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1
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.
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McManus, Kerry J., and John B. Metcalf. "Analysis of Deterioration Models for Lightly Loaded Thin Seal Flexible Pavements." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 294–95. http://dx.doi.org/10.3141/1819b-37.
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A set of deterioration models is required to manage local government authority (LGA) pavements in a cost-effective manner; yet, most existing deterioration models have been derived for the major highways of the State Road Authority system. LGA pavements are different in terms of pavement life, the effect of the environment, loading, and expectations of performance with respect to riding quality. There is a greater emphasis on sustained light routine maintenance in LGAs. There is a need to develop models that more closely represent LGA pavements so they can be used to forecast the deterioration of the asset and to provide better guidance for rehabilitation planning. Existing pavement deterioration models, such as Highway Development Management-III (HDM-III), were examined for application to the Australian LGA pavement set. In general, such models were too complex for use in LGAs, and they also used roughness as a performance measure. Roughness is not commonly measured in LGA pavement networks. Other studies have shown that HDM-III could overestimate the deterioration of lightly loaded pavements. For this study, data on deterioration of several LGA pavements were collected and analyzed. Visual assessment data on pavement condition were captured in a “snapshot” survey of pavements of different ages. Thus, the data represent an age cross-section sample. Little or no correlation was found between any of the performance indicators and age when the full data sets were used for the analyses. Some correlation was apparent with the averaged data for each age. Even then, some of the trendlines observed indicated a performance with age, contrary to normal expectations. It appears that factors besides age have a significant influence on the behavior of LGA pavement.
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Smith, K. L., K. D. Smith, T. E. Hoerner, and M. I. Darter. "Effect of Initial Pavement Smoothness on Future Smoothness and Pavement Life." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 60–69. http://dx.doi.org/10.3141/1570-08.
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Initial pavement smoothness has an effect on the future smoothness and life of asphalt concrete (AC) and portland cement concrete (PCC), as well as AC overlays of existing AC and PCC pavements. Initial pavement smoothness has a significant effect in 80 percent of new construction (both AC and PCC pavements) and in 70 percent of AC-overlay construction. Furthermore, using two different analysis techniques, added pavement life can be obtained by achieving higher levels of initial smoothness. Combined results of roughness-model and pavement-failure analyses indicate at least a 9 percent increase in life corresponding to a 25 percent increase in smoothness from target profile index (PI) values of 7 and 5 in./mi (0.11 and 0.08 m/km) for concrete and asphalt pavements, respectively.
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Loprencipe, Giuseppe, Salvatore Bruno, Giuseppe Cantisani, Antonio D’Andrea, Paola Di Mascio, and Laura Moretti. "Methods for Measuring and Assessing Irregularities of Stone Pavements—Part I." Sustainability 15, no. 2 (January 12, 2023): 1528. http://dx.doi.org/10.3390/su15021528.
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Stone pavements are the historical, architectural, and cultural heritage of lots of cities in Italy and the world. Road managers should be able to make decisions on the global conditions to define the most suitable strategies and maintenance interventions for every type of pavement. There are no standard monitoring methods or criteria for evaluating stone pavement performance. These pavements have more uneven surfaces than traditional pavements, but this characteristic could be accepted if type of vehicles and relative travel conditions are considered. Therefore, it is useful to define criteria for assessing roughness considering the comfort experienced by users in different vehicles. In this research, both traditional and innovative methodologies for assessing irregularities have been investigated using true stone surface profiles. In this regard, traditional performance indicators such as the International Roughness Index (IRI) defined by the ASTM E1926, the ISO 8608 classification, and the frequency-weighted vertical acceleration (awz) provided by ISO 2631-1 for comfort assessment have been considered. In the case of comfort assessment, three dynamic vehicle models (bike, automobile, and bus) have been adopted. Finally, this two-part paper also proposes an innovative straightedge analysis for stone pavements (SASP) to evaluate the effect on traffic of both pavement profile roughness and localized irregularities. In this way, the authors aim to provide an effective tool to monitor stone pavements.
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Wei, Dingbang, Bo Li, Zhengwei Zhang, Feng Han, Xingjun Zhang, Man Zhang, Liangying Li, and Qicai Wang. "Influence of Surface Texture Characteristics on the Noise in Grooving Concrete Pavement." Applied Sciences 8, no. 11 (November 2, 2018): 2141. http://dx.doi.org/10.3390/app8112141.
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To thoroughly explore the relationship between concrete pavement texture characteristics and tire/pavement noise of grooving concrete pavement, the surface texture, i.e., roughness, macrotexture, and microtexture, was investigated in numerous highway pavements. The On-Board Sound Intensity (OBSI) method was used to test the pavement/tire noise. The statistical correlation between concrete pavement texture characteristics and tire/pavement noise was quantitatively described by two correlation analysis methods for highway concrete pavement: origin of linear regression and the Pearson two-sided test method. The results indicate that the effect of pavement roughness on tire/pavement noise is significant, while the noise level is minor for the flat pavement. The macro texture depth also has a marked impact on the tire/pavement noise. In addition, a large grooving depth of concrete pavement could cause a high tire/pavement noise level; however, there is no clear correlation between side-way force coefficient (SFC) and tire/pavement noise.
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Huang, Yangcai, and Raymond K. Moore. "Roughness Level Probability Prediction Using Artificial Neural Networks." Transportation Research Record: Journal of the Transportation Research Board 1592, no. 1 (January 1997): 89–97. http://dx.doi.org/10.3141/1592-11.
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The accuracy of pavement condition prediction is a major concern associated with a pavement management system (PMS). The PMS used by the Kansas Department of Transportation (KDOT) includes a project-level optimization system that requires models that estimate the probability of a given level of distress occurring. These models are based on historical pavement condition data and specific project-level data concerning pavement structural characteristics, traffic, and climatic conditions. Multiple linear regression and two artificial neural network (ANN) structures are used to predict roughness distress level probability for bituminous pavements as defined by the KDOT PMS. Since the response variable is the probability of being in a given roughness distress level, within the historical database the probability values are binary (1 if the pavement exists in a given roughness distress level or 0 if the pavement is in any other roughness distress level). This produces poorly conditioned data for regression analysis. Therefore, results indicate that ANNs have a superior ability to predict the probability of roughness distress level compared with multiple regression methods.
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Fengier, Jakub, Mieczysław Słowik, and Andrzej Pożarycki. "Contactless approach to determine pavement skid resistance for Pavement Management System." MATEC Web of Conferences 222 (2018): 01003. http://dx.doi.org/10.1051/matecconf/201822201003.
