysis
must first be executed. For instructions on performing a Composite Area - PCC/K analysis, refer
to Chapter 7 of this manual. For this reporting option, two sub-options are available. The first
sub-option will report the basin area results. The second sub-option will report the elastic
modulus of concrete and composite modulus of subgrade reaction results.
Area Graph Sub-Option

2. Using the mouse or down arrow key highlight the Composite Area - PCC/K option, the Area
Graph and PCC & K Graph sub-options will appear. Left click once or press the Enter key
on the Area Graph sub-option to execute. The PCC Area/K - Composite window will appear
(see Figure 8-16).
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MODTAG Version 4.0
Figure 8-16: PCC Area/K - Composite Window

3. Project Name - Using the mouse and drop down list, select the correct Project Data.
Composite Area - PCC/K analysis.
the results (see Figure 8-17). At this point the user can view the data by pressing the Data
button (see Figure 8-18), print the graph by pressing the Print button, Export data to a
bitmap, or exit the report by pressing the Exit button.
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MODTAG Version 4.0
Figure 8-17: PCC Area/K - Composite Graph
Figure 8-18: PCC Area/K - Composite Data
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MODTAG Version 4.0
PCC & K Graph Sub-Option

2. Using the mouse or down arrow key highlight the Composite Area - PCC/K option, the Area
Graph and PCC & K Graph sub-options will appear. Left click once or press the Enter key
on the PCC & K Graph sub-option to execute. The Epcc & K - Composite window will
Figure 8-19: Epcc & K - Composite Window

Composite Area - PCC/K analysis.
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MODTAG Version 4.0
Figure 8-20: Epcc & K - Composite Window (Completed)
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MODTAG Version 4.0
Figure 8-21: Epcc & K - Composite Data
General Overview
Field Description
Field ID Unique identifier for each FWD file imported.
GroupID Segment Identifier assigned by MODTAG or user.
DropNum Drop number used in the analysis
ProjectName Project name
PavementType Type of Pavement for Project (Composite)
Station Station
AREA Basin Area (in)
IntCond Interface Condition (1 = Bonded and 2 = Unbonded)
ESTACMR Estimated AC modulus used in correcting for the deflection in the AC
layer for sensor at 0 inches (psi)
PCCPoisson Poissons Ratio for PCC material
D0PCC Deflection of the PCC for sensor at 0 (mils)
DynamicK Dynamic K value calculated by MODTAG (pci)
StaticK Static K value calculated by MODTAG for use in Pavement Designs (pci)
EPCC Elastic Modulus of the Concrete (psi)
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MODTAG Version 4.0
Field Description
ESG Elastic Modulus of the Subgrade converted from Dynamic K (psi)
Dcompress Amount of compression in the AC layer (mils)
ACThickness AC Thickness (in)
Load Load applied to pavement (lbs)
D0 D60 Pavement deflection at each sensor location (mils)
Jointed/CRC Area - PCC/K
General Overview:
The Jointed/CRC Area - PCC/K option allows the user to report the Jointed/CRC Area - PCC/K
analysis results. The results of this analysis can be used to identify weak sections of pavement,
material characteristics, and project homogeneity. Additionally, the elastic modulus of the
concrete and composite modulus of subgrade reaction can be reported. Please note, this routine
is not available for Metric units.
How To Report Jointed/CRC Area - PCC/K Results:

To report on Jointed/CRC Area - PCC/K analysis results, the Jointed/CRC Area - PCC/K analysis
must first be executed. For instructions on performing a Jointed/CRC Area - PCC/K analysis,
refer to Chapter 7 of this manual. For this reporting option, two sub-options are available. The
first sub-option will report the basin area results. The second sub-option will report the elastic
modulus of concrete and composite modulus of subgrade reaction results.
Area Graph Sub-Option

2. Using the mouse or down arrow key highlight the Jointed/CRC Area - PCC/K option, the
Area Graph and PCC & K Graph sub-options will appear. Left click once or press the Enter
key on the Area Graph sub-option to execute. The PCC Area/K Jointed/CRC window will
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Figure 8-22: PCC Area/K Jointed/CRC Window

Jointed/CRC Area - PCC/K analysis.
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Figure 8-23: PCC Area/K Jointed/CRC Window (Completed)
Figure 8-24: PCC Area/K Jointed/CRC Data
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PCC & K Graph Sub-Option

2. Using the mouse or down arrow key highlight the Jointed/CRC Area - PCC/K option, the
Area Graph and PCC & K Graph sub-options will appear. Left click once or press the Enter
key on the PCC & K Graph sub-option to execute. The Epcc & K Jointed/CRC window
will appear (see Figure 8-25).
Figure 8-25: Epcc & K Jointed/CRC Window

Jointed/CRC Area - PCC/K analysis.
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5. Once the correct Project Name and Drop number have been established, MODTAG will
graph the results (see Figure 8-26). At this point the user can view and edit the data by
pressing the Data button (see Figure 8-27), print the graph by pressing the Print button,
Export data to a bitmap, or exit the report by pressing the Exit button.
Figure 8-26: Epcc & K Jointed/CRC Window (Completed)
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Figure 8-27: Epcc & K Jointed/CRC Data
General Overview
Field Description
Field ID Unique identifier for each FWD file imported.
GroupID Segment Identifier assigned by MODTAG or user.
DropNum Drop number used in the analysis
ProjectName Project Name selected by the user for reporting
PavementType Pavement Type (Jointed/CRC)
Station Station
AREA Basin Area Calculated by MODTAG (in)
IntCond Interface Condition (1 = Bonded and 2 = Unbonded)
ESTACMR Estimated AC modulus used in correcting for the deflection in the AC
layer for sensor at 0 inches
PCCPoisson Poissons Ratio for PCC material
D0PCC Deflection of the PCC for sensor at 0 (mils)
DynamicK Dynamic K value calculated by MODTAG (pci)
StaticK Static K value calculated by MODTAG for use in Pavement Designs (pci)
EPCC Elastic Modulus of the Concrete (psi)
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Field Description
ESG Elastic Modulus of the Subgrade converted from Dynamic K (psi)
Dcompress Amount of compression in the AC layer (mils)
ACThickness AC Thickness (in)
Load Load applied to pavement (lbs)
D0 D60 Pavement deflection at each sensor location (mils)
Boussinesq One Layer
General Overview:
The Boussinesq One Layer option allows the user to report the composite modulus analysis
results. This analysis should only be used on thin AC structures. As the AC thickness exceeds 3
inches (75 mm), the reliability of the results decreases. The results of this analysis can be used to
identify weak sections of pavement, material characteristics, and project homogeneity. Please
note, this routine is not available for Metric units.
How To Boussinesq One Layer Results:

To perform and report on Boussineq One Layer analysis results, the user only has to perform the
reporting function.
2. Using the mouse or down arrow key highlight the Boussineq One Layer option. Left click
once or press the Enter key to execute. The Boussinesq One Layer window will appear (see
Figure 8-28).
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Figure 8-28: Boussineq One Layer Window

3. Project - Using the mouse and drop down list, select the correct Project Name.
4. Drop # - Using the mouse and drop down list, select a Drop number to be reported.
5. z (Depth Value) Using the mouse, click once in this window and entire the desired depth
for the modulus to be calculated. This depth is assumed to be inches by MODTAG.
6. Once the correct Project, Drop # and z (Depth Value) have been established, press the Graph
button and MODTAG will graph the results (see Figure 8-30). If the AC thickness is greater
than 3 (75 mm), a warning message will appear (see Figure 8-29). Press the OK button to
continue the analysis or the Cancel button to terminate the calculations. At this point the user
can view the data by pressing the Data button (see Figure 8-31), print the graph by pressing
the Print button, Export data to a bitmap, or exit the report by pressing the Exit button.
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Figure 8-29 Boussinesq Analysis Warning Message
Figure 8-30: Boussinesq One Layer Analysis Result
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Figure 8-31: Boussinesq Data
AUPP HMA Strain
General Overview:
The AUPP-HMA Strain option allows the user to calculate and report the strain at the bottom of
the HMA layer. AUPP stands for Area Under the Pavement Profile. This procedure was
developed at the University of Illinois-Champaign and provided to VDOT for incorporation into
the MODTAG program by Dr. Marshall Thompson, P.E. Professor Emeritus of Civil
Engineering (November 13, 2004 via fax). In addition to determining the HMA strain at each
station, the results of this analysis can be used to identify weak sections of pavement. Please
note, this routine is not available for Metric units.
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How To AUPP-HMA Strain Analysis and Results:

To perform and report on the AUPP-HMA Strain analysis and results, the user only has to
perform the reporting function.
2. Using the mouse or down arrow key highlight the AUPP-HMA Strain option. Left click once
or press the Enter key to execute. The AUPP-HMA Strain window will appear (see Figure 8-
32).
Figure 8-32: Boussineq One Layer Window

3. Project Name Using the mouse and drop down list, select the correct Project Name.
4. Drop # - Using the mouse and drop down list, select a Drop number to be reported.
5. HMA Thickness Using the mouse, click on the radio button that represents the total HMA
thickness. The thickness selected by the user determines which strain equation to use.
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6. Once the correct Project Name, Drop # and HMA Thickness have been established,
MODTAG will automatically graph the results. If the HMA thickness is greater than 8 (200
mm), press the Graph button and MODTAG will graph the results (see Figure 8-33). At this
point the user can view the data by pressing the Data button (see Figure 8-34), print the graph
by pressing the Print button, Export data to a bitmap, or exit the report by pressing the Exit
button.
Figure 8-33: AUPP-HMA Strain Analysis Results
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Figure 8-34: AUPP-HMA Strain Data
Segment Map
General Overview:
The Segment Map option allows the user to view the project segmenting graphically. This option
is for the users information only.
How To View Segment Map:

To perform the view Segment Map option, follow the steps below:
2. Using the mouse or down arrow key highlight the Segment Map option. Left click once or
press the Enter key to execute. The Segment Map window will appear (see Figure 8-35).
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Figure 8-35: Segment Map Window

3. Project Name - Using the mouse and drop down list, select the correct project name. See
Figure 8-36 for a completed Segment Map window with results.
4. Once the correct Project Name has been established, MODTAG will graph the results (see
Figure 8-36). At this point the user can view the project pavement segments.
Figure 8-36: Segment Map Window (Completed)
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Tools Menu Options June 2006
MODTAG Version 4.0
Chapter 9 Few Simple Tools

Most people like things that make their life easier - whether it is a microwave or the personal
computer. This chapter outlines some of the tools in MODTAG to help the user.
9.TOOLS
The TOOLS Menu in MODTAG allows the user to review data import errors. Under the TOOLS
menu, the following options are present:
! Clear Pre-Analysis Report

! System Settings
! Delete FWD Data
! Delete Report Data
! Modify Station Data
! Open Access Database
The following sections will describe each menu option and how to access the menu option in the
program.
Clear Pre-Analysis Report
General Overview:
The Clear Pre-Analysis Report option allows the user to remove the data maintained in the error
log table. This information is stored when an FWD file is imported into MODTAG and data are
exported to MODCOMP for processing. To execute this function in MODTAG, simply select the
Clear Pre-Analysis Report option from the Tools Menu. All information in this report will be
removed. MODTAG will provide a warning window (see Figure 9-1) prior to clearing the report.
Press the OK button to proceed or Cancel button to keep the report.
Figure 9-1: Clear Pre-Analysis Report Warning
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System Settings
General Overview:
The System Settings option allows the user to modify the System Status Offset Bar. This options
was included due to problems with Windows XP operating environment.
How To Modify the System Settings:

To Modify the System Settings, follow the steps below:
1. Using the mouse left click once on the TOOLS menu or press Alt-T.
2. Using the mouse or down arrow key highlight the System Settings option. Left click once or
press the Enter key to execute. The System Settings window will appear (see Figure 9-2).
Figure 9-2: System Settings Window

3. To modify the offset, directly enter a value in the Status Bar Offset field or click on the up or
down arrow. To save this offset, press the Save button. To return to the original settings,
press the Defaults button. To exit the window, press the Exit button.
Delete FWD Data
General Overview:
The Delete FWD Data option allows the user to remove FWD files.
How To Delete FWD Data:

To Delete FWD Data, follow the steps below:
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2. Using the mouse or down arrow key highlight the Delete FWD Data option. Left click once
or press the Enter key to execute. The Delete FWD Data window will appear (see Figure 9-
3).
Figure 9-3: Delete FWD Data Window
3. Using the mouse and drop down list, select the correct File ID. See Figure 9-4 for a
completed Delete FWD Data window. Once the File ID is selected, the header information
for that file is displayed.
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4. Once the correct File ID have been established, the user must left click once on the Delete
button to delete the file. All data associated with that file are removed from the database.
After the Delete button has been pressed, all data are removed; upon completion a message
window will appear (see Figure 9-5). Press the OK button to return to the Delete FWD Data
window, at this point the user may Delete more data or Exit the window.
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Delete Report Data
General Overview:
The Delete Report Data option allows the user to remove report tables in the database.
How To Delete Report Data:

To Delete Report Data, follow the steps below:
2. Using the mouse or down arrow key highlight the Delete Report Data option. Left click once
or press the Enter key to execute. The Delete Report Data window will appear (see Figure 9-
6).
Figure 9-6: Delete Report Data

3. Using the mouse and drop down list, select the report. See Figure 9-7 for a completed Delete
Report Data window.
Figure 9-7: Delete Report Data (Completed)

4. Once the correct report has been established, the user must left click once on the Delete
button to delete the report.
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Modify Station Data
General Overview:
The Modify Station Data option allows the user to change the testing type and group/segment
fields in the MODTAG database. The testing type should only be changed or a value inserted
when no testing type was entered for the entire file. The testing type cannot be changed for
individual locations using this tool. For the Group/Segment fields, this tool allows the user to
reset the entire file and then re-segment as outlined in Chapter 4.
How To Modify Station Data:

To Modify Station Data, follow the steps below:
2. Using the mouse or down arrow key highlight the Modify Station Data option. Left click
once or press the Enter key to execute. The Modify Station Data window will appear (see
Figure 9-8).
Figure 9-8: Modify Station Data

4. Field - Using the mouse and drop down list, select a field to be changed
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5. Value to Insert Using the mouse, click once in this field and enter the desired value or
character (see Figure 9-9 for a completed window)
6. Press the Execute button to change the values or the Exit button to cancel and return to the
main screen.
Figure 9-9 : Modify Station Data Window (Completed)
Open Access Database
General Overview:
The Open Access Database option allows the user to view and modify data in the project
database. This should only be performed by the experienced user since changes could cause the
MODTAG program not to function.
How To Open Access Database:

To Open Access Database, follow the steps below:
2. Using the mouse or down arrow key highlight the Open Access Database option. Left click
once or press the Enter key to execute. MS Access will be open and displayed on the screen.
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Help Menu Options June 2006
MODTAG Version 4.0
Chapter 10 Help All I Really Need

is Help
Documentation on how a program works is vitally important. On-line help makes the users life
easier. This chapter outlines some of the tools in MODTAG to help the user.
10.HELP
The HELP Menu in MODTAG allows the user to get assistance and information on MODTAG.
Under the HELP menu, the following options are present:
! Index
! License
! About MODTAG
The execution of the HELP menu options follow standard Microsoft Windows conventions and
will not be described further in this document.
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MODTAG Version 4.0
Chapter 11 - Show Me the Way!!!

Most people learn by one of two methods, by following someone elses example or by trial and
error. This chapter provides a simple example to demonstrate many of the features in MODTAG.
11.EXAMPLE STEP BY STEP ANALYSIS

In order to process FWD data, many steps are required. These steps include gathering
information on the pavements surface condition, conducting a preliminary analysis on the
deflection data, performing pavement coring and subgrade boring operations, processing of all the
data collected, and analyzing, interpreting and reporting on the data results. Each one of these
steps has numerous tasks associated with them. These steps are detailed in the following
sections.
Project Set-Up
Prior to starting the MODTAG program, the user should organize the FWD data files. If a project
contains multiple files, then separate according to the test type and pavement type. By organizing
the data files prior to analysis, the results will be easier to compile.
Database Creation and Population

