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Journal articles on the topic "Pavement roughne"
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Mactutis, Joseph A., Sirous H. Alavi, and Weston C. Ott. "Investigation of Relationship Between Roughness and Pavement Surface Distress Based on WesTrack Project." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (January 2000): 107–13. http://dx.doi.org/10.3141/1699-15.
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Modern pavement rehabilitation and design methodologies require an adequate evaluation of the functional capacity of pavements. A key component of this functional capacity is the roughness of the pavement. The current standard for characterization of a pavement’s roughness is the international roughness index (IRI). Pavement roughness measurements were conducted at regular intervals during the application of approximately 5 million equivalent single-axle loads at the WesTrack Project, a full-scale flexible pavement accelerated loading facility located near Reno, Nevada. The results are presented of an investigation into the relationship between pavement roughness and pavement surface distress using WesTrack data. With a sample population of 317 observations, a relationship was found among the roughness (IRI) and the initial IRI, percentage of fatigue cracking, and average rut depth. A test of the relationship with data collected as a part of the Long-Term Pavement Performance Program indicates favorable results.
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Xu, Juncai, and Xiong Yu. "Pavement Roughness Grade Recognition Based on One-dimensional Residual Convolutional Neural Network." Sensors 23, no. 4 (February 17, 2023): 2271. http://dx.doi.org/10.3390/s23042271.
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A pavement’s roughness seriously affects its service life and driving comfort. Considering the complexity and low accuracy of the current recognition algorithms for the roughness grade of pavements, this paper proposes a real-time pavement roughness recognition method with a lightweight residual convolutional network and time-series acceleration. Firstly, a random input pavement model is established by the white noise method, and the pavement roughness of a 1/4 vehicle vibration model is simulated to obtain the vehicle vibration response data. Then, the residual convolutional network is used to learn the deep-level information of the sample signal. The residual convolutional neural network recognizes the pavement roughness grade quickly and accurately. The experimental results show that the residual convolutional neural network has a robust feature-capturing ability for vehicle vibration signals, and the classification features can be obtained quickly. The accuracy of pavement roughness classification is as high as 98.7%, which significantly improves the accuracy and reduces the computational effort of the recognition algorithm, and is suitable for pavement roughness grade classification.
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Hall, Kathleen T., Carlos E. Correa, and Amy L. Simpson. "Performance of Flexible Pavement Rehabilitation Treatments in the Long-Term Pavement Performance SPS-5 Experiment." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (January 2003): 93–101. http://dx.doi.org/10.3141/1823-11.
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The results of a study conducted to assess the relative performance of different flexible pavement rehabilitation treatments, including the influence of pretreatment condition and other factors, are presented. The data used in the study were drawn from the Long-Term Pavement Performance Studies' Specific Pavement Study (SPS) SPS-5 and General Pavement Study (GPS) GPS-6B experiments. The rehabilitation treatments used in the SPS-5 experiment are 2- and 5-in. overlays with virgin or recycled asphalt concrete mixes with or without preoverlay milling. Overlay thickness and preoverlay roughness levels were the two factors that most influenced the performance of the asphalt overlays of asphalt pavements in the SPS-5 experiment with respect to roughness, rutting, and fatigue cracking. Over the long term, the 5-in. overlays outperformed the 2-in. overlays with respect to roughness, rutting, and fatigue cracking. Overlay mix type (virgin versus recycled) and preoverlay preparation (with or without milling) had slight and inconsistent effects. The average initial postoverlay international roughness index of an asphalt overlay of an asphalt pavement was found to be 0.98 m/km. The data show a slight but statistically significant tendency for asphalt pavements overlaid when they were rougher to have more initial roughness after overlay than asphalt pavements overlaid when they were smoother. The data show that, on average, about 6 mm of rutting develops in the first year or so after placement of an asphalt overlay of an asphalt pavement. This is presumably due to compaction of the mix by traffic and appears to be independent of the overlay thickness, mix type, preoverlay preparation, and preoverlay rutting level.
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Robbins, Mary, Nam Tran, and Audrey Copeland. "Determining the Age and Smoothness of Asphalt and Concrete Pavements at the Time of First Rehabilitation using Long-Term Pavement Performance Program Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (August 29, 2018): 176–85. http://dx.doi.org/10.1177/0361198118792120.
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Initial performance period is an important input in life-cycle cost analysis (LCCA). An objective of this study was thus to determine actual initial performance periods, as the pavement age at first rehabilitation, for asphalt and concrete pavements using Long-Term Pavement Performance (LTPP) program data. In addition, most agencies use International Roughness Index (IRI), a measure of pavement roughness applicable to both asphalt and concrete pavements, in their decision-making and performance-evaluation process. A secondary objective was, therefore, to determine the pavement roughness condition at the time of first rehabilitation using the same dataset. Based on surveys of highway agencies, initial performance periods frequently used in LCCA for asphalt pavements are between 10 and 15 years, while the average asphalt pavement age at time of first rehabilitation in the LTPP program was found to be approximately 18 years. For concrete pavements, most initial performance periods used in LCCA are between 20 and 25 years, whereas the average concrete pavement age at the time of first rehabilitation in the LTPP program is about 24 years. This suggests initial performance period values used for LCCA do not adequately represent the actual age of asphalt pavements at the time of first rehabilitation, while they are generally representative of actual concrete pavement age at the time of first rehabilitation. Also, it was found that asphalt pavements are typically rehabilitated when they are in good or fair condition according to Federal Highway Administration (FHWA) IRI criteria whereas concrete pavements are typically not rehabilitated until the pavement is in fair or poor condition.
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Wesołowski, Mariusz, Krzysztof Blacha, and Piotr Włodarski. "Technology of Making Airfield Pavements in Relation to the Existing Requirements in Terms of Texture." Journal of KONBiN 52, no. 4 (December 1, 2022): 75–100. http://dx.doi.org/10.2478/jok-2022-0042.
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Abstract The assessment of the texture of airfield pavements, in addition to assessing their roughness, is a component of the broader concept of anti-skid properties, which significantly affect the safety of air operations. The roughness of the pavement directly affects the adhesion of the aircraft tire to the pavement, and the texture additionally affects the effectiveness of dynamic drainage of water from the pavement. The current standard requirements in terms of roughness and texture of airfield pavements do not distinguish the technology used. In the paper, the authors focused on the analysis of the results in terms of the texture of airfield pavements and presented the resulting conclusions in relation to whether the technology of its implementation has an impact on the texture parameter.
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Kuo, C. M., C. R. Fu, and K. Y. Chen. "Effects of Pavement Roughness on Rigid Pavement Stress." Journal of Mechanics 27, no. 1 (March 2011): 1–8. http://dx.doi.org/10.1017/jmech.2011.1.
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ABSTRACTPavement roughness causes pavement stress fluctuation along the road. However, the dynamic effects were not taken into account in most pavement design and studies. To investigate the influences of roadway roughness on pavement stresses, this study developed a coupled system consisting of a quarter-car model and an equivalent lump pavement model. The coupled system also incorporated measured road profiles. By means of transfer function in frequency domain, the deflections and stresses of pavements were computed in seconds. The results were validated with Westergaard's solutions satisfactorily. It was found that the critical roughness, which might cause extreme responses, is related to the vehicle speed and suspension of vehicles. The maximum tension at the bottom of pavements also depends on the size of bump. In addition, the study demonstrates the correlation between roughness index, IRI, and ISO roughness classifications. It was also found that disturbance due to model boundary affects simulation results significantly.