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Standard method to assess the pavement profile is to calculate the MPD (Mean Profile Depth) index based on results obtained usually by usage of laser techniques. In analysis the models of the surface pavements have been used in order to calculate the s1, s2, s3 parameters values corresponding to mega-, macro- and microtexture respectively. The values of the developed parameters s1, s2, s3 are calculated from the specific power spectral density values of surface roughness obtained for the threshold pavement roughness wavelength equal to 0.1, 0.05, 0.005 and 0.0005 m. The skid resistance has been correlated to the s1, s2, s3 parameters using 11 varied cases related to asphalt and concrete pavements. Skid resistance tests have been performed using CSR (Continuous Skid Resistance) device with fixed slip ratio equal to 13%. Three different test speed values 45, 65 and 95 km/h have been used. The obtained results lead to factorial correlation equations between developed parameters and skid resistance indices. Correlation results for uncontaminated pavement surface can be characterized by the coefficient of determination values in range between 0.55 and 0.94. The results can be used for contactless determination of pavement skid resistance in Pavement Management System.
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Hunt, P. D., and J. M. Bunker. "Study of Site-Specific Roughness Progression for a Bitumen-Sealed Unbound Granular Pavement Network." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 273–81. http://dx.doi.org/10.3141/1819a-40.
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Pavement management systems assist engineers in the analysis of road network pavement condition data and subsequently provide input to the planning and prioritization of road infrastructure works programs. The data also provide input to a variety of engineering and economic analyses that assist in determining the future road network condition for a range of infrastructure-funding scenarios. The fundamental calculation of future pavement condition is commonly based on a pavement age versus pavement roughness relationship. However, roughness–age relationships commonly do not take into account the pavement’s historical performance; rather, an “average” rate of roughness progression is assigned to each pavement based on its current age or current roughness measurement. Results of a research project are documented; the project involved a comprehensive evaluation of pavement performance by examining roughness progression over time with other related variables. A method of calculating and effectively displaying roughness progression and the effects of pavement maintenance was developed. The method provides a better understanding of pavement performance, which in turn led to a methodology of calculating and reporting road network performance for application to the pavement design and delivery system in Queensland, Australia. Means of using this information to improve the accuracy of roughness progression prediction were also investigated.
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Kamil, Ban Ali, and Hamid Athab Eedan AlJameel. "Impact Of Traffic Characteristics and Pavement Surface Condition on Noise Level for Rigid Pavement." IOP Conference Series: Earth and Environmental Science 961, no. 1 (January 1, 2022): 012101. http://dx.doi.org/10.1088/1755-1315/961/1/012101.
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Abstract The proper design of a road’s surface layer can result in pavements that are not only better in terms of ride comfort and safety, but also in terms of noise reduction. The use of low-noise pavements may be an effective measure to reduce the acoustic pollution generated by road traffic This study aims to consider the effect of changed pavement features on the noise level. Tire/pavement noise is a major contributor to traffic noise at highway speeds. The effects of pavement properties, including air-void content, gradation properties, roughness, texture, pavement surface condition are major contributors to traffic noise at highway speeds. As the overall texture and IRI, increase noise levels. The results showed that greater air void content decreases the level of high-frequency noise.
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Vaitkus, Audrius, Judita Gražulytė, Andrius Baltrušaitis, Jurgita Židanavičiūtė, and Donatas Čygas. "Long-Term Performance of Pavement Structures with Cold In-Place Recycled Base Course." Baltic Journal of Road and Bridge Engineering 16, no. 2 (June 21, 2021): 48–65. http://dx.doi.org/10.7250/bjrbe.2021-16.523.
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Properly designed and maintained asphalt pavements operate for ten to twenty-five years and have to be rehabilitated after that period. Cold in-place recycling has priority over all other rehabilitation methods since it is done without preheating and transportation of reclaimed asphalt pavement. Multiple researches on the performance of cold recycled mixtures have been done; however, it is unclear how the entire pavement structure (cold recycled asphalt pavement overlaid with asphalt mixture) performs depending on binding agents. The main objective of this research was to evaluate the performance of cold in-place recycled asphalt pavements considering binding agents (foamed bitumen in combination with cement or only cement) and figure out which binder leads to the best pavement performance. Three road sections rehabilitated in 2000, 2003, and 2005 were analysed. The performance of the entire pavement structure was evaluated in terms of the International Roughness Index, rut depth, and pavement surface distress in 2013 and 2017.
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Bae, Abraham, Shelley M. Stoffels, Charles E. Antle, and Seung Woo Lee. "Observed evidence of subgrade moisture influence on pavement longitudinal profile." Canadian Journal of Civil Engineering 35, no. 10 (October 2008): 1050–63. http://dx.doi.org/10.1139/l08-047.
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The relationship between subgrade moisture parameters and pavement profile was explored for 34 asphalt pavements of the seasonal monitoring program (SMP) in the long-term pavement performance (LTPP) program. Volumetric moisture content was quantified in terms of the moisture index (MI), representing moisture as reasonably related to subgrade performance. Using power spectral density (PSD), roughness was evaluated in 21 individual wavebands. From statistical analysis, it was concluded that subgrade moisture significantly affects roughness in the wavebands of 14.9 to 31.2 m and 24.0 to 31.2 m for nonfreezing sites, and in the waveband of 14.9 to 24.0 m for freezing sites. At nonfreezing sites, as the magnitude and variation of moisture increase, pavement surface profile deteriorates quickly. At freezing sites, it was found that moisture variation by freezing contributes to roughness deterioration. Moreover, it was found that pavement thickness and the percent passing the top 0.002 mm of subgrade are significant factors accelerating roughness progression at nonfreezing and freezing sites, respectively.
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Mikhail, Magdy Y., and Michael S. Mamlouk. "Effect of Vehicle-Pavement Interaction on Pavement Response." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 78–88. http://dx.doi.org/10.3141/1570-10.
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The structural response of flexible pavements is studied under different dynamic loads and pavement roughness conditions. The factors affecting dynamic load variability are investigated with regard to pavement-vehicle interaction. Furthermore, the study considers the viscoelastic nature of asphalt concrete and the nonlinearity and plasticity of granular and subgrade materials. The Florida COMPAS computer program was used to estimate the dynamic wheel force, and the ABAQUS three-dimensional finite-element program was used to determine the pavement response. The effects of vehicle and pavement characteristics such as vehicle type, vehicle speed, suspension type, level of roughness, pavement stiffness, and layer thickness were studied and statistically analyzed. The walking-beam suspension causes more dynamic load variation than the air-bag and leaf-spring suspension. The dynamic load coefficient for the walking-beam suspension is approximately twice the other suspensions. Vehicle speed is an important factor; the 20 km/hr speed resulted in permanent displacement approximately 10 times the permanent displacement produced by the 130 km/hr speed. The pavement response varies with distance due to roughness. Pavement stiffness and thickness had some effect on pavement response, but truck type and truck suspension type did not have a large effect.