Once the user has organized the data, the data must be imported into MODTAG. By running the
MODTAG.exe file, the program start-up screen will appear. At this point, the user must create a
New Project database. Please refer to Chapter 3 of this manual for information on creating a New
Project.
Once the New Project Database is created, the user must open this database to import the FWD
data. Please refer to Chapter 4 of this manual for information on how to Open a project database.
After the correct project database has been opened, the user must import FWD data. Please refer
to Chapter 4 of this manual for information on Importing FWD Station Data.
During the import process if errors are detected in the data, then an error log file is created and
can be reviewed by the user. A typical error than may be encountered is non-decreasing
deflections.
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If errors were detected, the user can review the errors by scrolling through the comment field on
the Import FWD File Screen or by viewing the Pre-Analysis Report.
Prior to analyzing the data, the user should go review any errors detected during the import
process. This information is stored under the PreAnalysis menu Pre-Analysis option. If errors
did occur, the Pre-Analysis Report will be populated. This screen will detail the type of error,
what station the error occurred, and what drop number. The user should use this information in
order to modify or delete the FWD data.
Once the data have been imported and Pre-Analysis Report Reviewed, the user should review the
information in the Header Table. Please refer to Chapter 5 of this manual for information on
editing the Header Table. For each FWD file, check the Header Data to ensure proper sensor
locations.
For each file, review the FWD data to ensure a Pavement Surface Temperature is entered for each
test point. If a test point does not have a temperature, enter a temperature based on manual
measurement or interpolation from other surface temperatures. In the field labeled SurfTemp,
enter a value in degrees Fahrenheit.
After the data have been imported and reviewed/edited, the user can continue the project analysis.
Preliminary Data Analysis

Once FWD data are collected, it is important to perform a preliminary analysis on the deflection
data. This should be done when evaluating deflection basins on flexible, rigid or composite
pavements. If the FWD data only contains joint load transfer or corner testing data from rigid or
composite pavements, then this section can be ignored.
Deflection Basins
Background
The shape of the deflection basin will give the engineer valuable information about the pavement
structure and quality of the deflection data. Figure 106 shows an ideal pavement deflection basin.
The composite modulus of the pavement is highest at sensor 1 and decreases toward the outer
sensors. This is logical since sensor 1 (at the center of the load plate) measures the pavement
deflection for all layers. The further from the load, the outer sensors measure deflections deeper
in the pavement structure (see Figure 11-1). To access this analysis, the users will go to the
PreAnalysis Menu and then select the Surface Modulus Option.
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Figure 11-1: Ideal Deflection Basin
Load
Pavement Layer 1
Pavement Layer 2
Subgrade
Figure 11-2: Distribution of Load Through The Pavement Structure
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While it is helpful to know what an ideal deflection basin looks like, most deflection basins do
not resemble the ideal basin. Therefore, it is important to evaluate the basin shape for each data
point and load level in a file. By doing this the engineer will be able to determine the number of
effective sensors to be used in the analysis. Figure 11-3 shows a deflection basin where all nine
sensors can be used. This is a Good basin. Figure 11-4 shows a deflection basin where only 6
sensors can be used. This is a Fair basin. Notice the difference in the basin shapes. The erratic
nature of the basin in Figure 11-4 may be due to a deteriorated pavement structure or other
causes. Since the exact reason is not known, the data cannot be corrected; therefore, data beyond
the sixth sensor is removed from the analysis.
Figure 11-3: Nine Effective Sensors
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Figure 11-4: Six Effective Sensors
In addition to determining the number of effective sensors, the engineer must determine if the
deflection basin can be analyzed. If the entire shape of the basin is erratic (see Figure 11-5), then
the basin should be removed from the analysis.
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Figure 11-5: Poor Deflection Basin Shape
Finally, the engineer must determine if the subgrade materials are stress sensitive (non-linear) or
if the deflections in the subgrade are being recorded. To do this, the engineer must inspect the
shape of the basin at the outer deflection sensors. If the shape of the deflection basin becomes
parallel to the axis on the graph (see Figure 11-6), then the subgrade material is linear (material
strength is constant with depth). To verify the material is linear, review the basins for two
different load levels. If the shapes and surface moduli are similar, then the subgrade is linearly
elastic. If the shape of the basin becomes convex (see Figure 11-7) or the subgrade surface
modulus values change greatly between two different loads, then the subgrade material is non-
linear (material strength varies with depth or varies with applied load). Also, by evaluating the
deflection basins at different load levels, the engineer may notice that the strength of the subgrade
material changes as the amount of load applied to the pavement changes. When this occurs, the
subgrade material is non-linear and the engineer must determine which load level presents the
critical material properties (i.e. at which load level is the subgrade material the weakest). If this is
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not done, then the engineer may under design the pavement and thus lead to premature failure.
Finally, if the slope of the deflection basin is still decreasing at the outer sensors (see Figure 11-
8), then the deflection in the subgrade is not being recorded. For most pavement structures where
the deflection at 60 and 72 inches is being recorded, this is typically not an issue. However, if the
pavement structure is thick and rigid, then this may occur. To ensure the subgrade deflections are
recorded, the FWD operator must increase the loading to the pavement at the time of testing.
Figure 11-6: Linear Elastic Subgrade
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Figure 11-7: Non-Linear Elastic Subgrade
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Figure 11-8: Subgrade Deflections Not Being Recorded
How To Perform Surface Modulus Graphs

Please refer to Chapter 6 of this manual for information on how to create a Surface Modulus
graph.
While scrolling through the basins, determine if the Basin is Good: All Seven or Nine Sensors
can be used in analysis, Fair: Some sensors can be used for analysis (at least 5) or Poor:
Deflection basin cannot be analyzed and data point should be removed from analysis. Based on
the Basin Analysis, determine the number of effective sensors for the entire file. If test points are
determined to be Poor, delete these points from the data file in MODTAG.
Cumulative Differences of Deflection

