Asphalt Technology Test Track Research Articles

Repeatability and Reproducibility of Pavement Density Profiling Systems

The work conducted in this study was designed to establish achievable testing tolerances for non-destructive pavement density measurements using Density Profiling Systems (DPSs). Nine and six sensors were used to determine the precision of repeatability and reproducibility in the laboratory and the field, respectively. A minimum of six sensors (considered in this study as independent laboratories) were needed to comply with the minimum number of participants required in the current ASTM standard practice (ASTM E691). The methodology included the development of laboratory precision evaluation with a total of nine sensors and two different mixtures (9.5 mm fine-graded mix, 19.0 mm coarse-graded mix) compacted at four density levels (97%, 94%, 91%, and 88% of Gmm). For the field portion of this study, pavement sections built at the National Center for Asphalt Technology (NCAT) Test Track in 2021 served as experimental variables. These sections were built with fine-graded asphalt mixtures and open-graded mixes as wearing courses. Additionally, the pavement sections included three underlying materials: new asphalt (binder layer), milled asphalt surface, and granular base, with thicknesses ranging from 3.8 to 13.9 cm. Density profile testing was conducted at two locations: within the mat (center of the lane) and along the joint. Computed precision statements regarding dielectric values within and between laboratories were about double for field results compared to laboratory results. However, when converted to density, the statements were significantly below the reported statements for Bulk Specific Gravity and Vacuum Sealing in the laboratory and Nuclear and Electromagnetic density gauges in the field.

Accelerated Pavement Testing of Re-Recycled Cold Central Plant Recycled Asphalt Mixtures

Cold central plant recycled asphalt mixtures (CCPR) have been shown to provide a high-quality, economical, and environmentally conscious asphalt base mixture. Existing literature, however, does not indicate what would be an appropriate future rehabilitation method for a pavement that includes CCPR. Given the previously cited benefits of CCPR, it is logical to ask whether a CCPR can be re-recycled and, if so, how will it perform? This paper presents a study of a test section containing a re-recycled CCPR placed at the National Center for Asphalt Technology Test Track. CCPR from a Virginia Department of Transport study on the Test Track was recovered, re-recycled, and placed at 5-in. thick with a 2-in. asphalt concrete (AC) overlay. In preparing for a re-recycled CCPR layer, milling an existing CCPR layer resulted in a coarser gradation and lower indirect tensile strength values. Initially, the re-recycled CCPR test section did not perform well owing to moisture in the aggregate base present during construction of the re-recycled CCPR layer. It is suspected that this moisture negatively affected the curing of the re-recycled CCPR layer. Thus, the re-recycled CCPR layer was milled and re-recycled again (3rd generation re-recycled CCPR) and placed at 5-in. thick with a 2-in. AC overlay. The 3rd generation re-recycled CCPR performed well through 3 million equivalent single axle loads (ESALs), the same number of ESALs that resulted in fatigue cracking and rutting failures in the initial re-recycled CCPR.

Long-Term Performance and Forensic Evaluation of an Asphalt Pavement with Cold Central Plant Recycled Asphalt

In 2012 Virginia Department of Transportation constructed two test sections at the National Center for Asphalt Technology Test Track containing asphalt processed via cold central plant recycling (CCPR) with identical asphalt overlays. One section contained a stabilized base beneath the CCPR layer (Section S12), similar to a full-depth reclamation layer; the other included an unstabilized aggregate base beneath the CCPR layer (Section N4). Both sections were subjected to trafficking by loaded trucks for a total of 30 million equivalent single axle loads. Minor cracking was observed at the surface of the section with the unstabilized base; the section with the stabilized foundation exhibited no surface cracking. Furthermore, strain, pressure, and deflection measurements showed better performance for the section with the stabilized foundation than the section with the unstabilized base. Because of the relatively unchanged performance of Section S12, it was taken out of service to conduct a forensic investigation. This paper presents the analysis of the instrumentation results, coring, trenching, and mechanistic testing and modeling, to better understand and compare the performance between sections. The stabilized base was found to greatly reduce bending action in the section, exhibited no substantial rutting, but also contained what appeared to be some shrinkage cracks. However, these cracks did not propagate to the surface, indicating that the CCPR layer may be an effective crack mitigator. Further, it was found that mechanistic modeling using AASHTOWare Pavement ME design software overestimated the rutting but predicted similar international roughness index and cracking to that observed in the field.

Short-Term Performance Characterization and Fatigue Damage Prediction of Asphalt Mixtures Containing Polymer-Modified Binders and Recycled Plastics

This study evaluated the short-term performance properties and predicted cracking performance of asphalt mixtures containing polymer-modified asphalt (PMA) binders and recycled polyethylene (RPE). To that end, binder rheological testing, mixture performance testing, and FlexPAVE simulations were conducted. Furthermore, three PMA mixtures were selected for field evaluation on the National Center for Asphalt Technology Test Track and rapid performance testing during production. The PMA binders modified with styrene-butadiene-styrene (SBS), reactive elastomeric terpolymer (RET), and RET-compatibilized RPE had significantly improved elasticity and rutting resistance compared with the unmodified binder. The PMA binders also exhibited good storage stability with minimal separation tendency. Both polymer modification of the asphalt binder and adding RPE via the dry process improved the rutting resistance of the mixture. Although the unmodified and PMA mixtures exhibited notably different load-versus-displacement curves from the Indirect Tensile Asphalt Cracking Test (IDEAL-CT), they had similar cracking tolerance index ( CTindex) results. The Gf-versus- l75 /m75 interaction diagram allowed a more robust understanding of the IDEAL-CT results by considering mixture toughness and brittleness, and their interactions with CTindex. In all cases, polymer modification increased the stiffness and fatigue damage resistance of asphalt mixtures, while adding RPE via the dry process embrittled the mixtures, making them more susceptible to fatigue damage. The PMA mixtures had significantly better predicted cracking performance in FlexPAVE simulations than the unmodified mixture. This improvement was mainly caused by polymer modification of the asphalt binder. Finally, adding dry RPE pellets improved the rutting resistance but reduced the intermediate-temperature cracking resistance of the plant-produced PMA mixture containing an SBS-modified binder.

A new methodology to improve backcalculation of flexible pavements with stabilized foundations

Flexible pavements with stabilized foundations are often used in parts of the U.S. where subgrade and aggregate base materials are sub-optimal. Though common, there is precious little mechanistic-empirical data and few mechanistic studies featuring these pavement types. To improve the fundamental understanding and overall design and performance of flexible pavements with stabilized foundations, there is a need for full scale evaluation. To address this need, the Mississippi Department of Transportation sponsored a full-scale pavement section at the National Center for Asphalt Technology Test Track beginning in 2018. While studying many aspects of M−E analysis and design, the aim of this investigation was to overcome the challenges of backcalculating layer moduli of a flexible pavement with a stabilized foundation. Falling weight deflectometer testing was conducted three times per month on this section to characterize structural behavior over time. The backcalculation process using conventional methods yielded unrealistic results with high variability. To resolve the issue, a new backcalculation computer program (MASTIC) was developed to add additional features such as partial friction for layer interfaces which showed significant improvement over traditional full bonding conditions but did not entirely address the problem of high variability. To obtain less variable results, a new methodology was developed to examine the actual deflection basins. The “x-intercept” method filtered out deflection basins that resulted in erroneous estimation of layer moduli by examining measurements from the four outermost sensors. This study showed that integration of partial friction method and x-intercept analysis is necessary to obtain acceptable moduli of stabilized foundation sections.

Structural Performance of an Asphalt Pavement Containing Cold Central Plant Recycling and Full-Depth Reclamation

Pavement recycling techniques are often perceived as only applicable to lower traffic volume roadways. However, recent studies have shown their potential for long service lives in higher traffic volume applications. This study documented the response of an asphalt pavement section, constructed using full-depth reclamation (FDR) and cold central plant recycling (CCPR), on a portion of I-64 in Virginia reconstructed between 2016 and 2019. The pavement section was instrumented and the response was compared with a similarly instrumented pavement section (Section S12) placed at the National Center for Asphalt Technology (NCAT) Test Track in 2012. Previous studies have shown that Section S12 is a long-life pavement and it carried 30 million equivalent single axle loads (ESALs) while showing no evidence of deterioration at the pavement surface or from installed instrumentation. The results from the I-64 Segment II project showed that it had much lower horizontal strain values at the bottom of the asphalt layers but slightly higher vertical pressure values on top of the subgrade when compared with NCAT Section S12. Despite the slightly higher values (about 1 pounds per square inch [psi] difference), the vertical pressure on top of the subgrade was very low for both pavement sections. The study confirmed that a recycled pavement section could be constructed and result in low strain and pressure values and is expected to have a long service life in a high traffic volume environment.

Comparison of Relative Structural Characterization Methods for Additive-Modified Asphalt Mixtures

The evaluation, adoption, and efficient deployment of asphalt additives in flexible pavements has historically been a relatively slow process, requiring years of testing and evaluation before a new product may be fully and readily used in pavement cross-sections. However, the fast-paced and innovative nature of the additive marketplace produces numerous products that have the potential to improve performance, reduce costs, or both, but have been hindered by slow deployment. To address the need for a more rapid set of evaluation tools, the National Center for Asphalt Technology Test Track initiated an Additive Group experiment in 2021 to build full-scale pavement test sections modified with several asphalt additives, including recycled tire rubber, recycled plastics, reactive polymers, and aramid fibers. Data will be collected from these test sections to develop a framework for evaluating asphalt additives in the future. Phase 1 of the investigation was to conduct limited laboratory testing and structural analysis from which a group of additives would be selected for full-scale construction and evaluation. Focused on fatigue cracking, this paper details the laboratory testing conducted for Phase 1 and two different structural pavement analysis methods using FlexPAVE™ and WESLEA. Even though the two structural pavement analysis methods are very different, the FlexPAVE and WESLEA analyses provided strongly correlated predicted cracking performance, remarkably similar predictions of equivalent pavement thicknesses, and nearly identical structural layer coefficients. It is recommended that these two approaches be further evaluated against laboratory and field performance data that will be collected from the Additive Group experiment.

Influences of alternative friction aggregates on texture and friction characteristics of high friction surface treatment

High friction surface treatment (HFST) is commonly used to improve surface friction of asphalt pavements at high crash rate locations, and the objective of this study is to assess the feasibility of using alternative friction aggregates in HFST. Three-wheel polishing device (TWPD) was used to simulate the actual traffic polishing in the laboratory. Firstly, the texture and friction properties of HFSTs with 12 friction aggregates were characterized using circular track meter (CTM) and dynamic friction tester (DFT) after various TWPD polishing cycles (0 k, 70 k, and 140 k). The laboratory results showed that both DFT60 and mean profile depth (MPD) decreased with TWPD polishing cycles, and the DFT60 and MPD results after 70 k TWPD polishing cycles had no significant difference with those values after 140 k TWPD polishing cycles. In addition, a good linear correlation was observed between DFT60 and MPD. Based on the DFT60 results, two bauxite HFSTs showed the best friction performance, and taconite was found to be a suitable alternative aggregate source for HFST. This study also found that slag, silica, and quartz were not good candidates for HSFT application due to the poor texture and friction properties of the corresponding HFSTs. Based on the laboratory evaluation results, eight friction aggregates were selected to pave the HFST sections at the National Center for Asphalt Technology (NCAT) Test Track, which was subjected to 2.6 million equivalent single axle loads (ESALs) in six months. The CTM, DFT, and lock-wheel skid trailer (LWST) were used to characterize the texture and friction properties of field HFST sections, and both DFT and LWST results showed that the bauxite HFST exhibited better friction performance than the granite and flint HFSTs. In addition, there were good linear correlations existing between laboratory DFT60 and MPD results with the corresponding field measurements. Lastly, the influences of aggregate properties (i.e., particle size, durability, angularity, and shape index) on the texture and friction properties of HFST were investigated. The statistical analysis indicated that particle size had significant effects on the MPD and DFT60 of HFST. Meanwhile, only angularity showed a linear relationship with the MPD results of HFST.

High Friction Surface Treatment Deterioration Analysis and Characteristics Study

High friction surface treatment (HFST) is used to improve friction on curved roadways, especially on curves that have a history of wet pavement crashes. Observations on the long-term performance monitoring of HFST sections at the National Center for Asphalt Technology (NCAT) Test Track showed friction (skid number, SN) dropped significantly at the end of service life of HFST, creating unsafe driving conditions. There is no clear, observed friction deterioration trend to predict the friction drop when using friction performance measures like SN. Therefore, there is an urgent need to explore and develop supplementary HFST safety performance measures (such as aggregate loss) that can correlate to friction deterioration and provide predictable, cost-effective, and easily measurable results. The objectives of this paper are to (i) analyze the correlation between HFST aggregate loss percentage area and friction value using a dynamic friction tester (DFT), and (ii) study the characteristics of HFST deterioration associated with aggregate loss, at the NCAT Test Track and at selected HFST curve sites in Georgia (using 2D imaging and high-resolution 3D laser scanning). Results show a strong correlation between HFST aggregate loss percentage area and DFT friction coefficient. Where friction measurement is used as the primary safety performance measure, it is recommended that HFST aggregate loss be used as a supplementary performance measure for monitoring the HFST safety performance deterioration. Aggregate loss can be easily identified by characteristics such as color and texture change. Preliminary texture analyses of 3D HFST surface profiles show lower mean profile depth (MPD) and ridge-to-valley depth (RVD) texture indicators can also identify loss of aggregate spots on HFST surface.

Influence of shotblasting treatment on asphalt pavement performance

ABSTRACT The objective of this study was to examine the effectiveness of using shotblasting treatment to improve surface friction of asphalt pavements. This study selected six pavement sections with low skid resistance from the National Center for Asphalt Technology Test Track for shotblasting abrasion. These sections included three surface mixture types (open-graded friction course and dense-graded asphalt with and without reclaimed asphalt pavement material) and four coarse aggregate types (limestone, granite, dolomite and sandstone). The dynamic friction tester and lock-wheel skid trailer were used to measure the surface friction of these sections at the different traffic polishing cycles. In addition, the pavement performance including rut depth, cracking and surface roughness were periodically monitored. The test results indicated that shotblasting treatment was effective in improving the friction performance of asphalt pavements and had no detrimental impact on pavement performance in terms of cracking, rutting and surface roughness. The friction improvement by shotblasting treatment was significantly dependent on surface mixture type and coarse aggregate type.

Utilization of Cold Central Plant Recycled Asphalt in Long-Life Flexible Pavements

Long-life flexible pavements are well documented and used widely across the U.S. Found in every climate zone and traffic classification, long-life pavements do not experience deep structural distresses such as bottom-up fatigue cracking or substructure rutting. Full-scale test sections, built in 2003 at the National Center for Asphalt Technology (NCAT) Test Track, provided the basis for an optimized design approach that utilizes strain distributions for long-life thickness design. These sections, containing only virgin materials, were subjected to 30 million standard axle loadings with excellent performance in terms of rutting, cracking, and roughness. In 2012, three new sections were built at the Test Track using cold central plant recycled asphalt materials as the base layer. These layers, made from nearly 100% reclaimed asphalt pavement (RAP), supported hot mix asphalt layers that also included RAP with one section featuring in-place stabilization of the existing aggregate base. This paper provides a direct comparison between the sets of sections to compare and contrast their performance histories and structural characterization, and consider their economic and environmental impacts. None of the recycled sections are exhibiting any surface deterioration, despite heavy trafficking, and the section with a stabilized base is exhibiting lower strains than established long-life pavement thresholds. The economic analysis suggested that the recycled sections can deliver similar performance at a lower average structure normalized section cost than the non-recycled sections. Furthermore, the section with the stabilized base and 76% recycled material is likely a long-life pavement and can potentially outperform the sections with no recycled content.

Analysis of High-Friction Surface Texture with Respect to Friction and Wear

High Friction Surfaces (HFS) are applied to increase friction capacity on critical roadway sections, such as horizontal curves. HFS friction deterioration on these sections is a safety concern. This study deals with characterization of the aggregate loss, one of the main failure mechanisms of HFS, using texture parameters to study its relationship with friction. Tests are conducted on selected HFS spots with different aggregate loss severity levels at the National Center for Asphalt Technology (NCAT) Test Track. Friction tests are performed using a Dynamic Friction Tester (DFT). The surface texture is measured by means of a high-resolution 3D pavement scanning system (0.025 mm vertical resolution). Texture data are processed and analyzed by means of the MountainsMap software. The correlations between the DFT friction coefficient and the texture parameters confirm the impact of change in aggregates’ characteristics (including height, shape, and material volume) on friction. A novel approach to detect the HFS friction coefficient transition based on aggregate loss, inspired by previous works on the tribology of coatings, is proposed. Using the proposed approach, preliminary outcomes show it is possible to observe the rapid friction coefficient transition, similar to observations at NCAT. Perspectives for future research are presented and discussed.

3D-finite element pavement structural model for using with traffic speed deflectometers

ABSTRACT The traditional practice for pavement structural capacity evaluation is mostly dependent on the falling weight deflectometer (FWD) measurements. However, this practice has several challenges due to its stationary nature. Recently, a Rolling Weight Deflectometer (RWD), capable of measuring the pavement deflections at regular traffic speeds, has been introduced into the market. This research aims to develop a finite element (FE) model simulating pavement structural response under the moving RWD loads. This model could be further utilised for accurately estimating pavement layers mechanical characteristics. The model was successfully validated utilising the RAPTOR (a commercially available RWD) data collected on the National Center for Asphalt Technology (NCAT) test track. A good correlation between the simulated and the measured values was found – yielding an average root mean square percentage error (RMSPE) of approximately 2.40% between the RAPTOR and the FE deflections.