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Wesołowski, Mariusz, and Krzysztof Blacha. "Evaluation of airfield pavement micro and macrotexture in the light of skid resistance (friction coefficient) measurements." MATEC Web of Conferences 262 (2019): 05017. http://dx.doi.org/10.1051/matecconf/201926205017.
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Appropriate skid resistance properties of airfield pavements are extremely important in terms of the safety of air operations. When discussing skid resistance properties of airfield pavements, we should not limit the subject only to the friction coefficient, which determines the state of its roughness. Attention should be paid to the fact that a significant component of friction characteristics of a tyre/pavement contact surface is the pavement texture (microtexture and macrotexture). The authors of the article presented the currently applied study methods in the scope of evaluating the texture of road and airfield pavements. The paper also presents sample results of field tests, which were conducted on new airfield pavements (executed in the cement concrete and asphalt concrete technology), as well as their short analysis in relation to evaluating the skid resistance properties (friction coefficient). Particular attention was paid to the current requirements in this scope, imposed on airfield pavements and the assessment criteria of the obtained results. Moreover, the paper also presents a direction of further works conducted by the authors with a broader team, in the scope of developing the study method for the assessment of airfield pavement texture.
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Raymond, Chris, Susan Tighe, Ralph Haas, and Leo Rothenburg. "Development of Canadian asphalt pavement deterioration models to benchmark performance." Canadian Journal of Civil Engineering 30, no. 4 (August 1, 2003): 637–43. http://dx.doi.org/10.1139/l03-023.
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The Canadian Long Term Pavement Performance (C-LTPP) study, initiated in 1989, involves 65 sections located at 24 sites constructed with various asphalt overlay rehabilitation treatments. This study investigates the impacts of the various alternative rehabilitation treatments on pavement roughness progression. A series of models are developed for predicting the rate of pavement deterioration occurring for the first 8 years of service. The models examine both within-site factors and between-site factors. Site location is found to be the primary influence on the rate of pavement deterioration. Overlay thickness and the amount of cracking prior to rehabilitation are also determined to influence pavement deterioration at a strong statistical level. Models are provided for benchmarking the performance of pavements across Canada, for comparison with individual project designs, and for estimating the performance of designs with different overlay thickness.Key words: Canadian Long Term Pavement Performance program, roughness, pavement deterioration, site effects, asphalt overlays, benchmark, univariate analysis.
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Gkyrtis, Konstantinos, Andreas Loizos, and Christina Plati. "Integrating Pavement Sensing Data for Pavement Condition Evaluation." Sensors 21, no. 9 (April 29, 2021): 3104. http://dx.doi.org/10.3390/s21093104.
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Highway pavements are usually monitored in terms of their surface performance assessment, since the major cause that triggers maintenance is reduced pavement serviceability due to surface distresses, excessive pavement unevenness and/or texture loss. A common way to detect pavement surface condition is by the use of vehicle-mounted laser sensors that can rapidly scan huge roadway networks at traffic speeds without the need for traffic interventions. However, excessive roughness might sometimes indicate structural issues within one or more pavement layers or even issues within the pavement foundation support. The stand-alone use of laser profilers cannot provide the related agencies with information on what leads to roughness issues. Contrariwise, the integration of multiple non-destructive data leads to a more representative assessment of pavement condition and enables a more rational pavement management and decision-making. This research deals with an integration approach that primarily combines pavement sensing profile and deflectometric data and further evaluates indications of increased pavement roughness. In particular, data including Falling Weight Deflectometer (FWD) and Road Surface Profiler (RSP) measurements are used in conjunction with additional geophysical inspection data from Ground Penetrating Radar (GPR). Based on pavement response modelling, a promising potential is shown that could proactively assist the related agencies in the framework of transport infrastructure health monitoring.
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Souliman, Mena I., Ashish Tripathi, Lubinda F. Walubita, and Mayzan M. Isied. "Performance evaluation of jointed plain concrete pavements with sealed and unsealed joints in North Texas." Canadian Journal of Civil Engineering 46, no. 7 (July 2019): 601–8. http://dx.doi.org/10.1139/cjce-2018-0531.
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Joint sealing in jointed plain concrete pavement (JPCP) has been practiced throughout the world for many years as it improves the performance of concrete pavements. The infiltration of water is a common problem in concrete pavements and often increases distresses, such as faulting and pumping. For this reason, sealing the joints can help reduce water infiltration. Additionally, the infiltration of sand and small stones, aggregates, or debris into the joints can also be prevented, consequently reducing joint spalling in concrete pavements. However, it is also reported that joint sealing increases the initial cost of construction, especially if the joints need to be resealed, which leads to some additional costs. In this study, the pavement distress data was collected from the long-term pavement performance (LTPP) database for all the JPCPs sections in North Texas. The study illustrates the relative field performance in terms of spalling, faulting, roughness, and deflections of JPCP sections for both sealed and unsealed LTPP sections of North Texas.
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Li, Shuo, Todd Shields, Samy Noureldin, and Yi Jiang. "Field Evaluation of Surface Friction Performance of Chip Seals in Indiana." Transportation Research Record: Journal of the Transportation Research Board 2295, no. 1 (January 2012): 11–18. http://dx.doi.org/10.3141/2295-02.
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Chip seal has been widely used as an effective surface treatment for pavement preservation. The Indiana Department of Transportation (DOT) chip sealed a total of 373 lane mile pavements in 2008 and 700 lane mile pavements in 2009. However, many issues, such as the optimal use of local materials and new aggregates, remained unsolved. No original information was available at the time for Indiana DOT engineers to assess the performance of chip seal pavements. A research study was initiated by the Indiana DOT to evaluate the field performance of chip seal pavements, particularly the surface friction properties. Eighteen chip seal projects were selected as the test sections for this study. Field testing was conducted to measure pavement surface friction and texture properties. The true surface friction numbers were identified for chip seals after 12 months of service. The variation of surface friction on chip seals was analyzed. Factors affecting chip seal surface friction, such as aggregate, traffic volume, and existing pavement condition, were identified and examined. Three traffic levels were defined for better chip seal application. The international roughness index on the existing pavement affected chip seal friction performance. A criterion was recommended for assessing the friction performance of chip seal and identifying the possible failure of a chip seal.
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Rawool, Shubham, and Emmanuel G. Fernando. "Methodology for Detection of Defect Locations in Pavement Profile." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (January 2005): 140–47. http://dx.doi.org/10.1177/0361198105190500115.