Cumulative Differences of Deflections is an analysis procedure used to determine homogeneity of
pavement deflection responses at a single load level. This procedure follows Appendix J of 1993
AASHTO Guide for Design of Pavement Structures. It is helpful in determining pavement coring
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and subgrade boring locations and should be used in conjunction with Maximum and Minimum
Deflections.
To perform Cumulative Differences of Deflections, select a minimum of two sensors for analysis.
Since the engineer is interested in the changes in pavement structure along the length of a project,
select the sensor at 0. In addition, the engineer should select the sensor furthest from load plate
(determined to be effective) in order to see changes in subgrade strengths. Once two sensors have
been selected, select a load level and corresponding pavement deflections. Using procedures and
algorithms outlined in Appendix J, calculate the Z-value and plot the Z-Value vs. Station. This
plot will show changes along the length of a project (see Figure 11-9 for an example).
Figure 11-9 Sample Cumulative Sums of Deflection Plot
Once the results have been graphed, the engineer can analyze of the plot. For sections of the
graph that have the same slope of the line, then the pavement has a similar structure or strength.
For locations where the slope changes drastically or goes from positive to negative or negative to
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positive, these locations are transition points (see Figure 11-10). Record these transition point
locations, they will be used to segment the FWD data. The engineer should locate at least one
core/boring in the areas where the slope is constant. Avoid transition locations for cores/borings,
these areas may present problems in identifying which pavement section the results belong. Prior
to finalizing coring and boring locations, the engineer should compare core/boring locations to
visual condition data and maximum/minimum deflection data. Strange trends or erratic data
points may be due to weak pavement areas identified in the distress survey. Cores may be
eliminated from these areas if pavement is to be repaired full depth.
Once the line graph has been segmented, sections with clear trends may be compared to other
sections with clear trends that have similar deflection results. Sections may have similar
structures and thus reduce amount of destructive testing. If no clear trends exist in the plot, then
do not use the cumulative sum approach. This means the pavement structure may be extremely
variable. Thus, the engineer will have to analyze maximum deflections and minimum deflections
to determine core locations. Based on core thickness obtained in the field, additional cores may
be required to ensure an adequate representation of the pavements structure.
How To Perform Cumulative Differences of Deflection

Please refer to Chapter 6 of this manual for information on how to create a Cumulative
Differences of Deflection graph.
Sub-Sectioning Data
After analyzing the cumulative differences plot, use MODTAG to subsection the file. Please refer
to Chapter 5 of this manual for information on how to segment data using the Project Group Info
window.
Pavement Structure
For each data set, separate FWD according to pavement coring and subgrade boring results. A
unique FWD data set should have a common pavement structure. If the AC or PCC thickness
varies by more than 1 or the granular base thickness by more than 2, then separate the data
further.
Label each section of FWD data appropriately (Section A, Section B, etc.). Each section will be
analyzed independent of the other sections. Record the pavement structure with each section.
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For example, four inches of asphalt concrete on six inches of crushed aggregate over a sandy
subgrade.
Pavement Sections
For each pavement subsection, enter the Pavement Structure. Please refer to Chapter 5 of this
manual for information on how to enter pavement structure information on the Project Group Info
window.
The Pavement Type, Layer Thickness, Layer Coefficient, Seed Moduli and Model Type fields are
required in order to run many of MODTAGs analysis routines for flexible pavements.
Full Data Analysis

Once pavement condition data and materials data are collected, then the engineer can perform the
data processing. The type of data processing depends on 1) pavement type flexible, rigid or
composite, and 2) testing performed basin, joint load transfer, or corner void.
Flexible Pavement
For flexible pavements, only basin testing is performed in the field. Basin testing is conducted to
characterize the strength of the entire pavement structure.
Analysis Procedure Effective Structural Number and Subgrade Resilient Modulus

Once pavement structure data have been entered for the sections, the Effective Structural Number
(SNeff) and Subgrade Resilient Modulus will be calculated. The calculations for the Effective
Structural Number and Subgrade Resilient Modulus are based on equations found in the
AASHTO Guide for Design of Pavement Structures: 1993. These results can be input into the
Darwin Pavement Design Program, but the user must know total pavement thickness above
subgrade.
The measured strength of a flexible pavement is dependent on the AC material temperature at the
time of testing. In the MODTAG program for Effective Structural Number analysis, the
maximum deflection recorded under the load plate is adjusted based on mid-depth AC material
temperature. If the user is temperature correcting the deflections, the user must know total AC
thickness and AC mix temperature at mid-depth. Following AASHTO guidelines, SNeff results
are corrected to 68 degrees F. SNeff results corrected for temperature should be used if the
results are to be placed in a pavement design as well as comparing the pavement condition over
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time. If the SN results are not to be used in a pavement design, then temperature correction is not
mandatory. Depending on the pavement temperature during testing, the effective SN may
indicate a stronger or weaker pavement than what is actually present.
Results of this analysis are effective SN and subgrade resilient modulus, two inputs in the 1993
AASHTO Pavement Design Procedure.
How To Perform Effective Structural Number Analysis

Please refer to Chapter 7 of this manual for information on how to perform the effective structural
number analysis.
Jointed/CRC Pavement
For Jointed/CRC pavements, basin, load transfer and corner void testing can be performed in the
field. Basin testing is conducted to characterize the strength of the entire pavement structure.
Load transfer testing is performed to assess the ability of an existing crack/joint to transfer a
wheel load from one slab to the adjacent slab in the direction of travel. Corner void testing is
performed on jointed concrete pavements. The purpose of this test is to assess where voids exist
under a slab and should be repaired to limit pavement deterioration.
Analysis Procedures
Concrete Elastic Modulus and Composite K-Value

Once pavement structure data have been entered for the sections, the elastic modulus of the
concrete and composite K-value will be calculated. These calculations are based equations
found in the AASHTO Guide for Design of Pavement Structures: 1993. These results can be
input in Darwin Pavement Design Program, but the user must know total pavement thickness
above subgrade.
How To Obtain Concrete Elastic Modulus and Composite K-Value

Please refer to Chapter 7 of this manual for information on how to perform the Basin Area/K
Calculation for Jointed/CRC pavements.
Load Transfer Efficiencies

Once pavement structure data have been entered for the sections, the load transfer efficiency of
joints and/or cracks of the concrete can be calculated. These calculations are based equations
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input in Darwin Pavement Design Program.
How To Obtain Load Transfer Efficiency

Please refer to Chapter 8 of this manual for information on how to perform the Joint/Crack Load
Transfer analysis for Jointed/CRC pavements.