Middle-Up Cracking Potential in Flexible Pavements with Stabilized Foundations

This investigation presents a new perspective on the structural behavior of stabilized foundation pavements through full-scale testing and simulation where the historical premise of bottom-up fatigue cracking has been challenged. Two full-scale pavement sections were constructed at the National Center for Asphalt Technology Test Track in 2018. One section featured a stabilized foundation under the asphalt layers while the other was a thick-lift asphalt section on conventional base and subgrade materials. Both sections were embedded with pavement response instrumentation and their behavior was observed over time under accelerated truck trafficking. In addition, computational simulations were executed to explain the observed behavior. The strain measurement at the bottom of the asphalt concrete (AC) for the thick-lift section showed a familiar trend in which the tensile strain at the bottom of the AC increased exponentially with temperature. In contrast, the strain at the bottom of the AC in the stabilized foundation pavement was predominantly in compression at elevated temperatures. Further analysis revealed that compressive strain at the bottom of the AC increased exponentially with temperature similar to conventional flexible pavements but with a reversed sign. The results were confirmed by falling weight deflectometer testing that was conducted directly above the embedded pavement sensors. Computational simulations confirmed the behavior and suggested that the maximum tensile strain could occur at shallower depths, possibly mid-depth of the AC, in stabilized foundation pavements. This indicates stabilized foundation pavements could be prone to middle-up cracking and subsequent precautions should be taken to avoid middle-up fatigue cracking.

Nondestructive Full Coverage Asphalt Stripping Detection Using 3D Radar

Since subsurface stripping extent is important for maintaining the road network, Minnesota Department of Transportation (MnDOT) uses forensic measures such as coring. The destructive nature and lack of coverage provided by this accepted method makes finding nondestructive methods for detecting stripping of in situ asphalt pavements an important need for MnDOT and many other agencies. Stripping between hot mix asphalt layers can cause premature failure of pavements. Knowledge of the lateral location, depth and extent of stripping can affect the timing and type of pavement preservation, maintenance, or rehabilitation. This paper reports on use of a DX1821 antenna to collect data at a frequency step of 20 MHz ranging from 50 MHz to 3050 MHz with a dwell time of 7.52 μs using a GeoScope Mk IV control unit on a full-scale asphalt pavement constructed at the National Center for Asphalt Technology (NCAT) test track with built-in stripping. Signals from the known stripped and non-stripped locations were used to evaluate statistical and energy based approaches. It is shown that a maximum energy ratio method, an approach that has been successfully applied to acoustic emission applications in the past, can improve signal clarity for stripping detection using ground penetrating radar (GPR). These results are confirmed using highway speed measurements at the Minnesota Road Research Facility with core validation.

Cold Central Plant Recycled Asphalt Pavements in High Traffic Applications

Cold central plant recycling (CCPR) is gaining wider use in the U.S. for rehabilitating existing asphalt pavements or for new construction. Although it is used widely in lower traffic volume situations, CCPR use in high volume pavements remains an open question when considering its structural capacity and expected performance. A project completed in 2011 on I-81 in Virginia indicated CCPR may be suitable for high-volume traffic applications and was further evaluated with the construction of three CCPR test sections at the National Center for Asphalt Technology Test Track in 2012. These sections are now approaching 20 million equivalent single axle load applications and this paper documents their structural and surface performance thus far. The structural characterization indicates healthy pavements with no significant increases in measured pavement response or decreases in backcalculated moduli over time. Performance has been excellent with no cracking observed on any section, rut depths less than 0.3 inches and ride quality that has remained almost unchanged. Perpetual pavement analyses were also conducted and found that the section with a cement-stabilized base layer supporting the CCPR layer met the criteria and is likely perpetual. The other two sections, without the cement-stabilized base, did not meet the criteria and may develop bottom-up cracking. Data from the I-81 and Test Track sections enabled the Virginia Department of Transport (VDOT) to proceed with a design-build project on I-64 that will feature CCPR with a cement-stabilized base and full-depth reclamation (FDR). It is estimated that nearly 170,000 tons of reclaimed asphalt pavement will be used with over $10 million in savings.

Energy-based crack initiation model for load-related top-down cracking in asphalt pavement

This paper aims at investigating the mechanisms of load-related top-down cracking (TDC) and developing a framework to predict the TDC initiation life for asphalt pavements. Firstly, a three-dimensional model is constructed to simulate the pavement responses to traffic loading. The critical pavement responses (e.g., shear and tensile stresses) are identified and related to TDC initiation at different locations (i.e., longitudinal wheel path, longitudinal non-wheel path, and transverse direction). Secondly, an energy-based TDC initiation model is developed, which involves seven sub-models and one cracking initiation criterion. The cracking initiation model takes into account the effects of aging and healing on the cracking performance of asphalt mixtures. If the load-induced damage to the asphalt pavement exceeds the limited strain energy of the asphalt mixture, the crack will initiate at the pavement surface. Accordingly, this study develops the sub-models to calculate the tensile and shear stress induced damage to the asphalt pavement, and the limited strain energy of the asphalt mixture in tension and shear modes of fracture. Finally, the TDC initiation model is used to predict TDC development for six pavement sections at National Center for Asphalt Technology (NCAT) Test Track. The prediction results indicate that the load-related TDC always initiates in the longitudinal wheel path. Increased compaction density slightly prolongs the TDC initiation life of the asphalt pavement, while decreased compaction density significantly diminishes the TDC performance. The use of soft binder with more reclaimed asphalt pavement (RAP) and the use of highly polymer modified asphalt are both beneficial for the improvement of TDC performance, but the addition of reclaimed asphalt shingles (RAS) is detrimental to the resistance of asphalt pavement to TDC. The model prediction results are in good agreement with the field observations to date.

Structural Coefficients of Cold Central-Plant Recycled Asphalt Mixtures

AbstractTwo full-scale pavement sections built in 2012 at the National Center for Asphalt Technology (NCAT) Test Track were used to assess the structural contribution of cold central-plant recyclin...

Tyre–pavement interaction noise levels related to pavement surface characteristics

In recent years, the quieter pavement surface which can affect traffic noise levels has been needed largely due to increasing public awareness and demand. The objective of this research is to utilise two methods of measuring tyre–pavement interaction noise and to investigate the influence of different pavement characteristics on tyre–pavement noise level. The first method used the close-proximity noise trailer and the second method used on-board sound intensity measurement. The pavement characteristics considered are pavement texture and smoothness, air voids, pavement stiffness, and nominal maximum aggregate size (NMAS) of asphalt mixtures. The tyre–pavement noise was measured by different techniques from various types of pavement sections in the National Center for Asphalt Technology test track. Testing was conducted on four major family groups of Superpave fine and coarse graded, open-graded friction course, and stone matrix asphalt mixes from 2009 Test Track research cycle to evaluate the changes over time. Relative significance analysis is performed to detect the combined effect of pavement texture and smoothness, air voids, pavement stiffness, and NMAS on tyre–road noise levels. The results show that the noise levels vary widely according to pavement surface type. The evaluation confirms that macrotexture increases the low-frequency noise and higher air void content reduces the high-frequency noise level, while other surface characteristics were found to have less influence on noise levels. The content of this study can be used in the vehicle and pavement noise development process to decrease the tyre–pavement interaction noise and for pavement design and construction to determine appropriate quieter pavement surfaces.

Non-destructive evaluation of sustainable pavement technologies using artificial neural networks

Evaluation and characterization of pavements that incorporate sustainable technologies and materials such as warm mix asphalt (WMA) and Reclaimed Asphalt Pavements (RAP) becomes especially important for their future applicability. Artificial neural networks (ANN) have been recently used to forward-calculate pavement layer moduli from falling weight deflectometer (FWD) test results. A full bond layer interface condition is commonly assumed to perform pavement layer moduli calculations; however, this condition is not guaranteed to happen in the field. The objective of this study was to develop ANN models capable of predicting pavement layer moduli rapidly and reliably for full bond and full slip layer interface conditions. ANN models were used to estimate the moduli of the National Center for Asphalt Technology (NCAT) Test Track structural sustainable sections for the full bond (FB) condition and the full slip (FS) condition. The results indicated that WMA sections had lower moduli at all tested temperatures compared to a control section (7–10% lower), likely due to the reduced binder aging experienced by these sections. RAP sections had higher moduli (16–43% higher) and were less susceptible to changes in temperature due to the presence of stiffer aged binder. Overall, backcalculated layer moduli using the conventional iterative approach had the highest error, followed by a significant decrease in error by ANN predicted moduli under full bond condition. However, the consideration of the ANN with full slip condition yielded the best results (lowest error).