Full textAbstract:
Pavement smoothness has become a standard measure of pavement quality. Transportation agencies strive to build and maintain smoother pavements. Road users generally perceive the quality of a pavement on the basis of how well it rides, which is severely affected by the presence of defects (bumps or dips) in the pavement profile. Defects are corrected according to the smoothness specifications prescribed by respective agencies. The effectiveness of any method used to identify defect locations depends on the decrease in roughness obtained on correction of the defects. Following this line of thought, this paper presents a method for the detection of defects based on a comparison of the original profile with a target or a desired profile. The proposed methodology is based on the international roughness index (IRI) gain function for the identification of defect locations to improve smoothness in pavements. This method uses the discrete Fourier transform to help identify defect locations on the basis of deviations of the original profile from the target or the smoothened profile. Areas with defects have a higher deviation from the smoothened profile than areas without defects. This method also estimates the contribution of each defect to roughness. Roughness statistics, such as the IRI and the present serviceability index, are used in the proposed approach to determine the severity of each defect. In addition, the use of a quarter-truck transfer function instead of the IRI gain function is demonstrated to illustrate consideration of dynamic load criteria for the detection of defects. The approach is illustrated through the use of profile data collected for in-service pavement sections.
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Doré, Guy, Martin Flamand, and Pierre Pascale. "Analysis of the wavelength content of the longitudinal profiles for C-LTPP test sections." Canadian Journal of Civil Engineering 29, no. 1 (February 1, 2002): 50–57. http://dx.doi.org/10.1139/l01-075.
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A new approach for pavement longitudinal profile analysis is described in this paper. In this approach, based on a simple moving average filtering technique, the results are expressed in terms of the proportion of the calculated international roughness index associated with different wavelengths of pavement surface deformations. The new approach has been successfully used in the assessment of the performance of Canadian Long-Term Pavement Performance (C-LTPP) test sites. The proposed analysis approach can help in identifying the source of problems causing pavement roughness. It can thus help in identifying the proper pavement rehabilitation technique. The new analysis approach has also helped in assessing the performance of the different rehabilitation techniques used in C-LTPP. It was found that 80130 mm thick overlays give the best results in reducing roughness associated with short wavelength deformations. The benefit of these overlays is, however, limited to several years. Moreover, overlays do not have any significant impact on long wavelength deformations. It has also been found that long wavelength distortions tend to dominate the longitudinal profiles of thin pavement structures or pavements built on soft fine grained soils. Short wavelength distortions are dominant in longitudinal profiles of cracked thick pavement structures or that are built on strong soils.Key words: pavement, performance, longitudinal profile, wavelength, IRI, roughness, deformations.
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Buhari, Rosnawati, Mohd Ezree Abdullah, and Munzilah Md Rohani. "Predicting Truck Load Variation Using Q-Truck Model." Applied Mechanics and Materials 534 (February 2014): 105–10. http://dx.doi.org/10.4028/www.scientific.net/amm.534.105.
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The study of heavy vehicle forces on pavement is important for both vehicle and pavement. Indeed it was identified several factors such as environment, materials and design consideration affects pavement damage over time with traffic loads playing a key role in deterioration. Therefore, this paper presents dynamically varying tire pavement interaction load, thus enable to assess the strain response of pavements influenced by road roughness, truck suspension system, variation of axle loading and vehicle speed. A 100m pavement with good evenness was simulated to check the sensitivity of the dynamic loads and heavy truck vertical motions to the roughness. The most important performance indicators that are required in pavement distress evaluation are radial strain at the bottom of the asphalt concrete and vertical strain at the subgrade surface was predicted using peak influence function approach. The results show that truck speed is the most important variables that interact with truck suspension system and thus effect of loading time are extremely important when calculating the critical.
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Jung, Haekook, Yongjae Kim, Seungwon Kim, Cheolwoo Park, and Jeong-Hee Nam. "Life Extension of Aged Jointed Plain Concrete Pavement through Remodeling Index–Based Analysis." Materials 13, no. 13 (July 4, 2020): 2982. http://dx.doi.org/10.3390/ma13132982.
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As jointed plain concrete pavements (JPCP) age in South Korea, the cost of pavement maintenance is increasing annually. To extend the life of jointed concrete pavements through preventive maintenance, this study used 2017 pavement management system data to analyze the effects of traffic volume, alkali–silica reaction (ASR) grade, age, smoothness, and damaged area on the remodeling index (RMI—a measure of expressway pavement condition). In addition, this study evaluates the final RMI as well as the corresponding pavement condition and change in RMI value after conducting preventive maintenance in lieu of resurfacing or overlaying. The results demonstrated that the effect of ASR grade increased as the RMI forecast year increased and that change in surface distress (△SD) increased with age (most intensively when the pavement was 15–20 years of age). Moreover, change in international roughness index (△IRI) increased with age and traffic volume (similarly within 15–20 years of pavement age). Hence, preventive maintenance is a must for sections with high traffic volume and age even if the RMI is low. Finally, performing repairs through preventive maintenance decreases the number of expressway sections requiring resurfacing and overlaying, thus extending the life of the concrete pavement.
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Bilodeau, Jean-Pascal, Guy Doré, François Perron Drolet, and Diane Chaumont. "Correction of air freezing index for pavement frost protection design to consider future climate changes." Canadian Journal of Civil Engineering 43, no. 4 (April 2016): 312–19. http://dx.doi.org/10.1139/cjce-2015-0475.
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In cold regions, climate affects flexible pavement performance, such as frost heave. In the context of a changing climate, air freezing index can no longer be considered as fixed for pavement design. Climate simulations were performed for Quebec conditions to determine the evolution of the air freezing index over the coming decades. Using a relationship between average frost heave and the yearly roughness deterioration rate and a proposed method to consider decreasing air freezing index, the effect of climate change was quantified with respect to the 1971–2000 conditions. Thinner pavement structures are obtained with the calculation approach, and its effect was quantified in terms of materials and pavement life. It was shown that a reduction of 100 mm could be considered for pavements built on frost sensitive soils. In addition, the proposed method showed an increase of pavement life, quantified with roughness, for most of the cases considered.
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Tighe, Susan. "Evaluation of subgrade and climatic zone influences on pavement performance in the Canadian Strategic Highway Program's (C-SHRP) Long-Term Pavement Performance (LTPP) study." Canadian Geotechnical Journal 39, no. 2 (April 1, 2002): 377–87. http://dx.doi.org/10.1139/t01-111.
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Sixty-five sections in 24 provincial test sites received pavement rehabilitation comprising of various thicknesses of asphalt overlays, as part of the Canadian Long-Term Pavement Performance (C-LTPP) study, which was initiated in 1989. This paper describes the impacts of the various alternative rehabilitation treatments on pavement performance in terms of roughness progression under comparative climatic, subgrade soil, and traffic loading conditions. Some findings from this study include (i) in wet, high-freeze zones, thinner overlays show a higher rate of roughness progression than thicker overlays, regardless of subgrade type; (ii) in dry, high-freeze zones, roughness progression for medium and thick overlays is relatively small; (iii) in wet, low-freeze zones, thinner overlays combined with fine subgrade soils show the highest rate of roughness progression; and (iv) traffic, in terms of equivalent single axle loads (ESALs), seemed to have a limited effect on all of the above; this was attributed largely to the fact that all of the traffic essentially fell into one level, where 200 000 ESALs per year was designated as the boundary between low and high traffic levels. The methodology developed in this paper provides valuable insight into how subgrade and climatic factors influence pavement performance and can be applied to performance trend analysis of other pavements with similar climatic, subgrade, and traffic loading conditions.Key words: subgrade type, climatic zones, pavement roughness, international roughness index (IRI), Long-Term Pavement Performance (LTPP).