Once pavement structure data have been entered for the sections, the corner void detection
analysis can be performed. These calculations are based equations found in the AASHTO Guide
for Design of Pavement Structures: 1993. These results can be used to determine which slab
corners require stabilization or joints require replacing during rehabilitation.
How To Obtain Corner Voids

Please refer to Chapter 8 of this manual for information on how to perform the Corner Void
Detection analysis for Jointed pavements.
Composite Pavement
For Composite pavements, basin, load transfer and corner void testing can be performed in the
field. Basin testing is conducted to characterize the strength of the entire pavement structure.
Load transfer testing is performed to assess the ability of an existing underlying concrete
crack/joint to transfer a wheel load from one slab to the adjacent slab in the direction of travel.
Corner void testing is performed on composite pavements with jointed concrete bases. The
purpose of this test is to assess where voids exist under a slab and should be repaired to limit
pavement deterioration.
Analysis Procedures
Concrete Elastic Modulus and Composite K-Value

Once pavement structure data have been entered for the sections, the elastic modulus of the
concrete and composite K-value will be calculated. These calculations are based equations
input in Darwin Pavement Design Program, but the user must know total pavement thickness
above subgrade.
How To Obtain Concrete Elastic Modulus and Composite K-Value
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Please refer to Chapter 7 of this manual for information on how to perform the Basin Area/K
Calculation for Composite pavements.
Load Transfer Efficiencies

Once pavement structure data have been entered for the sections, the load transfer efficiency of
joints and/or cracks of the concrete can be calculated. These calculations are based equations
input in Darwin Pavement Design Program.
How To Obtain Load Transfer Efficiency

Please refer to Chapter 8 of this manual for information on how to perform the Joint/Crack Load
Transfer analysis for Composite pavements.

Once pavement structure data have been entered for the sections, the corner void detection
analysis can be performed. These calculations are based equations found in the AASHTO Guide
for Design of Pavement Structures: 1993. These results can be used to determine which slab
corners require stabilization or joints require replacing during rehabilitation.
How To Obtain Corner Voids

Please refer to Chapter 8 of this manual for information on how to perform the Corner Void
Detection analysis for Composite pavements.
Data Analysis, Interpretation and Reporting

Except for operating the FWD processing programs, data analysis and interpretation is the most
difficult portion of the pavement evaluation. Once the analysis and interpretation is completed,
then the results must be presented in such a manner to be used in the pavement design programs.
Data Analysis and Interpretation Flexible Pavements

As many pavement backcalculation experts will attest, FWD analysis is more of an art than it is a
science. Analysis results are very sensitive to temperature, layer thickness, and layer strengths,
deflections, and load levels. Many more factors are involved, but these are the major contributors
to errors in the results. To minimize errors in interpretation, more than one analysis approach
should be used. By using multiple approaches, the engineer can determine if the results correlate
between programs or are vastly different. Once results are obtained, then engineering judgement
11-15
MODTAG Version 4.0
must be employed to see if the results are reasonable or make sense. Please refer to the table
below for typical modulus values for various materials.
Material Typical Minimum Typical Maximum Comments

(psi) (psi)
Fine Grained 5,000 15,000
Subgrade
Coarse Grained 10,000 25,000
Subgrade
Soil Cement 10,000 100,000
Lime Treated Soil 10,000 100,000
Granular 20,000 60,000
Cement Treated 500,000 800,000
Aggregate
Lean Concrete Base 1,500,000 2,000,000
Asphalt Concrete 1,000,000 1,500,000 40 Degrees F
Asphalt Concrete 600,000 750,000 70 Degrees F
Asphalt Concrete 200,000 300,000 100 Degrees F
Portland Cement 4,000,000 6,000,000
Depending on the condition of the material, the backcalculated modulus can be lower or higher
than the value in the table above.
For the AASHTO Pavement Design procedure, the resilient modulus of the subgrade is a critical
input. Slight changes in this value can cause large changes in the required pavement structure.
Therefore, comparing the backcalculated Mr to a laboratory Mr or CBR is strongly encouraged.
For fine-grained materials with a soaked CBR of 10 or less, check the backcalculated Mr to the
Soaked CBR using the relationship: Mr = CBR x 1,500. If the difference between the two values
is greater than 10% and the backcalculated Mr is larger, then caution should be used if this value
is used to design new pavements or overlays.
For flexible pavements, in addition to typical modulus values, results from the Modulus program
can be compared to the effective structural number of the pavement determined following the
AASHTO procedures. To do this, convert layer moduli and thickness to effective structural
number. First determine the layer coefficient for each pavement layer above subgrade evaluated
using the Modulus Program using the following equation:
( ( )
a i = 0.44 Ei 1 i / 816,075
2
)
1/ 3
Where:
ai = Layer coefficient for Layer i
Ei = Elastic Modulus for layer i

i = Poissons ratio for layer i materials
11-16
MODTAG Version 4.0
Second determine the effective structural number using the following equation:
SNeff = ai hi
n
Where:
ai = Layer coefficient for Layer i
hi = Material Thickness for Layer i

n = Number of Layers above subgrade
Once the Effective Structural Number from Modulus has been calculated, compare to the
Structural Number from the AASHTO equations as well as the Sound SN for the pavement. The
Sound SN is defined as the structural number for the pavement at time of original construction.
The SNs from Modulus and AASHTO should be equal to or less than the sound SN. If the
values are slightly greater, then that is ok. If the values are much greater (20%), then re-evaluate
the results.
Results Reporting Flexible Pavements