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Baker, Michael J., Joe P. Mahoney, and Nadarajah “Siva” Sivaneswaran. "Engineering Application of Washington State’s Pavement Management System." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 25–33. http://dx.doi.org/10.3141/1643-05.
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Previous investigation into the Washington State Department of Transportation’s (WSDOT) Pavement Management System (WSPMS) revealed pavement sections on the state route system that were outperforming or underperforming other pavement sections constructed of similar materials and subjected to similar traffic and environmental conditions. Reasons were not clear. The WSPMS was used to identify superior and inferior candidate pavements for further investigation. All state route pavements were stratified into 18 distinct analysis groups, and population statistics were generated for each group providing WSDOT with a snapshot of the current “state of the state route system” and providing the basis for selecting candidate pavements. The five performance measures considered included: age of the surface course, a distress-based pavement structural condition score, annual design-lane equivalent single axle loads, roughness (in terms of International Roughness Index), and rutting. Results of the analysis suggest that WSDOT is properly designing layer thicknesses at appropriate reliability levels. Also, in 6 of 10 analysis group comparisons, inferior pavements were actually thicker than superior pavements. Both findings suggest that thickness design factors are not the primary cause of inferior performance in Washington State; construction, material and site specific factors are likely the cause. Additionally, in an international effort to exchange information on pavement performance and construction practices, highlights of a comparative study of pavement performance with South Africa’s Gauteng Department of Transportation are presented.
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Wesołowski, Mariusz, and Krzysztof Blacha. "Estimating the Impact of Texture Depth on the Roughness of Cement Concrete Airfield Pavements." Journal of KONBiN 49, no. 2 (June 1, 2019): 341–62. http://dx.doi.org/10.2478/jok-2019-0039.
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Abstract Appropriate skid resistance properties of airfield pavements are extremely important in terms of the safety of air operations. Their evaluation is not limited to the measurements of the coefficient of friction, which determines the roughness of a pavement, but also involves measuring the depth of the pavement texture (micro- and macrotexture), which is a component of the tire-pavement contact surface friction characteristics. It should be stressed that the current aviation documents do not contain a strict interconnection between the texture depth parameter and airfield pavement coefficient of friction criteria. Based on the result population gathered in the course of the field tests, the authors plan to determine the impact of texture on the roughness of airfield pavements.
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Sultana, Salma, Hakan Yasarer, Waheed Uddin, and Rulian Barros. "International Roughness Index Modeling For Jointed Plain Concrete Pavement Using Artificial Neural Network." IOP Conference Series: Materials Science and Engineering 1203, no. 3 (November 1, 2021): 032034. http://dx.doi.org/10.1088/1757-899x/1203/3/032034.
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Abstract Climate attributes such as precipitation, extreme temperature, and freeze-thaw cycles along with traffic loads cause pavement distresses. The maintenance need for pavements is decided based on the pavement condition rating such as International Roughness Index (IRI). Generally, an IRI rating less than 2.68 m/km is acceptable, and a rating greater than 2.68 m/km is considered unacceptable and classified as “very poor” condition of the pavement. It is imperative to be able to accurately predict pavement conditions to prepare proper Maintenance and Rehabilitation (M&R) programs for the pavements. This study aims to develop IRI models that can successfully estimate the IRI values for Jointed Plain Concrete Pavement (JPCP) considering the M&R history of the pavements using Artificial Neural Networks (ANNs) approach. The study was carried out with the database collected from Long Term Pavement Performance (LTPP) program. The variables used for the ANN model development are initial IRI, pavement age, concrete pavement thickness, equivalent single axle load (ESAL), climatic region (wet-freeze, wet non-freeze, dry-freeze, dry non-freeze), construction number (CN), and several climatological data. After utilizing various ANN model structures, the best performing ANN model resulted in promising statistical measures (i.e. R2 = 0.87). The IRI prediction model can successfully estimate the increase of IRI values with the increase of ESAL value over time. The IRI prediction model can also estimate the decrease of IRI value after maintenance and rehabilitation. The predicted IRI values with good accuracy will help the local and state agencies to prepare for M&R programs for JPCP pavements and allocate a projected budget accordingly.
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Zaghloul, Sameh, Nasser A. Saeed, Ali Al Jassim, and Ahmed M. Rafi. "End-Result Specifications for Warranted Asphalt Pavements." Transportation Research Record: Journal of the Transportation Research Board 1632, no. 1 (January 1998): 1–12. http://dx.doi.org/10.3141/1632-01.
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Long-term pavement performance is highly dependent on its initial condition. High initial roughness leads to higher maintenance and rehabilitation costs, to shorter service life, and to significant reduction in riding quality. A performance-based specification applicable for new and rehabilitated warranted pavements is developed and presented here. The primary purpose of this specification is control of the initial longitudinal roughness of pavements, which will lead to smoother pavements and hence satisfactory long-term performance. In this specification, pavement roughness is measured by using Class I or calibrated Class II profilometers, such as infrared and laser profilometers. Tests are performed on each asphalt layer before the next layer is constructed. Three criteria are considered in the specification: surface tolerance, roughness indices, and repeated waves. It should be noted that this specification focuses on the functional performance of pavements and does not directly address their structural performances. A user-friendly software is developed to implement this specification. The software is capable of simulating straightedge inspections, calculating roughness statistics, and performing frequency analyses, such as power spectral analysis. With the software, a pavement section can be evaluated, tested, and analyzed in few minutes. Highway agencies as well as contractors will benefit from implementing this specification. Highway agencies will benefit by being able to achieve the goal of having safe, smooth, and economic pavements, and contractors will benefit by reducing maintenance cost during maintenance and warranty periods. Also, contractors will get quick results and meaningful feedback to the paving operation. A payment structure, including bonus payments for extended service lives, is included in the specification. This payment structure is based on the long-term effects of the initial roughness on the pavement life-cycle costs. The bonus program will encourage contractors to achieve higher levels of quality.
Dissertations / Theses on the topic "Pavement roughne"
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Rawool, Shubham Shivaji. "Development of methodology for detection of defect locations in pavement profile." Thesis, Texas A&M University, 2003. http://hdl.handle.net/1969.1/2440.
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Pavement smoothness has become a standard measure of pavement quality. Transportation agencies strive to build and maintain smoother pavements. Smooth roads provide comfort while riding, minimize vehicular wear and tear and increase pavement life. A user perceives smoothness of a pavement based on the ride quality, which is severely affected by presence of defects on pavement surface. Defects identified after construction are corrected as per smoothness specifications prescribed by respective transportation agencies. The effectiveness of any method used to determine defect locations depends on the decrease in roughness obtained on correction of defects. Following the above line of thought a method that detects defects by comparing original profile to a smoothened profile will be more effective in identifying defect locations that cause roughness in pavements. This research report proposes a methodology to detect defect locations on pavement surface using profile data collected on pavements. The approach presents a method of obtaining a smoothened profile from the original profile to help identify defect locations based on deviations of the original profile from the smoothened one. Defect areas will have a higher deviation from the smoothened profile as compared to smooth areas. The verification of the defects identified by this approach is carried out by determining the decrease in roughness after removal of the identified defects from profile. A roughness statistic is used to do the same. The approach is illustrated using profile data collected on in-service pavement sections.