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Chen, Bo, Chunlong Xiong, Weixiong Li, Jiarui He, and Xiaoning Zhang. "Assessing Surface Texture Features of Asphalt Pavement Based on Three-Dimensional Laser Scanning Technology." Buildings 11, no. 12 (December 7, 2021): 623. http://dx.doi.org/10.3390/buildings11120623.
Full textAbstract:
Pavement surface texture features are one of key factors affecting the skid resistance of pavement. In this study, a set of stable and reliable texture measurement equipment was firstly assembled by using the linear laser ranging sensor, control system and data acquisition system. Secondly, the equipment was calibrated, and the superposition error of sensor and control system was tested by making a standard gauge block. Thirdly, four different kinds of asphalt mixture were designed, and their surface texture features were obtained by leveraging a three-dimensional laser scanner. Therefore, the surface texture features were characterized as one-dimensional profile features and three-dimensional surface features. At the end of this study, a multi-scale texture feature characterization method was proposed. Results demonstrate that the measurement accuracy of the laser scanning system in the x-axis direction can be controlled ranging from −0.01 mm to 0.01 mm, the resolution in the XY plane is 0.05 mm, and the reconstructed surface model of surface texture features can achieve a good visualization effect. They also show that the root mean square deviation of surface profiles of different asphalt pavements fluctuates greatly, which is mainly affected by the nominal particle size of asphalt mixture and the proportion of coarse aggregate, and the non-uniformity of pavement texture distribution makes it difficult to characterize the roughness of asphalt pavement effectively by a single pavement surface profile. This study proposed a texture section method to describe the 3D distribution of road surface texture at different depths. The macrotexture of the road surface gradually changes from sparse to dense starting from the shallow layer. The actual asphalt pavement texture can be characterized by a simplified combination model of “cone + sphere + column”. By calculating the surface area distribution of macro and microtextures of different asphalt pavements, it was concluded that the surface area of asphalt pavement under micro scale is about 1.8–2.2 times of the cutting area, and the surface area of macrotexture is about 1.4 times of the cutting area. Moreover, this study proposed texture distribution density to characterize the roughness of asphalt pavement texture at different scales. The SMA index can represent the macroscopic structure level of different asphalt pavements to a certain extent, and the SMI index can well represent the friction level of different asphalt pavements.
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Nguyen, Van-Hieu, Duy-Dong Nguyen, and Vladimir Tatarinov. "Methods of spectral density estimation for airfield pavements." MATEC Web of Conferences 251 (2018): 04002. http://dx.doi.org/10.1051/matecconf/201825104002.
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The paper gives an analysis of methods for estimating the spectral density of airfield pavements. The spectral density of the surface of the airfield pavement is the main criterion for estimating the roughness. This characteristic is used for the dynamic strength calculation of pavement. The paper presents analysis and comparison of the most popular methods for estimating the spectral density, and considers Burg's perspective parametric method, previously not used in aerodrome design practice.
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Khahro, Shabir Hussain. "Defects in Flexible Pavements: A Relationship Assessment of the Defects of a Low-Cost Pavement Management System." Sustainability 14, no. 24 (December 9, 2022): 16475. http://dx.doi.org/10.3390/su142416475.
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Pavement maintenance is a key concern for pavement management authority. Countries (especially developing countries) are facing severe funding challenges regarding maintenance schemes. The existing pavement maintenance methods are goal-specific and lack integration of various indicators that are significant for low-cost PMSs. Thus, this paper investigates the possible defects that may occur in flexible pavements as well as the relationships between different defects. A detailed literature review was conducted to identify all possible defects in flexible pavements and key features considered PMSs. A questionnaire was designed to seek expert opinions on the defects and their possible relationships for a low-cost PMS. The data were collected from 283 experts currently working in pavement management authorities and pavement maintenance schemes. Aggregated mean score, box plotting, and the chi-square test were used to analyze the data. It is concluded that bumps/sags (3.17) are major defects reported by pavement experts in Pakistan, followed by fatigue cracks (3.07). Rutting (2.98) and rut depth (2.98) are the third-ranked key defects reported in this study. Depression (2.96), potholes (2.76), longitudinal crack (2.69), edge crack (2.55), roughness (2.51), and deflection (2.50) are also regular defects in pavement maintenance activities in Pakistan. The results are in an acceptable range of the three-mentioned validation methods. The correlation test results show that most of the defects in structural, functional, safety, and serviceability indicators reject the null hypothesis; thus, there are close relationships between these defects observed in flexible pavements. In the last stage, a PMS model is suggested to assist road management authorities in developing countries to make low-cost decisions for effective pavement rehabilitation.
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Stankiewicz, Beata, Pawel Slabonski, and Emilia Slabonska. "The effective estimation of skid resistance of SMA pavements in relevant aspect of safety and durability of asphalt roads." MATEC Web of Conferences 231 (2018): 05007. http://dx.doi.org/10.1051/matecconf/201823105007.
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The role of skid resistance of road pavements in ensuring safety of road traffic becomes particularly important when such surfaces become moist or wet. The various types of aggregates and special additives play an important role in asphalt mixtures like SMA, because they fill voids in paving mix and improve the cohesion of asphalt binder. The paper presents the evaluation of skid resistance of five kinds of SMA pavements, during exploitation, based on macro-texture and micro-texture comprehensive analysis. Tests were performed on five research pavement sections made from SMA on roads located in the southern part of Poland. SRT 3 equipment and methodology were used to all estimation of pavement roughness. The micro-texture and macro-texture of asphalt surface in pavements evolve under the influence of traffic and synergistic environmental interaction. The experimental parts of SMA pavements were observed in relevant aspect of skid resistance and durability using electronic microscopy type KEYENCE VHX-6000 Digital. The results of evaluation were compared with data from a literature review.
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Simpson, Amy L., James M. Bryce, Gonzalo R. J. Rada, and Jonathan L. Groeger. "Time-Series Review of Highway Performance Monitoring System Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (April 30, 2018): 1–6. http://dx.doi.org/10.1177/0361198118767415.
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The passing of the Moving Ahead for Progress in the 21st Century Act required the FHWA to adopt pavement performance measures for evaluating the condition of the interstate highway system (IHS) and the national highway system (NHS). In January 2015, the FHWA issued a notice of proposed rulemaking (NPRM) to establish performance measures to assess pavement conditions on the IHS and NHS, with the final rule published in January 2017. The four measures were 1) Percentage of pavements on the IHS in good condition; 2) Percentage of pavements on the IHS in poor condition; 3) Percentage of pavements on the NHS (excluding IHS) in good condition; and 4) Percentage of pavements on the NHS (excluding IHS) in poor condition. Pavement condition is determined by the following metrics in the Highway Performance Monitoring System (HPMS): International Roughness Index, cracking percent, rutting, and faulting. FHWA commissioned a study to collate a statistically significant sample of the IHS to evaluate the efficacy of the HPMS and to recommend improvements in data collection and reporting processes to meet NPRM requirements. As part of the referenced study, a time-series review was conducted of the HPMS to identify changes in the data from 2013 to 2015 and to determine how these data compare with the study-collected data. This paper discusses the review of HPMS data, identifying changes in the pavement condition metrics, and overall condition. In general, the HPMS database exhibited improvements, with more complete data and fewer anomalies, in 2015 compared with 2013.
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Bryce, James, Richard Boadi, and Jonathan Groeger. "Relating Pavement Condition Index and Present Serviceability Rating for Asphalt-Surfaced Pavements." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (February 27, 2019): 308–12. http://dx.doi.org/10.1177/0361198119833671.
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In response to the two latest transportation funding authorization bills, the Moving Ahead for Progress in the 21st Century Act and the Fixing America’s Surface Transportation Act, rules that require the reporting of specific pavement condition measures have been developed and encoded into federal regulation. Pavement performance rules published to the federal register require the reporting of the International Roughness Index (IRI), percent cracking, rutting (for asphalt-surfaced pavements) and faulting (for jointed concrete pavements). Allowing that the measurement of the IRI on pavements with a speed limit below 40 mph is not expected to provide a reliable estimation of ride quality, the rules permit the reporting of the present serviceability rating (PSR) on these routes. However, many agencies do not measure the PSR or collect the slope variance data required to estimate the PSR. In light of not having the data required to directly estimate the PSR, this paper presents a model to estimate the PSR using data collected during a Pavement Condition Index (PCI) survey. Furthermore, this paper explores the reasons why pavements can have a good PCI and poor PSR and vice versa. The model presented in this paper provides a reasonable estimate of the PSR, though it is noted that agencies who wish to report PSR should conduct an updated assessment of rider satisfaction to develop a stronger correlation of PSR and PCI.
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Islam, Shuvo, Mustaque Hossain, Christopher A. Jones, Avishek Bose, Ryan Barrett, and Nat Velasquez. "Implementation of AASHTOWare Pavement ME Design Software for Asphalt Pavements in Kansas." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 4 (March 19, 2019): 490–99. http://dx.doi.org/10.1177/0361198119835540.
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Many highway agencies are transitioning from the 1993 AASHTO pavement design guide to the AASHTOWare Pavement ME Design (PMED). Pavement performance models embedded in the PMED software need to be calibrated for new and reconstructed hot-mix asphalt (HMA) pavements. Twenty-seven newly constructed HMA pavements were used to calibrate the prediction models—twenty-one for calibration and six for validation. Local calibration for permanent deformation, top-down fatigue cracking, and the International Roughness Index (IRI) models was done using the traditional split-sample method. Comparison with the results from the 1993 AASHTO design guide for ten new HMA pavement sections with varying traffic levels was done. The results show that the thicknesses obtained from locally calibrated PMED are within 1 inch of the AASHTO 1993 design guide prediction for low to medium-low traffic. For sections with high traffic level, the 1993 AASHTO design guide yielded higher thickness than PMED. The PMED implementation strategies adopted in Kansas and relevant concerns are discussed. Finally, an automated calibration technique has been proposed to help highway agencies to perform periodic in-house calibration of the performance models.
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Mousa, Momen, Mostafa A. Elseifi, Mohammad Bashar, Zhongjie Zhang, and Kevin Gaspard. "Field Evaluation and Cost Effectiveness of Crack Sealing in Flexible and Composite Pavements." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 12 (April 24, 2018): 51–61. http://dx.doi.org/10.1177/0361198118767417.
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One of the most common methods used to treat longitudinal and transverse cracks is crack sealing (CS), which is categorized as a preventive maintenance method. Field performance and cost-effectiveness of this treatment widely vary depending on pavement conditions and installation of the material. The objective of this study was to evaluate the field performance and cost-effectiveness of CS in flexible and composite pavements in hot and wet climates such as Louisiana, and to develop a model that would quantify the expected benefits of CS given project conditions. To achieve this objective, 28 control sections that were crack-sealed between 2003 and 2010 were monitored for at least four years. These sections included flexible and composite pavements, sealed and unsealed segments, and varying traffic levels. The performance of these sections was evaluated for the random cracking index (RCI) and roughness index (RI). Based on the results of this analysis, it was concluded that CS only has a significant impact on random cracking. When compared with untreated segments, CS extended pavement service life (PSL) by two years. When compared with the original pavement, CS extended PSL by 5.6 and 3.2 years for flexible and composite pavements, respectively, if applied at the correct time. The cost-benefit analysis indicated that CS is cost-effective whether asphalt emulsion or rubberized asphalt sealant is used. A non-linear regression model was developed to predict the extension in PSL because of CS without the need for performance data based on the average daily traffic (ADT), pavement type, and prior pavement conditions.
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Abed, Muataz Safaa. "Development of Regression Models for Predicting Pavement Condition Index from the International Roughness Index." Journal of Engineering 26, no. 12 (December 1, 2020): 81–94. http://dx.doi.org/10.31026/j.eng.2020.12.05.
Full textAbstract:
Flexible pavements are considered an essential element of transportation infrastructure. So, evaluations of flexible pavement performance are necessary for the proper management of transportation infrastructure. Pavement condition index (PCI) and international roughness index (IRI) are common indices applied to evaluate pavement surface conditions. However, the pavement condition surveys to calculate PCI are costly and time-consuming as compared to IRI. This article focuses on developing regression models that predict PCI from IRI. Eighty-three flexible pavement sections, with section length equal to 250 m, were selected in Al-Diwaniyah, Iraq, to develop PCI-IRI relationships. In terms of the quantity and severity of each observed distress, the pavement condition surveys were conducted by actually walking through all the sections. Using these data, PCI was calculated utilizing Micro PAVER software. Dynatest Road Surface Profiler (RSP) was used to collect IRI data of all the sections. Using the SPSS software, linear and nonlinear regressions have been used for developing two models between PCI and IRI based on the collected data. These models have the coefficients of determination (R2) equal to 0.715 and 0.722 for linear and quadratic models. Finally, the results indicate the linear and quadratic models are acceptable to predict PCI from IRI directly.
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Al-Mansour, Abdullah I., and Amr A. Shokri. "Correlation of Pavement Distress and Roughness Measurement." Applied Sciences 12, no. 8 (April 8, 2022): 3748. http://dx.doi.org/10.3390/app12083748.
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Riyadh City established and implemented a Pavement Maintenance Management System (PMMS) through the General Directorate of Maintenance and operation. The system was created to address the difficulties that come with maintaining and reserving the pavement network. To evaluate pavement conditions, Riyadh (PMMS) uses visual checks, structural capacity roughness, and skid resistance. An Urban Distress Index (UDI) is calculated during the visual assessment process. Distressed pavement types, severity, and quantity are taken into account when calculating UDI values. As a result, the procedure gathers extensive data on the pavement’s condition. However, the procedure is time-consuming and very costly. The Automatic Road Analyzer car provides data on road roughness in accordance with the International Roughness Index (IRI). The IRI data are often generated quite quickly and at a cheap cost as compared to the distress survey. This study’s aim is to examine whether a sample of Riyadh city pavement sections can be connected to the IRI depending on the distress type. The research develops statistical models that correlate IRI values with several distress-types associated with roadway classes. Correlating the International Roughness Index values to distress type will eliminate the necessity to implement the manual inspection at a network- level. This saves money and time for PMMS employees when preparing annual maintenance requirements and setting priorities. The finding of the study, of the relationship between the pavement distresses and the International Roughness Index showed a statistically significant relationship between pavement roughness and some ride-quality distresses, like depression and patching, as well as some non-ride quality distresses like potholes and rutting. In addition, for both main and secondary streets, an analysis of variance shows the existence of a correlation between the two variables.
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Hostev, Yuriy, Lev Rumiantsev, and Tetyana Kostrulova. "THE INFLUENCE OF THE TYPE, STRUCTURE AND CONDITION OF ROAD COATING ON THE OPERATING PROPERTIES OF HORIZONTAL ROAD MARKING." Avtoshliakhovyk Ukrayiny, no. 4 (260) ’ 2019 (December 28, 2019): 42–46. http://dx.doi.org/10.33868/0365-8392-2019-4-260-42-46.
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The factors that influence on functional durability of the road marking, in particular, the type, quality, condition and surface structure of the road surface are considered in the article. The durability of the road marking will be significantly reduced on asphalt pavement with low quality bitumen or with a high content of bitumen in the mixture. As a result of bitumen fogging, the road marking loses its performance, especially affecting luminance and retroreflectivity. The degree of pavement wear also affects the durability. Old, fragile pavement is unable to retain the road marking for a long time, so its service life will be extremely low. The wear of road marking on the cement pavement is higher than on the asphalt pavement. This is due to the peculiarities of the interaction of pavements of different chemical nature with the road marking materials. The article presents the results of studies of the effect of pavement with different roughness and different types on the properties of retroreflectivity. It is established that on the road sections with pavement having a rough surface treatment, retroreflectivity is reduced by 2-3 times in comparison with the asphalt pavement with a smooth surface. Also, the results of the studies showed that the wear of the road marking lines on the surface with high roughness after 3 months of operation is almost 2 times higher than the degree of road marking wear on the smooth surface. On cement pavement the decrease of retroreflectivity occurs more intensively during the first months of operation. The areas with cement pavement wear faster than on those with smooth asphalt pavement, but not as intensively as the areas with surface treatment. To ensure the durability of road marking on asphalt pavement with treated surface treatment and of cement pavement in comparison with the road marking on asphalt pavement with natural roughness, it is necessary to give preference to the road marking materials with higher viscosity (cold and hot plastics) or increase application of paint amount by 50-60 %, as well as increase the specific use of glass beads and of bigger fractions. Keywords: road marking, wear, surface treatment, retroreflectivity, paint, roughness.
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Bustos, Marcelo, Hernáan E. De Solminihac, Michael I. Darter, Andres Caroca, and Juan Pablo Covarrubias. "Calibration of Performance Models for Jointed Plain Concrete Pavements Using Long-Term Pavement Performance Database." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 108–16. http://dx.doi.org/10.3141/1629-13.
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A methodology for calibrating performance models for jointed plain concrete pavements (JPCP) is presented; it is based on statistical analysis of data from the Long-Term Pavement Performance (LTPP) database. The methodology provides calibration factors to pavements in four climatic regions (dry-freeze, dry-nonfreeze, wet-freeze, and wet-nonfreeze) for the JPCP performance models in HDM-4: joint faulting, transverse cracking, joint spalling, and roughness. The procedure allows calculation of global calibration factors, which does not affect significantly the quality of the prediction compared with the quality achieved through the use of regional factors.
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Zhu, J. Jim, Wenli Zhu, Thomas Smailus, and Mark Martinez. "Evaluation and Implementation of Automated Profilogram Reduction System: APPARE." Transportation Research Record: Journal of the Transportation Research Board 1545, no. 1 (January 1996): 16–25. http://dx.doi.org/10.1177/0361198196154500103.
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APPARE is a personal computer–based scanner and software system to aid in automated pavement profile analysis and roughness evaluation. The system was developed for the Louisiana Department of Transportation and Development (LDOTD) and the Louisiana Transportation Research Center (LTRC). It analyzes the statistical properties of road-pavement profiles and reports their roughness according to indexes such as the international roughness index and the profile index. APPARE can process profilograms and other digitized road profiles. Field evaluation results conducted by LTRC and Districts 03, 04, and 62 of LDOTD on a total of 126.8 km (79.1 mi) of newly constructed pavements are reported. On the basis of these extensive test data and comparison of APPARE with alternatives, LDOTD recently decided to adopt APPARE as its standard profilograph test procedure for quality control and acceptance of newly constructed pavement. Statewide implementation of APPARE is under way, and a new profilograph test procedure, DOTD TR 641, is being developed by the Materials and Testing Section of LDOTD. The implementation was complete by the end of 1995. In addition, LTRC has moved that the blanking-band profile index be abolished and that the international roughness index evaluated by APPARE be used instead as the standard roughness index reported by a profilograph.
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Hajek, Jerry J., Thomas J. Kazmierowski, and Graham Musgrove. "Switching to International Roughness Index." Transportation Research Record: Journal of the Transportation Research Board 1643, no. 1 (January 1998): 116–24. http://dx.doi.org/10.3141/1643-15.
Full textAbstract:
The International Roughness Index (IRI) has become a well-recognized standard for measurement of pavement roughness. The main objectives of the study were to evaluate the consequences of switching to IRI roughness measurements, and to develop a procedure for switching from measuring roughness with a response-type device, used for more than 10 years, to an IRI device. The study consisted of two parts. In the first part, the repeatability and consistency of roughness measurements obtained by three different IRI-measuring systems using a 10-section calibration circuit was evaluated. In the second part, transfer functions relating IRI with a subjectively measured ride condition rating for a large pavement network consisting of asphaltic concrete, rigid, and surface-treated pavements were developed. Based on the results of the calibration circuit, the three IRI-measuring systems were proved equally capable of providing repeatable and reliable roughness measurements for network-level monitoring purposes, and their individual results correlated very well. However, because of systematic differences between the results, the IRI-measuring systems cannot be used interchangeably and without proper calibration. Based on the results obtained for the network, different transfer functions were required and developed for the four pavement types (asphaltic concrete, composite, jointed portland cement concrete, and surface-treated). IRI roughness measurements provided better prediction of the ride condition rating than the response-type roughness measurements. These results support the switch to IRI roughness measurements.
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Kleizienė, Rita, Ovidijus Šernas, Audrius Vaitkus, and Rūta Simanavičienė. "Asphalt Pavement Acoustic Performance Model." Sustainability 11, no. 10 (May 23, 2019): 2938. http://dx.doi.org/10.3390/su11102938.
Full textAbstract:
Low-noise pavements are used as an effective method of traffic noise mitigation. Low-noise pavements reduce the noise that arises due to interactions between tires and road surfaces (tire/road) via the implementation of three main components: low pavement roughness, negative pavement texture, and a high pavement air-void content. The tire/road noise reduction capabilities of the wearing layer vary depending on the aggregate type, gradation, bitumen and air-void content, and density. Consequently, the demand for an accurate tire/road noise prediction model has arisen from the design of asphalt mixtures. This paper deals with how asphalt mixture components of the wearing layer influence tire/pavement noise reduction and presents a model for tire/road noise level prediction based on the asphalt mixture composition. The paper demonstrates that the noise reduction level of low-noise asphalt pavements is dependent on the composition of the asphalt mixture. Asphalt wearing layer mixture composition parameters were tested in the laboratory from cores taken from 18 road sections, where acoustic properties were measured using a close-proximity (CPX) method. The proposed linear model is based on the bitumen amount, the air-void content of the mixture and aggregate shape and involves materials that comply with the general requirements for high-quality asphalt mixtures. The model allows for the prediction of the tire/road noise level at the asphalt mixture design stage using asphalt mixture components and volumetric properties. The proposed model is the first stage in the building of a complex model with a much wider range of low-noise asphalts components, pavement profile depth and CPX-value relationships.
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Vargas-Nordcbeck, Adriana. "Field Performance of Chip Seals for Pavement Preservation." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 12 (May 4, 2018): 1–9. http://dx.doi.org/10.1177/0361198118768531.
Full textAbstract:
Over time, new pavements deteriorate due to the effect of traffic loads and the environment. If appropriate treatments are applied during the early stages of deterioration, it is possible to extend the service life of the pavement without incurring in costly rehabilitation or reconstruction activities. Chip seals are preservation treatments that can help protect the pavement structure, reduce the rate of pavement deterioration, improve skid resistance, and address minor surface problems. As part of the National Center for Asphalt Technology Pavement Preservation Study, chip seal test sections were placed in a low traffic volume road (Lee County Road 159) in Auburn, Alabama. The location consists of a two-lane county road that provides dead end access to a quarry and an asphalt plant, resulting in a high percentage of heavy loads. At the time of treatment, the existing pavement was 14 years old and consisted of a 5.5 in. hot-mix asphalt layer over a 6.0 in. granular base. Treatments were applied in the summer of 2012 and have been in service for approximately 4.5 years. During this time, cracking, roughness, rutting, and macrotexture data were collected weekly to evaluate pavement performance. The results determined that the performance of the treated sections is highly dependent on the initial condition of the pavement, particularly the percentage of area cracked. Pavements that are treated while still in good condition tend to remain in that category for a longer time. Macrotexture may also be used to evaluate the functional performance of the chip seals.
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Wesołowski, Mariusz, Krzysztof Blacha, Agata Kowalewska, and Paweł Iwanowski. "Assessment of anti-skid properties of airfield pavements using devices for friction coefficient continuous measurement." Transportation Overview - Przeglad Komunikacyjny 2018, no. 12 (December 1, 2018): 28–39. http://dx.doi.org/10.35117/a_eng_18_12_04.
Full textAbstract:
The anti-skid properties of airfield pavements are one of the crucial factors impacting air traffic safety within the ground manoeuvring area. These values are evaluated directly through an analysis of the pavement macro- and microstructure, based on the friction coefficient measurement. The friction coefficient is a ratio between the pressure force of the wheel on the pavement and the friction force generated on their contact surface. Currently there are numerous devices for continuous measurement of the friction coefficient (Continuous Friction-Measuring Equipment - CFME), which in terms of their basic principle of operation, do not differ significantly from each other. CFME measure the pressure force exerted by the measuring wheel on the pavement and the friction forces on the wheel-pavement contact surface. The ratio of these two values is the friction coefficient. Apart from the similarities, these devices also exhibit difference, important in terms of the obtained values. The differences in the type and size of the used measuring tyre, value of wheel skid relative to the pavement or the pressure in the tyre should be mentioned. The results obtained from the measurements taken with the devices might differ by up to several ten percent, therefore they should not be compared, as well as referenced to the same requirements. At the same time, each of the devices enables the determination of anti-skid conditions of the pavement relative to the requirements set out for a given device type, which allows for the classification of the pavement in this regard. Taking classification into account, it is possible to compare the results obtained from various measuring devices. The article presents an overview of the instruments used for continuous friction measurement on airfield pavements, at the same time discussing the ones used on Polish roads. The authors emphasize the requirements for pavements in terms of roughness, taking into account the type of the used device. Moreover, it presents the test procedure for device with no previously determined requirements, but a need to introduce them to the market.
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Brna, Matej, and Michal Cingel. "Comparison of pavement surface roughness characteristics of different wearing courses evaluated using 3D scanning and pendulum." MATEC Web of Conferences 313 (2020): 00013. http://dx.doi.org/10.1051/matecconf/202031300013.
Full textAbstract:
Road pavement roughness, in terms of skid resistance, can be described from a geometrical point of view as a texture or from a physical point of view as friction between a tire and a road surface. The paper deals with the comparison of asphalt and concrete pavement surface on selected newly built sections of the D1 motorway near the Ovčiarsko tunnel. Texture measurements were performed with a Static Road Scanner (SRS) capable of recording surface irregularities up to the microtexture level (2.49 µm resolution). A pendulum was used to determine the friction. Subsequently, the texture was evaluated using individual amplitude and wavelength characteristics and the friction was evaluated using the PTV parameter. Finally, correlations were searched between the roughness characteristics of asphalt concrete and cement concrete pavements, but also between texture and friction characteristics.