FWD Analysis results are used to report on the condition of the existing pavement and to provide
information for use in future pavement designs. For flexible pavements, the existing conditions
and pavement design information should be reported. The following existing conditions should
be noted in the report:
Effective Structural Number

Subgrade Resilient Modulus
Remaining Life or Condition Factor
Data Analysis and Interpretation Jointed/CRC and Composite Pavements

To minimize errors in interpretation, more than one analysis approach should be used. By using
multiple approaches, the engineer can determine if the results correlate between programs or are
vastly different. Once results are obtained, then engineering judgement must be employed to see
if the results are reasonable or make sense.
Results Reporting Jointed/CRC and Composite Pavements

FWD Analysis results are used to report on the condition of the existing pavement and to provide
information for use in future pavement designs. For Jointed/CRC and Composite pavements, the
11-17
MODTAG Version 4.0
existing conditions and pavement design information should be reported. The following existing
conditions should be noted in the report:
Elastic Modulus of the Concrete

Composite Modulus of Subgrade Reaction (K-value)
Load Transfer Efficiency and J-Factor
Corners with Possible Voids
11-18
SLIC June 2006
MODTAG Version 4.0
Chapter 12 Is This SLIC or What?
12.SLIC TRANSFORMATION FOR DATA ANALYSIS

The SLIC calculation is a statistical method of checking sensor location. The SLIC Transform
Method, pronounced, slick, is an acronym derived from the initials of the authors of the
method: Stubstad, Lukanen, Irwin, and Clevenson.
The method uses a sigmoidal transformation, which takes the deflection data from a curve to a
nearly linear distribution. Once the transform has been made and the statistical confidence
interval is computed, points falling out side of the band are considered suspect.
The SLIC Transform is calculated by plotting ln(ln(y)) against ln(x), where y is the deflection and
x is the radial offset from the center of the load plate. Natural or Naperian logarithms are used in
the formula.
The analysis of the transformed data is complicated by the fact that it is slightly non-linear;
because of this, the computation of the regression equation for the data set is not simple. To
make matters worse, the statistical properties of non-linear regressions are much harder to
interpret than simple linear regressions.
A discussion of the statistical merits of the calculations is beyond the scope of the documentation
but it should be emphasized that non-linear regression analysis is difficult. An explanation of the
statistical computations follows.
The quadratic model of the regression equation is
n = 0 + 1 x + 2 x 2
to solve this model a matrix equation is used
12-1
SLIC June 2006
MODTAG Version 4.0
x x x2 y

3
0

x x x 1 = xy
2

4 2
x x x 2 x y
2 3
The CI is computed from the following statistical measurements.
Sum-of-Squares
The sum of squares (SS) statistic is the sum of the squares of the vertical distances between the
data point and the predicted Y value (Yp) calculated from the regression equation. Since this
statistic is sum of the square of the residuals it is also notated as SSResid.
SS = (Y Y )
2
p
Total Sum-of-Squares
The total sum of squares (SSTo) is the sum of the squares of the vertical distances between the
data point and the average of all Y values.
( Y ) 2
SSTo = (Y Y ) = Y 2
2
= S yy
n
Standard Error (Sy.x)
The standard error, also know as the root-mean-square is defined as the square root of the sum of
squares divided by the degrees of freedom:
SS
S y.x
=
df
12-2
SLIC June 2006
MODTAG Version 4.0
The degree of freedom (df) is defined by the number of points less the number of parameters. The
differences between the data points Y value and the predicted Yp value are called residuals.
Confidence Interval (CI)

The confidence interval for the predicted y value (Yp) for each independent variable x is--
1 ( xi X ) 2
t * S y. x +

n
n
i =1
( xi X ) 2
The critical t* statistic is calculated for a 95% confidence level with n-2 degrees of freedom, n is
the number of observations, Xi is the ith value of x and X bar is the mean of x.
R2 - Coefficient of Determination
The r2 statistic is used to measure the goodness-of-fit for the regression equation and the data.
For non-linear analysis, the statistic is used only as an indicator and not the main criteria for
judging the validity of the fit. The statistic can have a range of values between 0 and 1 where one
represents a high positive correlation. Values that are closer to zero have a low correlation to the
computed regression. The statistic is computed using
SS
r2 =1
S yy
In general, the statistic can be thought of as the proportion of the total variance of Y that is
explained or attributed to the model relationship.
Because of how the regression is calculated, in most cases, the regression will have a high value
R2 i.e. approaching 1. For testing, R-values of less than .90 are warnings that the sensor
placement may have problems or that the data set is suspect.
12-3
SLIC June 2006
MODTAG Version 4.0
Warning: In some cases, confidence intervals can be over optimistic so it is always recommended
to inspect the data set when this method has flagged suspect data points or a poor fit to the
regression.
12-4
FWD Data Format June 2006
MODTAG Version 4.0
Chapter 13 What Does Your Data Look

