The CalME flexible pavement simulation and design software program has been completely recoded as a web-based application calledCalME 3.0. CalME 3.0 retains the same incremental-recursive damage approach and the same forms for damage models and transferfunctions as CalME 2.0, which was validated using accelerated pavement testing data from Heavy Vehicle Simulator (HVS) test sectionsand the WesTrack experiment.The following enhancements and additions are all included in the revised program. First, the old software’s fatigue cracking transferfunctions for hot mix asphalt (HMA) on aggregate base, cement-stabilized bases, and portland cement concrete have been recalibratedusing a new approach for the calibration of mechanistic-empirical pavement design methods; this approach uses “big data” frompavement management systems, explicitly and separately considers between-project and within-project variability, and uses tens tohundreds of times more performance data than are used in conventional calibration methods. Second, the updated program also includesnew damage models and transfer functions for in-place recycling materials, including full-depth recycling (FDR) with foamed asphalt pluscement and cement stabilization, and partial-depth recycling (PDR) with emulsified asphalt and foamed asphalt plus cement. Third, theprogram now has been given the ability to model PDR using cold central plant recycled (CCPR) materials. Fourth, new damage modelshave been introduced for cement-stabilized bases and cement-stabilized and lime-stabilized subgrade materials to correct problems withthe models in CalME 2.0. Fifth, minimum aggregate base thicknesses were developed based on calculations of permanent deformationunder construction traffic. Lastly, simplified methods were developed for estimating subgrade stiffnesses (resilient modulus) based ondynamic cone penetrometer (DCP) tests, California bearing ratio (CBR) tests, and R-value tests.It is recommended that CalME 3.0 be implemented for pavement design, that the calibration be updated with new data approximatelyevery 3 to 5 years, that Caltrans traffic databases be checked before they are used again for recalibration, and that use of the recently updated Caltrans DIME database of as-built data be considered for future calibrations.

This report presents the initial performance of the Woodland SR 113 thin concrete overlay on asphalt (COA) project built in 2018-2019.The project comprises approximately four miles of a two-lane highway. The COA had 6 ft. transverse joint spacing, a slab thickness of 6in., and an asphalt base that was overall in very poor condition. The performance of the project between the date of construction andOctober 2020 is presented in this report. The performance was evaluated by different means, including periodic visual inspections andlongitudinal profiler evaluations; falling weight deflectometer (FWD) testing; real load testing (RLT), where the concrete strains undertruck loading were recorded; and continuous monitoring of slab temperatures and drying shrinkage deformations. Overall, the projectperformed as expected. Visual inspection of the COA did not indicate any cracking, faulting, or other structural distress. FWD and RLTevaluations indicate that the COA structure has remained stable since the construction. While the smoothness varied considerably during the period evaluated in this report, the variation was caused by changes in slab curvature due to thermal gradients through the slab depthand concrete drying shrinkage.