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Khavassefat, Parisa. "Vehicle-Pavement Interaction." Doctoral thesis, KTH, Väg- och banteknik, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-156045.
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Several aspects of vehicle-pavement interaction have been studied and discussed in this thesis. Initially the pavement response is studied through a quasi-static and a dynamic computationally efficient framework under moving traffic loads. Subsequently, a non-stationary stochastic solution has been developed in order to account for the effect of pavement surface deterioration on pavement service life.The quasi-static procedure is based on a superposition principle and is computationally favourable, as it requires only a reduced incremental problem to be solved numerically. Using the developed framework, the effect of vehicle configuration and traffic characteristics on the damage induced in pavements is investigated numerically. It is shown that the developed numerical model provides a more accurate explanation of different distress modes.In the dynamic approach the pavement roughness and vehicle suspension system are linked to a dynamic pavement model in order to account for the dynamic effects of vehicle-pavement interaction on pavement response. A finite element method is employed in order to establish the response function for a linear viscoelastic pavement structure with dynamic effects taken into account. The developed computational procedure is applied to evaluate the effect of the pavement surface roughness on the pavement structure response to truck traffic loadings.Furthermore, the deterioration trends for the flexible pavement surface have been investigated based on field measurements of longitudinal profiles in Sweden. A predictive function is proposed for surface deterioration that is based on the average gradient of yearly measurements of the road surface profiles in Swedish road network. The developed dynamic framework is further elaborated to a non-stationary stochastic approach. The response of the flexible pavement is given for a non-stationary random case as the pavement surface deteriorates in pavement service life, thus influencing the magnitude of the dynamic loads induced by the vehicles. The effect of pavement surface evolution on the stress state induced in the pavement by moving traffic is examined numerically. Finally the effect of surface deterioration on pavement service life has been investigated and discussed in the thesis by incorporating the proposed prognostic surface deterioration model into a ME design framework. The results are discussed for different case studies with different traffic regimes. It was indicated that the predicted pavement service life decreases considerably when the extra dynamic loads, as a result of pavement surface deterioration, has been taken into account. Furthermore, the effect of performing a predictive rehabilitation process (i.e. resurfacing) has been studied by employing a LCC framework. The application of preventive maintenance was shown to be effective, especially when the deterioration rate is high.QC 20141119
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Hanson, Jon Russell. "Cracking and roughness of asphalt pavements constructed using cement-treated base materials /." Diss., CLICK HERE for online access, 2006. http://contentdm.lib.byu.edu/ETD/image/etd1233.pdf.
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Hu, Fengxuan. "Development and evaluation of an inertial based pavement roughness measuring system." [Tampa, Fla] : University of South Florida, 2006. http://purl.fcla.edu/usf/dc/et/SFE0001641.
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Onuorah, Chinedum Anthony. "Evaluation of pavement roughness and vehicle vibrations for road surface profiling." Thesis, University of Hertfordshire, 2018. http://hdl.handle.net/2299/21107.
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The research explores aspects of road surface measurement and monitoring, targeting some of the main challenges in the field, including cost and portability of high-speed inertial profilers. These challenges are due to the complexities of modern profilers to integrate various sensors while using advanced algorithms and processes to analyse measured sensor data. Novel techniques were proposed to improve the accuracy of road surface longitudinal profiles using inertial profilers. The thesis presents a Half-Wavelength Peak Matching (HWPM) model, designed for inertial profilers that integrate a laser displacement sensor and an accelerometer to evaluate surface irregularities. The model provides an alternative approach to drift correction in accelerometers, which is a major challenge when evaluating displacement from acceleration. The theory relies on using data from the laser displacement sensor to estimate a correction offset for the derived displacement. The study also proposes an alternative technique to evaluating vibration velocity, which improves on computational factors when compared to commonly used methods. The aim is to explore a different dimension to road roughness evaluation, by investigating the effect of surface irregularities on vehicle vibration. The measured samples show that the drift in the displacement calculated from the accelerometer increased as the vehicle speed at which the road measurement was taken increased. As such, the significance of the HWPM model is more apparent at higher vehicle speeds, where the results obtained show noticeable improvements to current techniques. All results and analysis carried out to validate the model are based on real-time data obtained from an inertial profiler that was designed and developed for the research. The profiler, which is designed for portability, scalability and accuracy, provides a Power Over Ethernet (POE) enabled solution to cope with the demand for high data transmission rates.
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Onuorah, Chinedum Anthony. "Evaluation of pavement roughness and vehicle vibrations for road surface profiling." Thesis, University of Hertfordshire, 2017. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.756584.
Full textAbstract:
The research explores aspects of road surface measurement and monitoring, targeting some of the main challenges in the field, including cost and portability of high-speed inertial profilers. These challenges are due to the complexities of modern profilers to integrate various sensors while using advanced algorithms and processes to analyse measured sensor data. Novel techniques were proposed to improve the accuracy of road surface longitudinal profiles using inertial profilers. The thesis presents a Half-Wavelength Peak Matching (HWPM) model, designed for inertial profilers that integrate a laser displacement sensor and an accelerometer to evaluate surface irregularities. The model provides an alternative approach to drift correction in accelerometers, which is a major challenge when evaluating displacement from acceleration. The theory relies on using data from the laser displacement sensor to estimate a correction offset for the derived displacement. The study also proposes an alternative technique to evaluating vibration velocity, which improves on computational factors when compared to commonly used methods. The aim is to explore a different dimension to road roughness evaluation, by investigating the effect of surface irregularities on vehicle vibration. The measured samples show that the drift in the displacement calculated from the accelerometer increased as the vehicle speed at which the road measurement was taken increased. As such, the significance of the HWPM model is more apparent at higher vehicle speeds, where the results obtained show noticeable improvements to current techniques. All results and analysis carried out to validate the model are based on real-time data obtained from an inertial profiler that was designed and developed for the research. The profiler, which is designed for portability, scalability and accuracy, provides a Power Over Ethernet (POE) enabled solution to cope with the demand for high data transmission rates.
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Felker, Victoria. "Characterizing the roughness of Kansas PCC and Superpave pavements /." Search for this dissertation online, 2005. http://wwwlib.umi.com/cr/ksu/main.
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Srinivasan, Sriram. "Development of a Cost Oriented Grinding Strategy and Prediction of Post Grind Roughness using Improved Grinder Models." Thesis, Virginia Tech, 2017. http://hdl.handle.net/10919/78298.
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Irregularities in pavement profiles that exceed standard thresholds are usually rectified using a Diamond Grinding Process. Diamond Grinding is a method of Concrete Pavement Rehabilitation that involves the use of grinding wheels mounted on a machine that scraps off the top surface of the pavement to smooth irregularities. Profile Analysis Software like ProVAL© offers simulation modules that allow users to investigate various grinding strategies and prepare a corrective action plan for the pavement. The major drawback with the current Smoothness Assurance Module© (SAM) in ProVAL© is that it provides numerous grind locations which are both redundant and not feasible in the field. This problem can be overcome by providing a constrained grinding model in which a cost function is minimized; the resulting grinding strategy satisfies requirements at the least possible cost. Another drawback with SAM exists in the built-in grinder models that do not factor in the effect of speed and depth of cut on the grinding head. High speeds or deep cuts will result in the grinding head riding out the cut and likely worsening the roughness. A constrained grinding strategy algorithm with grinder models that factor in speed and depth of cut that results in cost effective grinding with better prediction of post grind surfaces through simulation is developed in this work. The outcome of the developed algorithm is compared to ProVAL's© SAM results.Master of Science
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Hunt, Philip Duncan. "Analysis of roughness deterioration of bitumen sealed unbound granular pavements for use in road asset management modeling." Thesis, Queensland University of Technology, 2002. https://eprints.qut.edu.au/36178/1/36178_Hunt_2002.pdf.
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The road system under the care and control of the State of Queensland, Australia has an estimated replacement value of $23 Billion (US$12 billion), excluding structures. Pavement management systems for recording, rating, and predicting a pavement's condition are used to prudently manage this large asset. Tne of the fundamental components of a pavement management system is the method
of determining a pavement's rate of deterioration over time. Throughout the world, "pavement roughness" is one of the most widely used methods of measuring the
performance of a pavement.
Queensland is a large State, having an approximate area of 1.7 million square
kilometres, and incorporates many small communities separated by vast distances. The majority of bitumen sealed pavements exist in low traffic volume rural areas, and consist of either a flexible unbound granular pavement or a semi-rigid modified granular pavement. This study has focussed on the roughness progression of these
pavement types. Roughness data has been collected at varying frequencies since 1987, across the State's road network. In order to understand roughness progression behaviour, this research has considered 16,000 pavement segments (each lkm) from all parts of the
State. This number is significant, as many previous research efforts, which form the basis of the current roughness progression models, have been based on the study of typically between forty and several hundred pavement segments. This extensive database has been used in this study to investigate trends in roughness pogression over time (~R). Traditionally, roughness progression has been represented in many road asset management models as an exponential relationship, providing rapidly increasing roughness values as the pavement approaches the end of its theoretical life. However, this relationship has not been commonly observed in the State's pavement asset. Investigations revealed that a linear relationship, termed the Linear Roughness Progression Rate (LRPR), represented the roughness progression of the pavement segments very well, and thereby assists in the identification of poor performing pavement segments. Pavement maintenance costs can also be used to identify poor performing pavement segments, based on excessive use of pavement maintenance funds to maintain functionality. This information assists in 'unmasking' pavements that may possess an umepresentative LRPR. For this reason, the effects of pavement maintenance costs (~PMC) on roughness progression have also been examined. Independent variables which are typically considered to affect roughness progression, have been examined with LRPR in this study. These variables include traffic volume, traffic loading, pavement type, subgrade soil classification, climate (rainfall, temperature, Thomthwaite Index), pavement age, and width of bitumen surface (seal width). It has been established that the roughness progression of each individual pavement segment is unique. No particular formula or model has been identified, which can accurately predict the roughness progression of any particular pavement segment from a population, based upon known values of the independent variables. In order to develop an understanding of the effects of these variables on pavement
performance, a means of rating a pavement's condition using a combination of LRPR and excessive pavement maintenance expenditure has been established. Subsequently, a discrete rating scale from "Good", "Fair" to "Poor" has been used. The effects of the independent variables on pavement rating have been examined
across the population of study pavement segments, using summary charts. This has enabled the proportions of pavement rated within each category to be examined with
changes in each independent variable, to establish whether that variable has a global influence on pavement rating. For instance, whether the proportion of pavements
rated "Poor" varies with Annual Average Daily Traffic.
These summary charts provide the basis of a Network Performance Profile, which has yielded a better understanding of the variables globally influencing pavement rating across the State's road network. Further, the Network Performance Profile provides insight into the inbuilt risk of the past and current pavement design and delivery system. The knowledge gained from a whole of network analysis of condition may form a catalyst for the assessment of material quality, design methods, construction technology, and contract delivery, to ensure that pavements have the best chance of
performing well.
Currently, road network performance is commonly defined only by a measure of the
road network's 'Absolute Condition'. The Network Performance Profile developed in this study will add new measures of pavement performance to the current definition. By including a Current Network Profile, and a more robust method for predicting mid term (five year) roughness values, asset managers will have a suite of information on historic, current, and estimated future road network condition, to use in evaluating the
impact of previous and current management decisions.
Pavement roughness prediction analysis, based on site-specific extrapolation of
LRPR, has shown that at least six time-series roughness data points are required if an
accurate short term prediction (4 to 6 year) is to be achieved. It is believed that the research of roughness progression has highlighted the unique nature of pavement segment deterioration. It is interesting to note that all categories of pavements suffer from a range of good to poor performance, and this finding is considered to be one of the keys in understanding pavement behaviour. At a network level, the study of performance has been considered very successful and has not only provided a robust methodology for quantifying road network performance, but also provides information for input into the improvement of technical policies and funding
distribution decisions.
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Waters, Tenli. "Typical and Darkened Portland Cement Concrete Pavement: Temperature, Moisture, and Roughness Analyses." BYU ScholarsArchive, 2016. https://scholarsarchive.byu.edu/etd/6091.
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The objectives of this research were to 1) investigate the effects of lower concrete albedo on the thermal behavior of concrete pavement by directly comparing temperatures and moisture contents of typical and darkened concrete pavements and 2) investigate changes in roughness of both typical and darkened concrete pavements as a result of changes in temperature and moisture gradients. The scope of the research included instrumentation, testing, and analysis of typical and darkened concrete pavements constructed in northern Utah.Procedures related to field testing included infrared thermography, thermocouple readings, sensor data collection, and roughness surveys. Elevation surveys and albedo measurements were also performed to further characterize the site. Procedures related to laboratory testing included elastic modulus, compressive strength, rapid chloride permeability, thermal conductivity, and Schmidt rebound hammer testing of cylinders prepared from typical and darkened concrete.When considered over the entire monitoring period, the average surface temperatures of the darkened pavement were higher than those of the typical pavement by 3.3°F, and the average subsurface temperatures of the darkened pavement were higher than those of the typical pavement by 3.1°F. A strong positive correlation exists between the air temperature and both the surface and the subsurface pavement temperatures. The difference between both the surface and subsurface temperatures of the darkened and typical pavements decreases as the air temperature decreases. The results of a simple linear regression suggest that, when the air temperature is 32°F, the surface temperature of the darkened concrete is just 0.2°F higher than that of the typical concrete and the subsurface temperature of the darkened concrete is 1.1°F higher than that of the typical concrete. The difference in surface temperature is expected to be 0°F when the air temperature is 30.5°F, while the difference in subsurface temperature is expected to be 0°F when the air temperature is 17.9°F. Therefore, the darkened pavement is unlikely to melt snow and ice faster than the typical pavement or provide significantly greater frost protection to subsurface layers and buried utilities during winter for conditions similar to those in this research. The roughness measurements for the typical pavement exhibit much more daily variability than seasonal variability. The roughness measurements for the darkened pavement also exhibit more daily variability than seasonal variability but less overall variability than that of the typical pavement. Neither pavement temperature gradient nor moisture gradient appears to be correlated to roughness for either the typical pavement or the darkened pavement.
Books on the topic "Pavement roughne"
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S, Janoff M., ed. Pavement roughness and rideability. Washington, D.C: Transportation Research Board, 1985.
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National Research Council (U.S.). Transportation Research Board. Meeting, ed. Pavement roughness and skid resistance. Washington, D.C: Transportation Research Board, National Research Council, 1986.
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Perera, R. W. Investigation of development of pavement roughness. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1998.
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Janoff, M. S. Pavement roughness and rideability field evaluation. Washington, D.C: Transportation Research Board, National Research Council, 1988.
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National Research Council (U.S.). Transportation Research Board. Meeting, ed. Measurement of pavement surface condition, 1990. Washington, D.C: Transportation Research Board, National Research Council, 1990.
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Papagiannakis, A. T. A roughness model describing heavy vehicle-pavement interaction. [Olympia]: Washington State Dept. of Transportation, 1995.
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Bouzid, Choubane, and International Symposium on Pavement Condition Assessment (2004 : Washington, D.C.), eds. Pavement surface condition/performance assessment: Reliability and relevancy of procedures and technologies. West Conshohocken, PA: ASTM International, 2007.
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National Research Council (U.S.). Transportation Research Board., ed. Pavement surface properties: Roughness, rutting, skid resistance, and surface distress. Washington, D.C: Transportation Research Board, National Research Council, 1992.
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Carmichael, Ronald W. Automated pavement data collection equipment: Roughness and profile measurement : equipment summary. Washington, D.C: U.S. Dept. of Transportation, Federal Highway Administration, Demonstration Projects Program, 1986.
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Carmichael, Ronald W. Automated pavement data collection equipment: Roughness and profile measurement : equipment summary. Washington, D.C: U.S. Dept. of Transportation, Federal Highway Administration, Demonstration Projects Program, 1986.
Find full textBook chapters on the topic "Pavement roughne"
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Zeng, Jingxiang, Jinxi Zhang, Qianqian Cao, and Wangda Guo. "Research on Vibration Index of IRI Detection Based on Smart Phone." In Proceeding of 2021 International Conference on Wireless Communications, Networking and Applications, 1067–76. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-2456-9_107.
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AbstractWith the development of science and technology, intelligent pavement smoothness detection becomes possible. Intelligent IRI (International Roughness Index) detection is one of the important development directions of pavement performance detection. Different from traditional IRI detection, intelligent IRI detection uses smart phones to collect traffic vibration data. There are many vibration indexes in IRI evaluation unit of driving vibration data, and IRI evaluation can be realized by extracting vibration indexes. In this study, the corresponding relationship between pavement vibration data and IRI is preliminarily proved by driving test. The synthetic vibration acceleration index can reflect the change of IRI. The length of IRI evaluation unit reflects different significance of pavement performance, and the evaluation vibration index extracted is different. When the evaluation unit is short, IRI reflects the local pavement performance of the evaluation unit, and the correlation between the minimum value of vehicle synthetic vibration acceleration and IRI is the best. When the evaluation unit is long, IRI reflects the overall pavement performance of the evaluation unit, and the correlation between the average value of the absolute value of the vehicle synthetic vibration acceleration and IRI is the best.
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Stet, M. J. A., and H. P. M. Thewessen. "Pavement Detriment Due to Runway Roughness." In Bearing Capacity of Roads, Railways and Airfields, 345–54. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003078814-38.
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Shahin, M. Y. "Roughness Measurement and Analysis." In Pavement Management for Airports, Roads, and Parking Lots, 65–89. Boston, MA: Springer US, 1994. http://dx.doi.org/10.1007/978-1-4757-2287-1_5.
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Tamrakar, Prajwol, Mark H. Wayne, Garrett Fountain, Aaron Schlessinger, and Coady Cameron. "Rapid Pavement Roughness Measurement of Geogrid-Stabilized Roads." In Lecture Notes in Civil Engineering, 599–610. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-77234-5_49.
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Hung, Ching-Tsung, Jia-Ruey Chang, Jyh-Dong Lin, and Gwo-Hshiung Tzeng. "Rough Set Theory in Pavement Maintenance Decision." In Emerging Intelligent Computing Technology and Applications. With Aspects of Artificial Intelligence, 266–75. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-04020-7_29.
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Jiang, Wei, Wei Wang, Zhichao Song, Changqing Jiang, Chenglong Zhang, and Yijian Yuan. "Equivalent Standard Axle Load Analysis Considering Dynamic Load Based on Vehicle Axle-Tire Vertical Acceleration Field Testing." In Advances in Frontier Research on Engineering Structures, 325–35. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-8657-4_29.
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AbstractIn order to examine equivalent axles load with dynamic load taken into account, pavement roughness test is carried out with a Vehicle Axle-tire Dynamic Load Tester, where axle-tire vertical acceleration of heavy trucks and light trucks are tested, respectively. Dynamic load is considered as a series of static loads following a normal distribution, and equivalent axles load is calculated according the Asphalt Pavement Design Specification. The results show that equivalent axles load time increase accordingly based on highway class. when tensile strain at bottom of surface is taken as design index, on high class highway equivalent standard load increases 8.3–14.9% for heavy truck, 3.6–5.4% for light truck; on low class highway, it increases 6.8–17.3% for heavy truck, 3.2–12.5% for light truck; when tensile stress at the bottom of semi-rigid base is taken as checking index. On a high class highway, it increases 34.2–64.9% for a heavy truck, 14.2–21.8% for a light truck; on a low class highway, it increases 27.5–77.1% for a heavy truck, 12.6–53.2% for a light truck. These research findings provide in-depth understanding regarding vehicle axle load conversion in dynamic load environment.
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Du, Yingkui, Panli He, Nan Wang, Xiaowei Han, and Zhonghu Yuan. "Pavement Transverse Profile Roughness via Weakly Calibrated Laser Triangulation." In Intelligent Computing Methodologies, 180–91. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-42297-8_18.
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Xiao, Wangxin, Xinping Yan, and Xue Zhang. "Pavement Distress Image Automatic Classification Based on DENSITY-Based Neural Network." In Rough Sets and Knowledge Technology, 685–92. Berlin, Heidelberg: Springer Berlin Heidelberg, 2006. http://dx.doi.org/10.1007/11795131_100.
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Sarker, M. M., S. A. Hadigheh, and D. Dias-da-Costa. "Stereoscopic Modelling and Monitoring of Roughness in Concrete Pavements." In Lecture Notes in Civil Engineering, 635–44. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-13-7603-0_62.
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Chen, Chien-Ta, Ching-Tsung Hung, Chien-Cheng Chou, Ziping Chiang, and Jyh-Dong Lin. "The Predicted Model of International Roughness Index for Drainage Asphalt Pavement." In Lecture Notes in Computer Science, 937–45. Berlin, Heidelberg: Springer Berlin Heidelberg, 2008. http://dx.doi.org/10.1007/978-3-540-87442-3_115.
Full textConference papers on the topic "Pavement roughne"
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Ruhala, Richard J., and Courtney B. Burroughs. "Influence of Pavement Roughness on Tire Noise." In ASME 1999 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1999. http://dx.doi.org/10.1115/imece1999-0191.
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Abstract In this study, the influence of the levels of pavement roughness on tire noise is examined using Nearfield Acoustical Holography (NAH) to measure noise from single tires mounted on a two-wheel trailer towed over different types of pavements. Contributions to the radiated noise from the leading edge, trailing edge, and sidewall of two tires are identified. Two experimental tires — a blank tire and a monopitch tire — are evaluated on three pavements — smooth asphalt, stud-damaged concrete, and Ellsworth — at 56 km/hr. From the measured complex pressure, acoustic intensity is reconstructed on side plane of the tires using NAH procedures. Additionally, sound power spectra levels are presented. Tire noise generating mechanisms associated with each pavement are inferred from measurements. The experimental results are compared with theories on pavement-induced tire noise available in the literature.
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Bawono, Ali Aryo, Bernhard Lechner, Stephan Freudenstein, and En-Hua Yang. "Multi Criteria Analysis On Surface Treatment Method For Concrete Pavement." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/ctvd43mx.
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Surface pavements have been studied for decades. Many surface treatments have been done by roadway authorities to improve the functional performance of concrete pavements: skid resistance, surface water drainage, pavement evenness, noise, and durability. However, there are so many different standards for those criteria applied, which might be causing misinterpretation when decision-makers are about to select the right surface treatment method. For example, roadway authorities mostly need to compare in which texturing methods can be applied for their roadways. Yet, they will find the methods are sometimes applied by using different standards. Firstly, there are various standards related to the functional surface performance of the pavement applied by different agencies. Secondly, there are many different measurement methods for the functional performance of the surface pavement. Thirdly, the surface treatment methods used to improve the surface pavement are varying. Therefore, it is not an easy task to understand and to compare different surface treatment methods with different criteria, and then to select the most optimum one. Yet, fewer studies were found on comprehensive analysis on determining which surface treatment method leads to the optimum functional performance. The objective of the research is to find a multi-criteria analysis method to define the most optimum surface treatment methods for concrete pavements that provide high functionality (safety and comfort). More than 15 surface treatment methods for concrete pavement are analyzed based on their functional performance includes skid resistance, pavement drainage, tire-pavement noise, and pavement roughness.
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Romero, Jose A., and Alejandro Lozano. "Modelling of Road Damage Potentials of Tandem C-Dolly." In ASME 2007 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/detc2007-34932.
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The paper deals with the pavement damage potential of long combination vehicles equipped with tandem C-dolly. Due to its double-hitch bar design, the tandem C-dolly enhances the lateral stability of the articulated vehicles; however, its single articulation could create significant levels of longitudinal load transfer between the coupled bodies and posing higher pavement damage. The pavement damage potentials of vehicles equipped with tandem C-dolly is compared with that of vehicles equipped with standard tandem A-dolly. For pavements with a roughness lower than 2 mm/m the effect of tandem design is only marginal. For pavements with roughness greater than 2 mm/m, results suggest an optimum speed (95 km/h) at which C-dolly is 1% less damaging than A-dolly. However, for the other two speeds evaluated (75 and 115 km/h), C-dolly is up to 12.1% less friendly than A-dolly. Such increases in road damaging potential are significant and an experimental study should be performed to validate results.
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Vorobieff, George. "Has Diamond Grinding Been A Cost Effective Pavement Preservation Treatment In Australia?" In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/e39ac1sm.
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Australia introduced conventional longitudinal diamond grinding of highway concrete pavements in 2009 with the purchase of two "4‐foot" highway grinding machines by two contractors. The availability of these machines in Australia has enabled contractors to improve ride quality of new pavements, rather than accept a deduction to the tendered rate for the supply and placement of concrete pavement. Grinding of new concrete base is permitted up to an IRI of 3.5 m/km, thereby reducing the need to remove and replace concrete pavement which met the specified thickness, strength and density, but not ride quality. More importantly, with the introduction of the grinding machines, asset managers have the opportunity to use diamond grinding to treat existing concrete pavements that have a rough ride, or when the textured surface no longer meets specified levels for skid resistance. Although the primary use of diamond grinding was to improve ride quality of new and existing concrete pavements, it has also been used to: treat stepping across transverse contraction joints in PCP, improve skid resistance at roundabouts, improve both ride quality and texture for JRCP pavements (greater than 40 years of age) with a thin wearing course and spalling in the asphalt at transverse joints. The above treatments to concrete pavement allow asset preservation and avoid high reconstruction costs. The Austroads concrete pavement design procedure is based on the PCA design method and road smoothness is not a design parameter, unlike the USA approach to concrete pavement design where ride quality is a design input. There is still much work to be done to convince asset managers in Australia that the removal of the high areas of a concrete pavement to smooth the surface, reduces the dynamic wheel loading and minimises accumulated fatigue stress in the concrete. This paper reviews the last 10 years of diamond grinding projects and the success of this pavement preservation treatment for new and existing urban and rural concrete pavements in Australia. Recommendations to reduce the cost of diamond grinding concrete pavements and extend the use of this treatment are also provided.
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Plati, Christina, Maria Pomoni, Andreas Drainakis, and Andreas Loizos. "Integrating roughness data to assess greenhouse gas emissions within pavement management decision-making." In 7th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2022. http://dx.doi.org/10.5592/co/cetra.2022.1401.
Full textAbstract:
Green-House Gases (GHGs) are emitted into the atmosphere in significant amounts produced mainly by human sources and activities. Globally, the road transport sector is a significant source of GHGs and particularly of CO2 emissions. Transport sector includes pavements and pavement roughness is a factor that directly affects fuel consumption and consequently has a significant impact on vehicle emissions. Many studies have attempted to define the connection between pavement roughness in terms of International Roughness Index (IRI) and fuel consumption, under the scope of pavement sustainability. However, the requirements of multiple parameters and extensive data processing have raised the need for solid and simplified approaches in practice. As such, the objective of the current study is to incorporate the assessment of vehicle emissions into pavement management processes by formulating a simple and credible relationship between vehicle GHGs and pavement roughness. Analysed data comes from multiple segments of two interurban controlled-access highways with different pavement condition. Several combinations of vehicle and fuel type suggest the development of concise formulas to estimate equivalent CO2 emissions based on IRI measurements. Verification and validation of the developed formulas was applied via appropriate statistical techniques.
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Pérez Acebo, Heriberto, and Hernán Gonzalo-Orden. "IRI performance models for recently constructed low and medium-traffic two lane roads of the province of Biscay." In CIT2016. Congreso de Ingeniería del Transporte. Valencia: Universitat Politècnica València, 2016. http://dx.doi.org/10.4995/cit2016.2016.4108.
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Reliable pavement prediction models are needed for pavement management systems (PMS), as they are a key component to forecast future conditions of the pavement and to prioritize maintenance, rehabilitation and reconstruction strategies. The International Roughness Index (IRI) is the most used parameter worldwide for calibrating pavement roughness and measures reasonably the ride comfort perceived by occupants of passenger cars. The Regional Government of Biscay also collects this value on the road network under its control These surveys are carried out regularly in the XXI century. Several IRI performance models have been proposed by different authors and administrations, varying greatly in their comprehensiveness, the ability to predict performance with accurancy and input data requirements. The aim of this paper is to develop a roughness performance model for Biscay's roads, based on availablbe IRI data, taking into account heavy traffic volume and the age of pavement. Local characteristics as climate conditions and average rainfall are not considered. IRI performance models have been suggested for regional two lane highways with low and medium heavy traffic constructed in the last 20 years in the province of Biscay, with no treatments during their life. They can be applied for flexible pavements, but no logical coherent results have been concluded for semi-rigid pavements.DOI: http://dx.doi.org/10.4995/CIT2016.2016.4108
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Opanayake, Pinindu, and Niranga Amarasingha. "Performance Prediction Models for Flexible Pavements in Sri Lanka." In The SLIIT International Conference on Engineering and Technology 2022. Faculty of Engineering, SLIIT, 2022. http://dx.doi.org/10.54389/dsjj2094.
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The pavement prediction model forecasts the future PCI ratings based on pavement category, thickness, traffic, pavement life period and existing PCI rating. Nevertheless, with time and inclusion of newer pavement types, there was a need to adjust the prevailing pavement performance models. In addition to, pavements management systems need to develop new models for newer pavement types as well. Some developed pavement performance models in the earlier for the Road Development Authority (RDA) Sri Lanka is used by the roadway segments to predict the future condition and rehabilitations of its network. The available data collections in the roadway agencies in Sri Lanka was used for the research study and the methodology and the analysis section depended on that data collection. Probably we were given the IRI data collections which were done in southern expressway section in Sri Lanka. Based on that data, the analysis part was done for determine the pavement roughness deterioration curves. With a comparison of the developed models, the most suitable model was taken at 95% confidence level with 0.8009 R2 value. This study displays outcomes about of standardizing the present performance models, and creating unused models for the different asphalt forms within the roadway network in Sri Lanka. A comparison of IRI progression with pavement age and traffic volume is also conducted to see if there are major differences between such models developed in other countries. The anticipated expectations condition of the asphalts is utilized in assessing its outstanding benefit life to disappointment, which is of prompt utilize in prescribing future upkeep and recovery necessities for the arrange. KEYWORDS: International Roughness Index, performance model, flexible pavement, rehabilitation
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Lee, Hyung, Syed Haider, Karim Chatti, and Neeraj Buch. "Effect PCC Slab Curling and Warping on Pavement Roughness." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/88enhr0e.
Full textAbstract:
Longitudinal profile measurements are vital for assessing the functional performance in terms of smoothness for new and existing pavements. However, the longitudinal profiles of Jointed Concrete Pavements (JCP) are significantly affected by temporal and diurnal changes that influence curling and warping of the concrete slabs. Therefore, consideration of such effect is essential for accurate assessment of pavement smoothness. The longitudinal profile measurements are commonly summarized by the International Roughness Index (IRI) that reduces the thousands of elevation values into a single value. However, no matter which index is calculated from a longitudinal profile, the quality of the information is only as good as the profile measurement. Thus, there is a need to evaluate the impacts of temporal (seasonal temperature/moisture and daily temperature) variations on longitudinal profile measurements, especially for JCPs. In this study, a new method is proposed for separating the curvature related IRI (i.e., due to curling and warping) from the non-curvature related IRI (i.e., due to other distresses such as spalling, faulting, etc). The level of curling and warping within each profile was summarized in terms of the Pseudo Strain Gradient (PSG). Examples from a couple of JCP sections indicated that temporal variations during a single day could have significant impacts on IRI. Results show that diurnal variations in PSG explained many of the changes in roughness over time. Such influence of seasonal and daily IRI variations can influence current practices—how highway agencies collect surface roughness for pavement management purposes and perform smoothness measurements for construction quality control.
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Glinicki, Adam, and Michal Glinicki. "Quality Assurance Methods Applied For Exposed-Aggregate Concrete Pavement Construction." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/mczou3b4.
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The exposed aggregate pavement technology for construction of concrete highways is used in European countries, including Poland, mostly for heavy trafficked roads. It is mainly a two-lift slip-form technology with a special treatment of the top surface after the final smoothing operation. This is a demanding technology that leaves a little margin for mistakes. When properly done the pavement layer with exposed aggregates ensures designed skid resistance for vehicle wheels even in adverse weather conditions without excessive traffic noise. The challenge is to provide its cost-effective long term performance including both the adequate roughness and the desired smoothness of the pavement. The paper presents tools and methods for construction quality assurance specific for exposed aggregate concrete pavements. Required monitoring of the stability of concrete mix properties is discussed. The importance of concrete curing is analyzed in respect to the long term durability in wet-freeze regions with heavy use of deicing salts. Macrotexture assessment at the early stage of pavement construction is seen as the key factor for assurance of the proper skidding resistance. Local evaluation of smoothness is also a useful approach to assure the target IRI. Examples of quality assurance efforts applied on concrete highways recently constructed in Poland are presented.
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Zhou, Lan, and Fujian Ni. "Study on Pavement Roughness Evaluation Model for Freeway Semi-Rigid Base Asphalt Pavements." In 11th International Conference of Chinese Transportation Professionals (ICCTP). Reston, VA: American Society of Civil Engineers, 2011. http://dx.doi.org/10.1061/41186(421)325.
Full textReports on the topic "Pavement roughne"
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Jo, Hyungyung, Hyeyoung Son, Mitchell Rencheck, Jared Gohl, Devin Madigan, Hugh Grennan, Matthew Giroux, Trevor Thiele-Sardina, Chelsea S. Davis, and Kendra A. Erk. Mechanical Properties of Durable Pavement Marking Materials and Adhesion on Asphalt Surfaces. Purdue University, 2022. http://dx.doi.org/10.5703/1288284317357.
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Mechanical properties of commercially available temporary pavement marking (TPM) tapes and thermoplastic materials used as permanent pavement markings (PPM) were investigated using the non-destructive Tape Drape Test and conventional mechanical testing. The impact of temperature and aging on the adhesion of TPM tapes and thermoplastic PPM applied to asphalt core surfaces with various surface roughness and treatments was determined using a modular peel fixture and shear adhesion tests. The adhesion of TPM tapes to model smooth surfaces decreased as surface temperature was increased from 0 to 40°C (32 to 104°F). For some tapes, reduced adhesion and brittle broken fracture were observed at the lowest investigated temperature of -20°C (-4°F). The adhesion of tapes applied to asphalt decreased significantly within 1 week of aging at -25°C (-13°F). Ghost markings were more likely at higher aging temperatures. For PPM thermoplastics, better adhesion to asphalt was observed for higher application temperatures and rougher surfaces. Asphalt emulsion treatments reduced the adhesion of thermoplastics and increased the likelihood of adhesive failure after 5 months of aging at -25°C (-13°F). More ductile PPM thermoplastic materials had better adhesion to both smooth and rough asphalt surfaces compared to thermoplastic materials with a more brittle mechanical response.
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Berney, Ernest, Naveen Ganesh, Andrew Ward, J. Newman, and John Rushing. Methodology for remote assessment of pavement distresses from point cloud analysis. Engineer Research and Development Center (U.S.), April 2021. http://dx.doi.org/10.21079/11681/40401.
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The ability to remotely assess road and airfield pavement condition is critical to dynamic basing, contingency deployment, convoy entry and sustainment, and post-attack reconnaissance. Current Army processes to evaluate surface condition are time-consuming and require Soldier presence. Recent developments in the area of photogrammetry and light detection and ranging (LiDAR) enable rapid generation of three-dimensional point cloud models of the pavement surface. Point clouds were generated from data collected on a series of asphalt, concrete, and unsurfaced pavements using ground- and aerial-based sensors. ERDC-developed algorithms automatically discretize the pavement surface into cross- and grid-based sections to identify physical surface distresses such as depressions, ruts, and cracks. Depressions can be sized from the point-to-point distances bounding each depression, and surface roughness is determined based on the point heights along a given cross section. Noted distresses are exported to a distress map file containing only the distress points and their locations for later visualization and quality control along with classification and quantification. Further research and automation into point cloud analysis is ongoing with the goal of enabling Soldiers with limited training the capability to rapidly assess pavement surface condition from a remote platform.
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Al-Qadi, Imad, Egemen Okte, Aravind Ramakrishnan, Qingwen Zhou, and Watheq Sayeh. Truck Platooning on Flexible Pavements in Illinois. Illinois Center for Transportation, May 2021. http://dx.doi.org/10.36501/0197-9191/21-010.
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Truck platoons have many benefits over traditional truck mobility. Truck platoons have the potential to improve safety and reduce fuel consumption between 5% and 15%, based on platoon configuration. In Illinois, trucks carry more than 50% of freight tonnage and constitute 25% of the traffic on interstates. Therefore, expected fuel savings would be significant for trucks. Deployment of truck platoons within interstate highways may have a direct effect on flexible pavement performance, as the time between consecutive axle loads (i.e., resting time) is expected to decrease significantly. Moreover, platoons could potentially accelerate pavement damage accumulation due to trucks’ channelized position, decreasing pavement service life and increasing maintenance and rehabilitation costs. The main objective of this project was to quantify the effects of truck platoons on pavements and to provide guidelines to control corresponding potential pavement damage. Finite-element models were utilized to quantify the impact of rest period on pavement damage. Recovered and accumulated strains were predicted by fitting exponential functions to the calculated strain profiles. The results suggested that strain accumulation was negligible at a truck spacing greater that 10 ft. A new methodology to control pavement damage due to truck platoons was introduced. The method optimizes trucks’ lateral positions on the pavements, and an increase in pavement service life could be achieved if all platoons follow this optimization method. Life cycle assessment and life cycle cost analysis were conducted for fully autonomous, human-driven, and mixed-traffic regimes. For example, for an analysis period of 45 years, channelized truck platoons could save life cycle costs and environmental impacts by 28% and 21% compared with human-driven trucks, respectively. Furthermore, optimum truck platoon configuration could reduce life cycle costs and environmental impacts by 48% and 36%, respectively, compared with human-driven trucks. In contrast, channelized traffic could increase pavement roughness, increasing fuel consumption by 15%, even though platooning vehicles still benefit from reduction in air drag forces. Given that truck platoons are expected to be connected only in the first phase, no actions are required by the agency. However, in the second phase when truck platoons are also expected to be autonomous, a protocol for driving trends should be established per the recommendation of this study.
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Al-Qadi, Imad, Jaime Hernandez, Angeli Jayme, Mojtaba Ziyadi, Erman Gungor, Seunggu Kang, John Harvey, et al. The Impact of Wide-Base Tires on Pavement—A National Study. Illinois Center for Transportation, October 2021. http://dx.doi.org/10.36501/0197-9191/21-035.
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Researchers have been studying wide-base tires for over two decades, but no evidence has been provided regarding the net benefit of this tire technology. In this study, a comprehensive approach is used to compare new-generation wide-base tires (NG-WBT) with the dual-tire assembly (DTA). Numerical modeling, prediction methods, experimental measurements, and environmental impact assessment were combined to provide recommendations about the use of NG-WBT. A finite element approach, considering variables usually omitted in the conventional analysis of flexible pavement was utilized for modeling. Five hundred seventy-six cases combining layer thickness, material properties, tire load, tire inflation pressure, and pavement type (thick and thin) were analyzed to obtained critical pavement responses. A prediction tool, known as ICT-Wide, was developed based on artificial neural networks to obtain critical pavement responses in cases outside the finite element analysis matrix. The environmental impacts were determined using life cycle assessment. Based on the bottom-up fatigue cracking, permanent deformation, and international roughness index, the life cycle energy consumption, cost, and green-house gas (GHG) emissions were estimated. To make the outcome of this research effort useful for state departments of transportation and practitioners, a modification to AASHTOWare is proposed to account for NG-WBT. The revision is based on two adjustment factors, one accounting for the discrepancy between the AASHTOware approach and the finite element model of this study, and the other addressing the impact of NG-WBT.
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Harris, Dwayne. Development of Methods and Specifications for the Use of Inertial Profilers and the International Roughness Index for Newly Constructed Pavement. Purdue University, October 2013. http://dx.doi.org/10.5703/1288284315211.
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Dhillon, Nathan, Andrew Hannay, and Robin Workman. Next Generation Monitoring Systems. TRL, July 2022. http://dx.doi.org/10.58446/npwb2214.
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Survey vehicles, operating at traffic-speed, are deployed across the road network to assess the condition of road pavements. These apply high-quality (and high cost) equipment to measure condition. However, significant progress has been made in the development of low-cost sensors and data collection units that may have potential for application in highways. This project has aimed to understand the capabilities of this emerging technology. The project explores the technologies and combines a Raspberry-Pi based Data Acquisition System, compact camera, GPS, inertial measurement system, Wifi and 4G GSM comms and a low-cost Solid State LiDAR into a prototype device. The total cost is a few hundred pounds. Trials characterise the prototype system. Although the solid-state LiDAR sensors are not found to be robust in this application, the remaining sensors show strong potential for use in road condition assessment. A wider trial of the prototype system in a potential application – the measurement of roughness (IRI) on developing world road networks – was carried out in El Salvador. The prototype shows comparable performance with alternatives, combined with higher levels of practicality and capability, and the potential for higher levels of consistency through a common low-cost measurement platform. In the light of this research, it is felt that, following refinements to the prototype, the initial application for the device would be for condition surveys in developing world nations.
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Haddock, John E., Reyhaneh Rahbar-Rastegar, M. Reza Pouranian, Miguel Montoya, and Harsh Patel. Implementing the Superpave 5 Asphalt Mixture Design Method in Indiana. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317127.
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Recent research developments have indicated that asphalt mixture durability and pavement life can be increased by modifying the Superpave asphalt mixture design method to achieve an in-place density of 95%, approximately 2% higher than the density requirements of conventionally designed Superpave mixtures. Doing so requires increasing the design air voids content to 5% and making changes to the mixture aggregate gradation so that effective binder content is not lowered. After successful laboratory testing of this modified mixture design method, known as Superpave 5, two controlled field trials and one full scale demonstration project, the Indiana Department of Transportation (INDOT) let 12 trial projects across the six INDOT districts based on the design method. The Purdue University research team was tasked with observing the implementation of the Superpave 5 mixture design method, documenting the construction and completing an in-depth analysis of the quality control and quality assurance (QC/QA) data obtained from the projects. QC and QA data for each construction project were examined using various statistical metrics to determine construction performance with respect to INDOT Superpave 5 specifications. The data indicate that, on average, the contractors achieved 5% laboratory air voids, which coincides with the Superpave 5 recommendation of 5%. However, on average, the as-constructed mat density of 93.8% is roughly 1% less than the INDOT Superpave 5 specification. It is recommended that INDOT monitor performance of the Superpave 5 mixtures and implement some type of additional training for contractor personnel, in order to help them increase their understanding of Superpave 5 concepts and how best to implement the design method in their operation.