Like?
13.FWD DATA FORMAT

Like most software programs, the development was tailored to meet a specific set of
requirements. When first written by VDOT, the MODTAG program (then TAG) imported only
files generated by VDOTs Dynatest FWD. As equipment and software was updated, so was the
program. Today, the MODTAG program can import three different file formats:
Dynatest Edition 20
Dynatest Edition 25
AASHTO PDDX
The Dynatest file formats were modified by VDOT to meet a specific need identify the testing
protocol for each test location. For each location, the FWD operator must enter one of the
following:
B Basin Testing
JA Joint Approach Testing
JL Joint Leave Testing
C Corner Testing
One of these four identifiers is recorded at each location. MODTAG looks for these identifiers in
the data since they are used for analysis and reporting. When a test location does not contain an
identifier, the program assumes basin testing was performed and a B is inserted in the data table
(tblStationData). The following figures contain sample file formats used by MODTAG.
13-1
MODTAG Version 4.0
Test Type B, JA, JL, or C
Figure 13-1: Dynatest Edition 25 File Format
13-2
MODTAG Version 4.0
Figure 13-2: Dynatest Edition 20 File Format
13-3
MODTAG Version 4.0
Test Type B, JA, JL or C
Figure 13-3: AASHTO PDDX File Format
13-4
Advanced Layer Options June 2006
MODTAG Version 4.0
Chapter 14 Advanced Layer Options
14.ADVANCED LAYER OPTION FOR NON-LINEAR ANALYSIS

As discussed in Chapter 7, MODTAG allows for standard linear analysis and advanced non-linear
analysis with MODCOMP. The non-linear analysis is only performed when the user tags a
pavement layer in the Project Group Info window. To learn more about the technical approach in
MODCOMP for non-linear analysis, please refer to the MODCOMP technical documentation in
the appendix.
How To Set Layers to Non-Linear Analysis:

To identify a layer as non-linear for MODCOMP analysis, follow the steps below:
1. Using the mouse left click once on the Edit menu or press Alt-E.
2. Using the mouse or down arrow key highlight the Project Group Info option. Left click once
or press the Enter key to execute. The Project Group Information window will appear (see
Figure 14-1).
14-1
MODTAG Version 4.0
Figure 14-1: Project Group Information Window

3. Once the correct project name is selected and pavement structure inserted, click on the check
box beside the Advanced Layer Options field (See Figure 14-2). Once checked, seven
additional field appear on the window Def. #, Model, Density, K0, K1, K2, K3. Deflection
number (Def. #) allows the user to assign a specific deflection sensor to a layer for
backcalculation. Model allows the user to designate a layer for linear or non-linear
analysis. This is done by clicking in the Model field and from the drop down box select
non-linear. Since the default analysis is linear, only non-linear layers need to be identified. If
non-linear is selected, then the user must enter the Density of the material and then the
constants K0, K1, K2 and K3 for the non-linear model.
14-2
MODTAG Version 4.0
Figure 14-2: Project Group Information Window (Advanced Layer Options)

4. After the information has been entered, another project name can be selected or press the
Close button to save the information.
14-3
Analyzing Non-Linearity June 2006
MODTAG Version 4.0
Chapter 15 Analyzing Non-Linearity
15.COMING SOON!!!
15-1
Compaction/Liquefaction June 2006
MODTAG Version 4.0
Chapter 16 Compaction/Liquefaction
Analysis
16.COMING SOON!!!
16-1
Appendix June 2006
MODTAG Version 4.0
APPENDIX MODCOMP TECHNICAL

TECHNICAL
DOCUMENTATION

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4

VIRGINIA DEPARTMENT OF TRANSPORTATION AND

Fourth Edition June 2006

MODTAG Users Manual

MODTAG is provided as is and no claims for suitability or warranty is expressed or implied.

Virginia Department of Transportation

Modulus AC Temperature Correction Option .......................................................7-47

CHAPTER 14 ADVANCED LAYER OPTIONS ..................................................13-1

Figure 2-1: User Agreement ......................................................................................................... 2-3

Figure 5-11: Create Default Test Setup Window ....................................................................... 5-17

Figure 8-2: Corner Void Detection (Completed).......................................................................... 8-3

Figure 11-5: Poor Deflection Basin Shape ................................................................................. 11-6

Chapter 2 Installing MODTAG

Microsoft Windows 95 or later operating system or Microsoft Windows NT/2000 operating

1. Insert MODTAG CD in a CD-ROM Drive.

3. Select the MODTAG.msi program.

where <Drive> is the assigned letter for the CD drive.

4. The MODTAG start up screen will appear.

Figure 2-1: User Agreement

Chapter 3 Program Overview

3.HOW MODTAG ORGANIZES DATA FOR ANALYSIS

Program Directory Structure

Folder Name Contains

MODTAG EXE and INF files

MODTAG\Data MODTAG Databases

MODTAG\Export Location of Excel files and Charts.

MODTAG\Import FWD files

MODTAG\Reports .doc report files

MODTAG\Template Database Template files

Chapter 4 - Getting Started with MODTAG

New Project - Creating your first database

Figure 4-1: New Project File Window

How to Open a Project File:

Figure 4-2: Open Project File Window

Figure 4-3: Open Project File with File Name Selected

How to Close a Project File:

How to Save/Save As Project File:

General Overview Import FWD Station Data:

How to Import FWD Station Data:

Import Speed Button

Figure 4-4: Import Station Data Option

Figure 4-5: Import FWD File Window

Figure 4-6: Import FWD File (Selected)

Figure 4-7: Verify Load Ranges

Figure 4-8: System Settings

Figure 4-9: Station Load Values (Example)

Figure 4-10: Test Setup Filled

Figure 4-11: Custom Test Setup Load Ranges Entered (Example)

Figure 4-12: Import FWD File (Finished)

Figure 4-13: Import Processing Window

General Overview - Import Modulus Results Option:

How to Import Modulus Results:

Figure 4-14: Import Modulus Results File

Figure 4-15: Import Modulus Results File (Selected)

How to Export to Modulus:

Figure 4-16: Export to Modulus Sub-Option

Figure 4-17: Export to Modulus (Completed)

How To Export Tables to Excel:

Figure 4-18: Export to Excel

Figure 4-19: Export to Excel (Select Table)

How To Select Printer Settings:

Figure 4-20: Print Window

How to Exit a Project File: