|
Items in cart [1] |
Questions? Call 888-624-8373 |
| Copyright © 2009. National Academy of Sciences. All rights reserved. Terms of Use and Privacy Statement |
Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 255
APPENDIX B
ANNOTATED BIBLIOGRAPHY
OCR for page 256
OCR for page 257
APPENDIX B-ANNOTATED BIBLIOGRAPHY
Abbo, E., "The Influence of Heavy Vehicle Dynamics on Rigid Pavement Response,"
Massachusetts Institute of Technology, 1987.
The purpose of this paper is to develop a methodology to analyze rigid pavement response to
moving, dynamic vehicle loads which may be used to predict pavement performance. Current
models of vehicle-pavement interaction employ simplified models of vehicle loading, such as a
static load. However, instantaneous dynamic vehicle loads may be considerably higher than
static loads, and thus dynamic loading can have a considerable impact on rigid pavement
performance.
The paper investigates the influence of heavy truck vehicle dynamics on rigid pavements. In
order to predict the forces at the road-tire interface, full non-linear models were used to describe
the behavior of articulated vehicles traversing rigid pavements. Non-linear leaf-spring
suspension and tire models were used.
Following a review of rigid pavement models, we selected and modifiect PMARP (Purdue
Method for Analysis of Rigid Pavements), to couple with our vehicle model. Part of the
modifications made to PMARP included addition of temperature gradient and moisture gradient
effects and performance submodels. The pavement failure and performance models include
fatigue cracking, pumping, load transfer decay, joint faulting, slab roughness, and present
serviceability index.
The mode! loads a series of slabs with the dynamic tire forces of all the axles of the vehicle as
it traverses the slabs. The tire force profiles are generated from the vehicle mode} for each
seasonal value of pavement joint-fault magnitude, slab roughness and warping. Since the
pavement experiences the effect of dynamic loading of all the axles of the vehicle, we express
our damage results In terms of vehicle equivalency factors.
The final part of the study discusses the effects of varying vehicle parameters on road damage.
The parameters examined include suspension type, friction parameters, tire pressure, axle
spacing and suspension spring constants.
Al-Omari, B. and M. I. Darter, "Effects of Pavement Deterioration Types on IRI and
Rehabilitation," Illinois Department of Transportation, 1993.
A study of the relationships between PSR, {R} and selected pavement distress types was
conducted. A predictive mode! was developed between present serviceability rating (PSR) and
the International Roughness Index (IRI). Relationships between IRI ant} selected asphalt
`_ , . ~
~ . . . . .. ~ . . ~ , .. ..
pavement and ~omtecl concrete pavement Distress types were developed. come ot the distress
types have stronger effects on {RT than others, and the severity level of these distresses is also
very important.
The relationship of {RT to critical levels of rehabilitation was evaluated. It was found that as
distress amounts increase in number and in severity, the TRI increases also. However, a
pavement could be relatively smooth and still have a significant amount of distress. If a
pavement was not rehabilitated until it became relatively rough (Iow PSR or high {RI), the
B-!
OCR for page 258
resulting rehabilitation cost might be very large. While the longitudinal profile (as measured by
the {RI) may be a good indicator of the highway user acceptance of the pavement (as indicated
by the correlation with user pane! ratings), it may not be a good indicator of when the pavement
should be rehabilitated from a structural viewpoint and from a rehabilitation cost standpoint.
Thus, it is not believed possible to develop a cost~ffective rehabilitation program for pavements
relying only on the longitudinal profile (or TRI). Visible distress is an important aspect to proper
selection of tiring and type of rehabilitation techniques. It is recommended that the HPMS
utilize both the IR] and selected pavement distress types as trigger values for more consistent
and realistic results in predicting future rehabilitation needs on the nation's highways.
Al-Omari, B. and M. I. Darter, "Relationships Between TR! and PSR," Civi'Eng~neenng Shtdies,
Number 69, Federal Highway Administration, 1992.
This report documents the work accomplished on a study to develop relationships between the
International Roughness Index (IRI) and the Present Serviceability Rating (PSR) for pavement
types includes in the HEMS database (flexible, rind and composite pavement types). PSR is
defined as the mean user pane} rating for rideability.
Relationships between TRT and PSR were analyzed for the states of Louisiana, Michigan, New
Jersey, New Mexico, and Ohio which were found in the NCHRP Project 1-23 database, plus some
additional data obtainer} from Indiana. Data for all six States were entered Into a SAS data set
and the foBow~ng nonlinear mode! was found to best fit the boundary conditions and the actual
data:
PSR= 5 ~ eta ~RI'
Regression analysis was conclucted for all possible sets of data considering different States and
- ~ . ~
~ ~ =~ ~ ~ · ~ a~ ~ aq · · it- ~ ~ - ~ ~ ~ -~ ~ ~
pavement types. it was deternuned that there was no significant difference between the models
for different States, and pavement types, thus the following mode! is recommended:
PSR = 5 ~ et~004~ me
where IRI is in units of in/mile, or:
where {RI is in units of mm/m.
PSR = 5 ~ e<~26 ~ ~
Alexander, M. L., "Profile Index Requirements for Asphalt Concrete Pavements," Number
CA1~-85/17, California Department of Transportation, 1985.
The California profiIograph was used to evaluate pavement smoothness before and after placing
subsequent layers of asphalt concrete (AC) pavement. An improvement in the profile index (Pl)
can normally be expected with each layer of AC; however, the relative amount of improvement
is influenced by the PI of the surface being covered. The data also indicates that pavement
reinforcing fabrics can have a detrimental effect on He PI of the first layer of AC placed over the
fabric.
B-2
OCR for page 259
American Association of State Highway and Transportation Officials, "Summary Results of
the 1987 AASHTO Rideability Survey," Prepared by the Highway Subcommittee on
Construction Washington D.C., 1987, pp. 17-87.
The 1987 AASHTO Rideability Survey involved all member states is summarized in this
informational report. The focus of the survey was on distinguishing between rideability
specifications and bump specifications, determining the roughness measuring equipment used
and to determine the use of incentives and disincentives. The results of the survey have been
tabulated and a report and comments reflecting the results presented are in the report.
American Concrete Pavement Association (ACPA), "ACPA Rideability Guide Specification,"
New ACPA Guidelines, 1988, pp. 2-88.
This document is a specification for measuring the roughness of a concrete pavements using a
California ProfiIograph.
American Concrete Pavement Association (ACPA), "Constructing Smooth Concrete
Pavements," Technical Bulletin TB-006.0-C, 1990, pp. 4-90.
Many factors influence concrete pavement smoothness during design, construction and
measurement. It is important to make appropriate design decisions, maintain attention to detail
during construction and follow uniform profile measurement procedures to accurately determine
and evaluate the overall riding quality. This technical bulletin provides guidance for the
construction of smooth concrete pavements. The bulletin focuses on the Californ~a-type and the
Rainhart ProfilO=~raphs comparing the two equipment. The impact of design, construction
equipment and techniques on pavement smoothness or ride quality is presented in this bulletin.
ARE, Inc., Technical Memorandum from Eric D. Moody, Subject: "Development of Pay Factor
Tables for Arizona DOT Flexible Pavement Smoothness Specification," Project No. AZ-60,
May 31, 1990.
There have been many theories developed for generating nav factor tables. This memorandum
of -o r --A
illustrates two techniques for generating pay factor tables have been mentioned. Although the
two techniques are applied in totally different manners, they are both based on the general
concept of the AASHTO Guide. The first technique discussed is based on "Life Cycle Cost
Analysis" of pavements that have different initial roughness levels but otherwise are identical.
The second technique mentioned involves calculating the number of IS-kip ESALs the as
constructed pavement can be expected to carry and comparing that number to the number of
IS-kip ESALs the design pavement is expected to carry.
Ashmore, S. C. and H. C. Hodges Jr., "Dynamic Force Measurement Vehicle (DFMV) and its
Application to Measuring and Monitoring Road Roughness," Vehicle, Tire, Pavement Interface,
ASTM STP 1164, American Society for Testing and Materials, 1992, pp. 69-96.
A method for measuring He longitudinal profile of a highway or off-highway surface is given.
As a paper presented at a "Vehicle, Tire Pavement Interface" meeting, this profile method is of
B-3
OCR for page 260
particular interest to those involved in the study of vehicle response, as well as pavement
roughness. The advantages and uses of a wave-number spectrum presentation of road
roughness is discussed.
Asnani, S., K. Ksaibati, and T. I. Al-Suleiman, "Consistency of Roughness and Rut Depth
Measurement Collected with 11 South Dakota Road Profilers," Transportation Research
Record, Number 1410, Committee on Surface Properties-Vehicle Interaction, 1993, pp. 41-51.
Pavement roughness has long been recognized as a primary indicator of pavement performance.
To provide accurate and reliable roughness measurements, the South Dakota Department of
Transportation (SDDOT) designed and constructed a profilometer system in 1982. This system
was later improved and enhanced by adding more sensors for rut measurements. The increased
interest in the road profiler resulted in the establishment in 1989 of the South Dakota Road
Profiler User's Group (SDRPUG). During the Third Annual SDRPUG meeting in Minnesota in
1991, international roughness index and rut depth data were collected with 11 road profilers on
4 different pavement surfaces. These selected pavement types were concrete, bituminous,
concrete-bituminous over concrete, and bituminous over concrete. Each road profiler was run
three times over each test section. The collected data were then reduced and analyzed
statistically. The main objective of the statistical analysis was to determine whether the
differences in roughness and rut measurements obtained with the 11 road profilers were
statistically significant. The experiment and the statistical analysis were described in detail. In
addition, specific recommendations are provided for the need to establish calibration procedures
to ensure consistency in roughness and rut depth measurements obtained nationwide.
Bertrand, C. B., "Automated Versus Manual Profilograph Correlation," Transportation Research
Record, Number 1410, Committee on Surface Properties-Vehicle Weight, 1993, pp. 67-79.
The Texas Department of Transportation (TxDOT) has attempted to correlate the outputs of the
automated Cox profilograh, the automated McCracken profilograph and a TxDOT manual
McCracken profilograph. The evaluation process was precipitated by calls from construction
engineers within the TxDOT highway agency and paving contractors working within Texas.
Both the state and contractor personnel were requesting the use of the automated profilograph.
The results of the evaluation process were as follows. The Cox automated profilograph used a
filter setting number of 5, which represents the attenuation of 2.2 It (0.067 m) and less, whereas
the McCracken model used a data filter cutoff frequency of 2.5 It (0.76 m). The profilograms
from the TxDOT manual profilograph were reduced by two different interpreters. Both of the
automated versions of the profilograph were slightly more repeatable than the interpretation of
the manual profilograph. The automated profilographs showed very close correlation with the
manual profilograph on the smooth, medium, and rough sections of asphalt concrete pavement
and on the rough sections of continuously reinforced concrete (CRC) pavement. The automated
profilographs deviated from the manual profilograph output on the smooth-section CRC
pavement. This deviation was from 0.5 to 2.0 (0.789 to 3.16 cm) PI counts smoother (lower) than
the output of the manual profilograph.
B-4
OCR for page 261
Bertrand, C. B., "Field Evaluation of the Auto-Read Version of the Face Dipstick as a Class
~ Profiling Device," Number 890332, University of Texas-Austin, Center for Transportation
Research, 1990.
The Federal Highway Administration has producect a Highway Performance Monitoring System
Field Manual as a guideline for the individual States. The Field Manual includes an Appendix
which describes the proper calibration and reporting procedures for pavement roughness
monitoring. The individual States are required to calibrate all roughness instrumentation and
to report that roughness in terms of the International Roughness Index (IRI).
This paper details an evaluation effort sponsored by the Texas State Department of Highways
and Public Transportation's Maintenance and Operations Division, Pavement Management
Section. The evaluation concentrates on the field performance of the auto-read version of the
Face Dipstick. This instrument is one of the Class ~ profiling devices identified in the Appendix
mandate. All of the lower classifications of roughness monitoring instruments used by the
States must be calibrated against a Class ~ device. The Dipstick was chosen by the Texas SDHPT
because it was believed that it would be a cost effective and reliable substitute for the rod and
level survey, which is also listed as a Class ~ profiling instrument.
This paper describes concerns regarding the operation of the auto-read version of the Face
Dipstick and the manufacturer's responses to those concerns. The field test sites utilized In the
comparisons are described. The performances of two incliviclual Dipsticks against each over as
weD as against Rod and Level surveys are described.
The conclusions reached upon completion of the Dipstick evaluation are Included. The main
conclusion reached is that in its present configuration, the auto-read version of the Face Dipstick
is unreliable and should not be considered a Class ~ profiling device. Finally, recommendations
for He Dipstick's future use based on its field performance are described. These
recommendations are baser! on He use of Dipstick In the manual read mode of operation.
Bertrand, C. B. and R. Harrison, "Evaluation of a High-Resolution Profiling Instrument for use
in Road Roughness Calibration," Transportation Research Record, Number 1291,
Transportation Research Board, 1991, pp. 93-105.
Response-type roughness measuring devices, now commonly used throughout the world to
monitor the condition of low volume roads, require careful calibration to ensure the accuracy
of their measurements. Yet there is no consensus regarding the most appropriate
instrumentation for such calibration. A recent World Bank publication, reporting the findings
of a series of experiments in a number of countries, proposed a hierarchy of roughness
measuring instruments, the most accurate of which (termed Class I) might be used for the
calibration of response-type instruments (most of which are termed Class my. Included among
these Class ~ instruments is the Face dipstick, an inexpensive high-resolution profiling devices
whose features commend it for application on low-volume roads, but whose applicability for
such use has not yet been properly demonstrated. By comparing two Class ~ profiling
instruments for potential use in road roughness calibration, accepting the classification scheme
established by the World Bank, it was found that the Face dipstick, in its manual form, is a fast,
accurate, and cost-effective alternative to other methods, including the rod-and-level method.
B-5
OCR for page 262
Bertrand, C. B., R. Harrison, and B. F. McCullough, "Evaluation of FHWA Requirements for
the Calibration of Pavement Roughness Instrumentation. Final Report," Number TX-91+969-
2F; Res. Rept. 969-2F, Texas University-Austin, Center for Transportation Research, 1990, 78p.
The Federal Highway Administration (FHWA) has produced a Highway Performance
Monitoring System Field Manual as a guide to the individual states. The Field Manual contains
an Appendix J which describes and specifies the proper calibration and reporting procedures for
pavement roughness measurements. The Texas State Department of Highways and Public
Transportation's Maintenance and Operations Division, Pavement Management Section, was
responsible for compliance with the Appendix J mandate by the State of Texas. The Center for
Transportation Research (CTR) was contracted with to make certain Texas was in compliance
with the FHWA's Appendix J procedures. This report details the procedures used for the
selection of the nine specified calibration sites and how these sites were marked and laid out and
includes details of how the Class I instrument's surface profile and the resulting IR! statistics
were determined. The roughness monitoring instruments used In Texas and their outputs are
described. Regression plots by wheel path for both first and second degree fits are presented
for each pavement roughness monitoring instrument. A set of conclusions based on CTR's
experiences and the resulting concerns over some of the procedures outlined in Appendix J are
presented. Finally, recommendations and topics for possible future research are presented.
These recommendations and topics are based on the findings of this evaluation effort and
attempt to address areas in Appendix J where more specific instructions are needed to truly
standardize the national pavement roughness calibration procedures and the resulting roughness
statistics.
Bester, C. J., "Effect of Pavement Type and Condition on the Fuel Consumption of Vehicles,"
Transportation Research Record, Number 1000, pp. 28-32.
The effect of pavement type and condition (roughness) on the rolling resistance of vehicles is
investigated. By means of the relation between the energy requirements and the fuel
consumption of vehicles this
effect is used to predict the fuel use on different pavements. It is
found that, except for gravel surfaces, pavement type has a minor effect on fuel consumption.
Roughness, however, correlates strongly with rolling resistance and therefore with vehicle fuel
consumption. This is important for the economic justification of major road maintenance
projects.
Bhandari, A. S., and K. C. Sinha, "Optimal Timing for Paving Low-Volume Gravel Roads,t'
Transportation Research Record, Number 702, 1979, pp. 28-32.
This paper examines the economics of upgrading low volume gravel roads with particular
emphasis upon construction postponement. The concept of break-even analysis is re-examined
and a case presented for consideration of construction deferment in light of the opportunity cost
of capital. This consideration is particularly important for developing countries where capital
is scarce and the opportunity cost high. Simplified expressions are developed to determine both
the break-even year and the optimal year in which to pave a given gravel road. Their
application is illustrated by means of a numerical example.
B-6
OCR for page 263
Brickman, A. D. and I. C. Wambold, "An Amplitucle-Frequency Description of Road
Roughness," Highway Research Board Special Reports, Number 116, 1970, pp. 53-67.
This paper deals with a method for reducing roughness obtained from a continuous-output road
profiIometer to a compact and useful form for highway engineers. It is assumed that a voltage
signal representing vertical irregularities in the road surface as a function of distance has been
recorded on magnetic tape. An analog method is describer! for processing this signal and
reducing the roughness description of the road to a simple table relating roughness heights and
wavelengths. Analog computer requirements are stated for the proposed signal-processing
method. Results obtained by this method are presented for both ideal and actual road profile
examples. The development of the surface dynamic profiIometer (SDP) has made it possible to
obtain a magnetically taped record of any road surface profile in the direction of vehicle travel.
For a given section of road, this record is a randomly varying analog voltage that represents true
road roughness within the accuracy limitations of the SDP system. Having obtained a profile
record, the highway engineer is faced with the problem of transforming this random signal into
an index, graph, or set of numbers he can use to specify quantitatively the roughness of the road.
This report describes a practical method for analyzing SDP records and for reducing each of
these records to a simple form usable in highway operations.
Brokaw, M. P., "A 5-Year Report on Evaluation of Pavement Serviceability with Several
Roadmeters," Highway Research Board Special Repoffs, Number 116, 1970, pp. 80-91.
This paper reports on an evaluation of results of pavement serviceability tests macle with the
PCA road meter and with modifications of the original road meter developed by several states
and provinces. Results of calibrations with serviceability ratings or serviceability indexes from
~ sources are shown. Repeatability tests are reported from 7 sources, along with tests by the
original road meter over the same site throughout a 5-year period. The react meter ant its
modifications rank with the AASHO profiIometer in ability to relate with serviceability ratings.
Variations in measured roughness resulting from changes in wind velocity, air temperature,
automobile speed, mechanical factors within road meters and test automobiles, and seasonal
fluctuations caused by frost action are reported and discussed. Effects of wind velocity and
direction, as related to direction of test car travel, and air temperature have a distinct effect, and
the magnitude indicates that serviceability measurements to be used in extended studies of
pavement behavior in conjunction with traffic loading should be Inane during a limited period
between fuB recovery (as late as July or August) and the onset of the next winter. The simple
digital counting system and unique computing method enable the PCA road meter to produce
a statistic corresponding to roughness power spectrum. Data from 2 north central states are
used to illustrate the usefulness of this attribute in analyzing serviceability indexes resulting from
various treatments anti construction methods.
Brown, D., "Evaluation of the PRORUT System," Public Roads, Vol. 53, Number 4, FHWA,
March 1990, pp. 118-122.
The development and evaluations which are describect of PRORUT, an inertial profiling system
which can be used to measure and record various roadway characteristics, including the
longitudinal profiles' ruding, and roughness levels of the two wheel tracks. Laser sensors and
accelerometers are used to obtain the profile measurements In each wheel track. An IBM
personal computer controls system operation and processes the data. The system was then
B-7
OCR for page 264
evaluated by the states (Georgia, Pennsylvania, Indiana), and the results are reported. The field
tests demonstrated that PRORUT provided useful pavement profile information and that its
output could be correlated to several response-type measurement systems.
Bryden, I. E., "Development of a Specification to Control Rigid Pavement Roughness,"
Transportation Research Record 535, Transportation Research Board, 1975.
During a recent study of factors influencing the riding quality of rigid pavements, compliance
with the existing roughness specification was found not to ensure a smooth pavement. Because
the 10-ft straightedge used to check the surface can detect only large bumps, the remaining
undetectect roughness may result in unsatisfactory riding quality. This paper describes the
development of a specification to ensure good riding quality in new pavements. The California
profiIograph was selected as the measurement device because it provides detailed Information.
Based on the results of a subjective pane} rating of pavement riding quality In New York State,
a project average profile index of 12 inky and a daily average of 15 inky are allowed. A limit
is also placed on the size of the individual bumps. These linuts ensure user satisfaction but can
be met by paving contractors using current procedures and equipment. Responsibility for
controlling roughness during paving is left to the contractor, and the state measures the quality
of the completed pavement. To ensure compliance with the specification, the pavement received
depends on the riding quality achieved. Development of the reduced payment schedule based
on the cost of overlaying the pavement before the end of its clesign life is outlined. The years
of service expected are related to the initial roughness by means of equations developed in the
AASHO Road Test.
Buchanan, I. A., and A. L. Catudal, "Standardizable Equipment for Evaluation of Road Surface
Roughness " Highway Research Board Proceedings, Volume 29, Highway Research Board 1940.
~ , ~
This report considers existing methods and certain inherent characteristics of methods to
measure highway surface smoothness or roughness. The standardizable equipment clescribed
In this paper operates on He principle of the measurement of the vertical oscillation of a wheel
suspension with respect to its supported frame.
The equipment is in the form of a single-wheel semi-trailer, attachable to any towing vehicle, ant!
is designed as a horizontal pendulum with the axle of the wheel placed at the center of the
percussion. A special feature of the equipment is the Incorporation of a newly clesigned
overrunning clutch integrator whose operating characteristics are remarkably constant.
The performance characteristics and recommended standard operation procedure for the
equipment are given in cletail. Many hundred nules of operation, without mechanical failure'
indicate adequate mechanical design. It is easy to use and the data are obtained rapidly with
it.
B-8
OCR for page 265
Budwig, J. L. "A Statistically Based Approach to Acceptance Utilizing the California Type
Profilograph, California Test Method 526, and Computenzed Profilogram Reduction," Central
Federal Lands Highway Division, Federal Highway Administration, Denver CO 80225,
January, 1994.
Since 1987, the Federal Lands Highway (FLH) Branch of the Federal Highway Administration
(FHWA) has been evaluating acceptance of newly constructed bituminous pavements using
California-type ProfiIograph measurements. California Test Method 526 ant! FISH T504, as well
as other acceptance plans, have been employed in the evaluation. The purpose of this study
was threefold. i) To determine whether operator trace reduction variability was too large for the
method to be suitable for acceptance testing. ii) To decicle the type of acceptance plan to
incorporate in the Standard Specification for Construction of Roads and Bridges on Federal
Highway Projects (FP-921. iii) To evaluate two commercially available computer~zecl trace
recluction systems. The study concludes that, when used In conjunction with statistical
evaluation procedures, the test method is suitable for acceptance purposes and that
computerized trace reduction is superior to manual reduction. The report also presents some
fundamentals of statistical acceptance that are not widely known or understood by highway
engineers.
California Department of Transportation, "Operation of California Profilograph and
Evaluation of Profiles," California Test 526, Division of Construction, Office of Transportation
Laboratory, Sacramento, California, 1978, pp. 2~78.
This document covers the operation of the California ProfiIograph. This includes procedures
used for determining the Profile Alex from profiIograms of pavements and the procedure used
to locate individual high points in excess of 0.3 inch are clescr~bed In three parts ~ Operation of
the California ProfiIograph, Determination of the Profile Index and Determination of High Points
in Excess of 0.3 inch) in this test method.
California Department of Transportation, 'draining Course in Profilograph Operation, Care,
and Certification," Presented at Transportation Laboratory, Division of Highways, August 9,
1973, pp. 21-73.
The trairung course focused on the California ProfiIograph. The main topics covered include a
detailed description of the California Profilograph, nature and purpose of test, processing and
evaluation of profile information, care and maintenance of the equipment and certification of
profile equipment. The California Test Method No. Calif. 526 is mentioned as a required testing
method.
Capper, M., "Keys to a Pavement Smoothness: A Paving Superintendentrs Viewpoint," Central
Paving Corporation.
The purpose of this paper is to acquaint He reader with some typical problems the construction
industry must overcome to improve on pavement smoothness. The influence of certain factors
on pavement smoothness such as construction practices, roadway geometry and paving
equipment are cliscussect. Typical examples of modifications to paving equipment such as the
redistribution of equipment weight and its impact on smoothness are also discussed. The
B-9
OCR for page 322
including a noncontact profile sensor, digital profile computation, and an array of computer
software developments that will further enhance the inertial profiIometer's contribution to the
pavement management process. for historical purposes Me paper also discusses the original
development of the inertial profilometer at the General Motors Research Laboratories in the early
1960s and its introduction into the user community by K. J. Law Engineers, Inc.
Spangler, E. B. and R. L. Rizenbergs, "Use of the Inertial Profilometer to Calibrate Kentucky
Department of Highways Mays Ride Meter Systems," Transpoftation Research Record,
Number 1196, Transportation Research Board, 1988, pp. 286-293.
The National Institute of Standards and Technology (NIST), the Commonwealth of Kentucky
Department of Transportation (DOT), and Surface Dynamics, Inc., joined in a project In the
Commonwealth of Kentucky to calibrate five Kentucky DOT vehicle-mounted Mays Ride Meter
(MRM) systems. In this project, a NIST-operated inertial profiIometer system was used to
measure the elevation profiles of selected pavement test sections. The measured elevation
profiles were used to compute the Standard Mays Ride Meter Index (SMRMI) values for each
pavement test section. The computed SMRM! values were then used as reference values for the
calibration of the actual Kentucky DOT MRM systems. The profiIometer was used to identify
suitable pavement sections from test sites selected by the Kentucky DOT using an MRM system.
The site selection process included sufficient repeat runs to establish a mean SMRM! value for
each pavement and a standard deviation from that mean for the repeat runs. Six pavement test
sites with the clesired SMRMI values and low standard deviations were selected. The five
Kentucky DOT MRM systems were then driven over the selected test sites a number of times
to determine a mean measured value and a stanciard deviation about that measured mean value
for each system on each pavement test site. The test data from the profiIometer and the five
Kentucky DOT MRM systems were used to develop a calibration equation and expected
standard deviation for each of We MRM systems. The resulting calibration equations will be
used by the Kentucky DOT to compute SMRMI values for each system. Included in the project
was a correlation of the Ohio Department of Transportation inertial profiIometer with the NIST-
operated inertial profilometer to establish the validity of using another identically constructed
inertial profiIometer for the same calibration procedure.
Spangler, E. B., R. [. Rizenbergs, I. To. Burchett, and D. C. Robinson, "Use of the Inertial
Profilometer to Calibrate the Commonwealth of Kentucky Department of Highways' Mays
Ride Meter Systems," Surface Characteristics of Roadways: International Research and
Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 292-3020
In May 1987, a project was undertaken in Kentucky to calibrate five Kentucky Department of
Highways vehicle-mounted Mays Ride Meter (MRM) systems. An inertial profiIometer operated
by the National Bureau of Standards was used. Multiple elevation profiles were taken in order
to evaluate the precision of the measuring method. Mean MRM Index values were computed
for each MRM system. A second profiIometer was used to determine that equivalent calibrations
can be expected from identical inertial profiIometers. A method was clevisec} by which real
measurements by individual MRM systems can be converted into Standard MRM Index values.
Additional research is neecled to determine the time stability of bow the MRM systems and the
pavement sections used in calibration.
B-66
OCR for page 323
Spangler, E. B. and W. I. Kelly, "Integration of Inertial Profilometer in ODOT Pavement
Management System. Final Report," Number FHWA/OH-87/005, Surface Dynamics/OH
DOT/FHWA May 1987.
Pavement roughness and ride quality Information, for the Ohio Department of Transportation
(Ohio DOT) Pavement Management System, can be accurately computed directly from highway
pavement profiles measured with the Ohio DOT Inertial Profilometer. The pavement ride
quality information Includes Present Serviceability Rating (PSR) and PSR trigger values for non-
routine maintenance. Pavement profiles measured with He Ohio DOT Inertial Profilometer have
been used to calibrate the Ohio DOT Mays Ride Meter System, to analyze the Mays Ride Meter
System performance, and to provide a link between that system and pavement roughness and
ride quality information obtained from the Ohio DOT Inertial ProfiIometer. Pavement profiles
measured with the Ohio DOT Inertial ProfiIometer have also been used to compute expected
overlay material quantities and pavement ride quality on an Ohio DOT demonstration
resurfacing project.
Still, P. B. and P. G. Jordan, "Evaluation of the TRRE High-Speed Profilometer," Number
TRRT [R922 Monograph, Transport & Road Research Laboratory, 1980, 45p.
A high-speed laser-based profiIometer has been designed and developed at He laboratory to
measure surface profiles of roads and airfield runways. This report describes the theoretical and
experimental studies carried out to identify and to evaluate the factors that influence the
accuracy of measurement of the profilometer. Detailed comparisons between test profiles
measured by survey techniques and by the profiIometer are presented and discussecI. The
factors that are of most importance in determining the profiIometer's accuracy of measurement
are the imprecision in He determination of the non-colinearity of the laser transducers and In
the transducers' calibration coefficients, together with the magnitude of the vertical temperature
gradient across the profiIometer beam and the effect of surface texture. Phase and amplitude
comparisons show good agreement between profiIometer and survey-measured profiles over the
range of wavelengths that are of Interest in studies of riding quality. In operation, the
profiIometer can measure road and runway profiles at speeds between 5 anct 80 kilometers per
hour but with an error that Increases with speed. Facilities permit on-site analysis of the
measured profiles ant! the measurement of surface texture if required.
Stoffels, S. M., and R. L. [ytton, "Development of a Utility Evaluation for Nondestructive
Testing Equipment Used on Asphalt Concrete Pavements," Transportation Research Record,
Number 1117, Committee on Monitoring, Evaluation and Data Storage, pp. 134-142.
Nondestructive testing of pavements has become a cost-effective and invaluable aid in
determining the actual condition of pavement sections in a highway network. Because the
number of nondestructive testing devices in use grows each year, the choice of the best method
involves a complex comparison of alternatives involving the test equipment itself, the resulting
data, and the available methods of analyzing the data provided. All of these factors are
consiclered In a systematic way by the application of utility theory. A hierarchical weighing
system is developeci using nonlinear utility curves. Each of the independent decision criteria is
carefully cleaned. Weighing factors are developed using the Churchman-Ackoff technique. The
analysis is performed with uncertainty obtained by using a beta probability distribution. The
calculated results are expressed in terms of an expected value and a 95 percent confidence
B-67
OCR for page 324
interval. Five generic nondestructive testing devices are evaluated for use on asphalt concrete
pavements for both project-level design and network-level planning. The characteristics of these
devices used In the calculations were deliberately revised so that none of them represent actual
commercially available equipment. The generic devices are used to demonstrate the evaluation
technique. The formulated utility analysis framework can be applied to real devices.
Furthermore, the analysis can be extended to other situations by appropriate modification of the
criteria, weights, or utility curves.
Stone, I., "Evaluation of the Teaser Road Surface Tester For Measuring Pavement Roughness
and Rut Depth," Number FHWA-DP-88-072-OOX, U. S. Department of Transportation, 1988.
This project was conducted to evaluate the performance of the Laser Road Surface Tester (RST)
operated by Infrastructure Management Services (IMS). The work was done for Demonstration
Project No. 72, "Evaluation of Equipment for Measuring Pavement Roughness and Rut Depth".
The RST provides Quarter Car roughness, rut depth, and crack information. Correlations were
made to the Georgia Modified Rainhart Mays Trailer (GMRMT), stringline rut depth
measurements, and visual crack counts.
A total of 17 test sites were selected for the correlation. These sites provided 56 Individual test
sections encompassing a variety of pavement roughness levels and surface types. So far as
possible, these sites were the same used In a previous study of other roughness measuring
equipment, "Calibration Procedures for Roadmeters" Gil. A minimum of three repeat runs were
made at each site. Each site was tested at two different times during the week for repeatability
comparisons. Roughness data was obtained simultaneously with the GMRMT for comparison.
String line rut depth measurements and visual crack counts were made for each flexible
pavement test site for comparison to the Road Surface Tester.
A good correlation was obtained for the GMRMT vs RST Quarter Car. The RST rut depth and
manual string line measurements also correlated well. There was a poor correlation between
visual crack counts and the RST crack count. The RST Quarter Car and rut depth readings are
not speed dependent. They repeated well at speeds from 50 down to 20 mph.
Suprenant, B., "Public Perception of Pavement Ride," CO DOH, July 1990.
A panel of 30 to 40 people will be formed of volunteer employees from the Colorado
Denartment of Hi~hwavs. Thev will be driven over a varie~tv of roads to e~tahli~h their opinions
of pavement rideability. Their ratings will be correlated with smoothness measurements from
a K. T. Law 8300 profiIometer, and will be used to establish categories of good, fair, and poor
ride for the statewide pavement management system.
Temple, W. H. and S. [. Cumbaa, "Serviceability Index Base for Acceptance of Jointed
Concrete Pavements," Transportation Research Record, Number 1196, Transportation Research
Board, 1988, pp. 251-256.
This paper describes the techniques and relationships developed to design a Serviceability Index
(SI)-based measurement system for acceptance of jointed concrete pavement construction in
Louisiana. Pavement roughness statistics obtained from Mays Ride Meter equipment, a Surface
B-68
OCR for page 325
Dynamics Profilometer, and a Chioe Profilometer were regressed to establish an AASHO Road
Test-based SI measurement system for concrete pavements with 20-foot joint spacings (ST ICE
20~. A 1986 pane! rating of 25 concrete pavements confirmed the validity of the model. Field
testing of 50 newly constructed concrete pavement test sections provided a relationship between
the ST JCP 20 mode! and profile statistics from rolling profilograph equipment and a lO-ft rolling
straightedge. The research resulted in the development of a rational method of providing
specification limits for profiIograph equipment that relate to pavement ricleability. Specification
Omits In terms ot prone stansucs are provided to indicate the quality of paving necessary to
construct a jointed concrete pavement with a Serviceability Inclex of 4.5.
.. .. . . , ,. ~. .. ..
. . ~. .. . .. ~.
Todd, K. B. and B. T. Kulakowski, "Simple Computer Models for Predicting Ride Quality and
Pavement Loading for Heavy Trucks," Transportation Research Record[, Number 1215,
Transportation Research Board, 1989, pp. 137-150.
~,
Increasing pavement damage caused by the increasing number of heavy trucks on today's
highways has promoted concern about the dynamic pavement loads and the ride quality of
trucks. So far, these concerns have been analyzed using only experimental studies and complex
computer programs. This paper presents three possible simple truck models a quarter-truck,
a half-single-unit truck, and a half-tractor semitrailer that can be used on personal computers
to predict ride quality and pavement loading. Numerical values for the model parameters are
suggested for possible standardization. Sample results are presented in the form of vertical
acceleration frequency responses and root mean square vertical acceleration for ride quality and
tire force frequency responses and dynamic unpact factors for pavement loading. The quarter-
truck model overestimated both ride quality and pavement loading when compared to the half-
single-un~t truck modele
Uddin, W., W. R. Hudson, and G. Elkins, "Surface-Smoothness Evaluation and Specifications
for Flexible Pavements," Surface Characteristics of Roadways: International Research and
Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 224-236.
The quality of smoothness of a newly constructed or overlaid pavement dictates the beginning
of pavement management. Adequate acceptance testing procedures and specifications for
pavement smoothness have not been available for flexible pavements. Smoothness specifications
based on a lO-ft (3.05m) straightedge has a number of Mutations and is difficult to Interpret and
administer. This paper describes the results of a comprehensive study of several different
roughness measuring devices undertaken to select suitable device in order to develop and
implement improved specifications for pavement smoothness. The candidate devices included
the 690D Profilometer, Model 8300 Roughness Surveyor, Maysmeter, California Profilograph, and
Rainhart Profilograph.
In this study, the 690D Profilometer ranked highest in overall performance. The paper describes
the benefits arid negative aspects of each type of equipment related to its use for surface-
smoothness measurement and acceptance testing of newly constructed pavements and pavement
overlays. The results are useful for any agency desiring to improve its smoothness measurement
and acceptance testing procedures.
B-69
OCR for page 326
Vorburger, T. F., D. C. Robinson, S. E. Fick, and D. R. Flynn, "Calibration of Road Roughness
Measuring Equipment. Volume I: Experimental Investigation," Number FHWA-RD-89-077,
Federal Highway Administration, 1989.
An extensive series of measurements was made of the performance of a particular mode! of an
inertial road profiling system (IRPS), including evaluation of the noncontact height sensors, the
accelerometers used to establish the inertial reference frame, the distance encoder, the associated
Instrumentation, and the software used to convert the raw data into road elevation profiles. A
field program was carried out which Included rod-anci-leve! surveys of several roads which were
also profiled using the IRPS. The DIPS was also equipped with a commercial response-type road
roughness measurement (RTRRM) system, with accelerometers to measure the vertical vibration
of both the axle and the body of the vehicle, and with a linear potentiometer to measure the
relative displacement between the axle and the body of the vehicle. Separate laboratory
measurements were made to characterize the performance of the commercial RTRRM. Data
collected with the RTRRM and with the auxiliary accelerometers and the linear potentiometer
were compared with s~ngle-number ratings of road roughness as computed from He profiles
measured using the TRPS. This report documents the measurements and analyses that were
carrier! out In order to enable rational development of the calibration and testing procedures that
are given In the companion report, FHWA-RD-89-07S, Calibration of Road Roughness Measuring
Equipment, Volume H: Calibration Procedures.
Vorburger, T. V., D. C. Robinson, S. E. Fick, and D. R. Flynn, "Calibration of Road Roughness
Measuring Equipment. Volume Il: Calibration Procedures," Number FHWA-RD-89-078,
Federal Highway Administration, 1989.
A separate report (FHWA-RD-89-077, Calibration of Roact Roughness Measuring Equipment,
Volume I: Experimental Investigation) documents an extensive series of measurements of the
performance of a commercial inertial road profiling system PEPSI and a commercial response-
type road roughness measurement (RTRRM) system. Based upon the results of these
measurements and upon an analysis of the operation of such equipment, calibration and testing
guides, given in the present report, were developed to assist users in assessment of DIPS and
RTRRM functionality and operating performance.
Walker, R. D. and W. R. Hudson, "Practical Uses of Spectral Analysis with Surface Dynamics
Road Profilometer," Highway Research Record, Highway Research Board, Number 362, 1971,
pp. 10~19.
A brief description of spectral and coherence analyses is provided, along with some practical
examples of their use. The first application is an investigation of differences between an
inexpensive replacement road-foDow~ng wheel and the standard wheel that comes with the
profiIometer. The second example involves construction control and identification of differences
between 2 methods for laying asphaltic base materials. Both of these investigations Involved
statistically designed experiments so that more reliable conclusions could be obtained and
confidence limits defineci. Slope variance and roughness index statistics were examined and
compared with the spectral and coherence analyses results. Extension of these methods may
provide the best approach yet available for development of adequate road profile specifications
and construction condor.
B-70
OCR for page 327
Walker, R. S., "Profilograph Correlation with Present Serviceability Index - Asphalt
Pavements. Final Report," Number DT-FH-7188-72-TX-24; Res. Rept. 579-1 F. Texas University-
Arlington, Texas State Depl. of Highways & Public Transportation, 1989, 53p.
A number of States are beginning to use roughness measurements from the California and
Rainhart profilographs for construction control of rigid pavements. A recent Texas study,
Research Study 8-10-87-56, provided correlations between Present Serviceability Index (PSI) as
obtained from profile measured by the Surface Dynamics Profilometer (SD), and profile index
(Pl) obtained between these profiIographs for rigid pavements. The PI was computed using the
0.! and 0.2 inch blanking bands, which are the ones most commonly used for computing Pl.
This current report provides details on similar study which investigates correlations of PS} with
Rainhart and California profiIograph PI measurements for asphalt pavements and concrete
pavements with asphalt overlays. Two-tenths Ale sections in six different areas of Texas were
measured with these devices for the study. Additionally, as in the first stucly, the 0.1 ant! 0.2
blanking bands were used to compute the Pl. In addition to the correlations with PST,
correlations are also provicled between each profiIograph with one another.
Walker, R. S., "Use of the Siometer for Profile Measurement. Research Report. Final Report,"
FHWA/TX-89-1203-IF;Res Rept 1203-1F, Texas University/FHWA, March 1991.
This project was initiated to Investigate the profile measuring capability of the Siometer or
"Walker self-calibrating process" so that it might be used for various profile measuring
applications. Since the Siometer is capable of providing pavement profile estimates, it was
desired to determine how closely these estimates were to actual profile, or to profile
measurements made by the Surface Dynamics ProfiIometer (SDP) owned by the State. For the
study, profile data from the Siometer was compared to that from the SDP for the same sections.
From the results of the study the self-calibrahng process does a good job of measuring the longer
profile wavelengths (about eight feet and greater). The shorter wavelengths are somewhat
attenuated. The Siometer has been modified to implement the acceleration only, and South
Dakota processes for measuring profiles anct rutting. The acoustic sensor provides better
estimates of the shorter wavelengths which could also make the unit more suitable for profile
measurements.
Walker, R. S. and H-T Lin, "Profilograph Correlation Study with Present Serviceability Index
(PSI). Demonstration Project No. 72. Automated Pavement Data Collection. Final Report.,"
Number FHWA-DP-~072-002; Res. Rept. 569-lF, Texas University-Arlington, Texas State
Department of Highways & Public Transportation, 1988, 71p.
The report provides correlations between Present Serviceability Index (PSI), as obtained from the
Surface Dynamics Profilometer (SDP), and Profile Index (Pl) from He Califor~ua and Rainhart
ProfiIographs. Two tenths mile sections in three areas of Texas new and old rigid pavements
were measured with these devices for the study. In acidition to the correlations with PSI,
correlations are also provicled between roughness data from the Walker Roughness Device
(WRD). A mathematical mode! of the two profilographs is provided and the measuring
capability of He two profilographs to various road profile frequencies or wavelength components
is illustratecI. Power Spectral estimates of the road profile for the various PST classes are also
presented.
B-71
OCR for page 328
Walker, R. S. and H-T Lin, "Profilograph Correlation Study with Present Serviceability Index,"
Transportation Research Record, Number 1196, Transportation Research Board, 1988, pp.
257-275.
Several states are beginning to use roughness measurements from the Rainhart and California
profiIographs for construction control of rigid pavements. Texas is also considering using the
profiIograph for such purposes. However, the relationship between the roughness
measurements provided by these devices and Present Serviceability Index (PSI), as obtained from
the Surface Dynar~ucs Profilometer (SDP), is unknown. Since the Initial PSI of pavements is
currently used in estimating the life of a pavement, the relationship between measurements from
the profilograph and PST is needed. The other two roughness measuring devices used by the
state, He Walker Self-Calibrating Roughness Device (WRD) and the Mays Ride Meter (MRM),
have been correlated to PSI. A common measure of roughness, the PSI, is needed for all
roughness measuring units to maintain consistent measurements. The paper provides
correlations between PSI, as obtained from the SDP, and Profile Index (PI) from the California
and Rainhart Profilographs. In addition to the correlations with PSI, correlations are also
provided between each profilograph with one another and between roughness data from the
WRD. A mathematical model of the two profilographs is provided, and the measuring
capabilities of the two profilographs to various road profile frequencies or wavelength
components are illustrated.
Walker, R. S. and [. T. Phung, "The Walker Roughness Device for Roughness Measurements.
Final Report," FHWAJTX-87/75+479-IF;Res Rept 479-IF, Texas University/Vrexas Dept. of
Hwys./FHWA, July 1987.
A Self-Calibradng Road Roughness Device known as the Walker Roughness Device (WRD) or
Siometer has been under study and evaluation by the Department for the last several years. This
crevice looks promising as a too! to collect road roughness for He Pavement Evaluation System.
There is a very definite need for an automated data collection system for road roughness to
eliminate some of the cost for this operation. This project was Initiated to upgrade the WRD and
develop procedures so it can be used for collecting serviceability index roughness measurements
for the state. This report describes the procedures for correlating the WRD with He SDP and
using the WRD for roughness measurements.
v
Walker, R. S. and R. Beck, "Field Implementation of Non-Contact Profiling and Road
Roughness Equipment. Final Report," Number FHWA/TX-88+394-lF;Res Rept 394-1F, Texas
University/FHWA, August 1988.
The Surface Dynamics ProfiIometer, which has been used for several years by the Texas State
Department of Highways and Public Transportation for road profile and roughness
measurements, was recently updated to include non-contact or laser probes In place of the road
following wheels. The upgrade also included a more up-to-date on-board computing capability.
Likewise, procedures and enhancements to the Walker Roughness Device (WRD, or Siometer)
was also recently completed. This current project was initiated to monitor the usage of this
equipment, making any necessary improvements, etc., as the equipment was being used in actual
field use. The report provides results of various applications of this equipment during the past
year. The data were taken primarily by D-IO personnel.
B-72
OCR for page 329
Walker, R. S. and W. R. Hudson, "Use of Profile Wave Amplitude Estimates for Pavement
Serviceability Measures," Highway Research Record, Highway Research Board, Number 471,
1973, pp. 110-117.
For a number of years, engineers were interested in developing objective criteria for designing
and maintaining highways on the basis of pavement performance, i.e., riding quality. The
development of the serviceability performance concept by Carey and Trick provided a methoct
for developing such criteria. Although this method may seem rather crude to some, it is still the
best methoc] available of those that consider the subjective riding-quality measurements of
highway users. Several classes of instruments have been used for obtaining the objective
measurements required for this concept; one that is the sIope-variance measuring device.
Serviceability index models were developed based on slope variance of road profile ciata
obtained with the surface dynamics profiIometer. Subsequently, a serviceability index model
was cleveloped based on profile wave amplitude estimates of the road profile clata. This latter
mode} has been found to be superior to the slope variance mode} and has now been used
extensively for providing measurements in Texas. This paper describes this mode! and some of
the results of its uses In field operations.
Wambold, }. C. and [. E. DeFrain, "State of the Art of Measurement and Analysis of Road
Roughness," Transportation Research Record, Number 836, Transportation Research Board,
1981, pp. 21-29.
This paper is a review of the state of the art of the measurement and analysis techniques used
to evaluate road roughness. A summary of some European work is included in this review;
however, the emphasis of this paper is on work done in the United States. Road roughness is
defined as the deviations of a pavement surface from a true planar surface with characteristic
dimensions that affect vehicle dynamics, ride quality, dynamic pavement loads, and pavement
clra~nage. Road roughness is measured by two general types of equipment: profiIometers, which
measure these characteristic dimensions directly, and response-type equipment, which measure
surface roughness as a dynamic response of the measuring equipment to that roughness. This
paper discusses (a) the characteristic of road roughness, operating characteristics, and output of
each Ape of roughness measuring equipment and (by the various methods of analysis and their
application to highway safety, ride comfort, dynamic pavement loading, and pavement
serviceability. These methods of analysis have been categorized into two general groups: those
that provide a single number of index such as root mean square, slope variance, or present
serviceability index and those Mat statistically provide more detail than a single index, such as
harmonic analysis or power spectral density. Finally, a summary of present research projects
on new equipment and analysis methods is given.
Woodstrom, I. H., "Measurements, Specifications, and Achievement of Smoothness for
Pavement Construction," NCHRP Synthesis of Highway Practice, Number I, Transportation
Research Board, November 1990, 40p.
This synthesis wiD be of interest to construction engineers, pavement designers, contractors, and
others Interested in construction of new highway pavements with smooth surfaces. Information
is provided on the various devices and specifications Hat are being used to obtain smooth
pavements. The public rates a pavement primarily on its smooth-riding characteristics and
highway agencies recognize that constructing smooth pavements results in fewer problems later
B-73
OCR for page 330
and lower annual maintenance costs. This report of the Transportation Research Board describes
the devices and specifications highway agencies use to ensure that newly constructed pavements
will provide a smooth ride.
Woodstrom, I. H., "The California Profilograph," ASTM Symposium on Measurement,
Control, and Correction of Pavement Roughness in Construction, Phoenix, Arizona, December
8, 1982.
This paper focuses on the California ProfiIograph. The equipment which is a rolling straight
edge type of Profilograph and has been used by California for 25 years for evaluating and
controlling pavement smoothness. Current use of the equipment In evaluating pavement profiles
in accordance with Test Method No. California 526 is discussed. The determination of profile
index used in the evaluation processes is discussed. Typical trigger values of profile index that
may warrant correcting profile defects together with the type of repair technique are presented.
The use and development of other profiIographs in California since the late 1920s is mentioned.
Also mentioned in this paper are typical ProfiIograph information collected using some earlier
profilograph models.
Woodstrom, J. H., 'rThe California Profilograph," Transportation Research Board, 1988.
After experimentation with a lO-foot model, California developed a 25-foot rolling straightedge
profilograph In the early 1950's. This was followed by the development of a test procedure and
specifications which became standards by 1960. These standards and the profilograph
equipment, with only minor changes, have been successfully applied to approximately 15,000
lane miles of concrete pavement construction in California since that time.
Yoder, E. J., "Pavement Evaluation Using Road Meters," Number ^133, Highway Research
Board, 1973.
This workshop brought together engineers and researchers from the United States and Canada
to discuss the development and uses of the road meter. The meeting was divicled into 5 distinct
phases:
2.
3.
4.
5.
Concepts ant! development of the road meter;
Evaluation of the road meter;
Correlation of road meter data with information obtained from other instruments.
Road meter correlation with rating panels and effects of variables; and
Use of the road meter for mass inventories and maintenance studies.
In addition to the formal sessions, a I/2-day session was devoted to field inspection of several
meters. During the field inspection, the participants were permitted to observe operation of the
meters and to ask questions pertinent to their performance. It is difficult to summarize in
several paragraphs the results of a comprehensive extension such as this, but several points were
brought up from time to time by the participants that suggest needed areas of research. It was
agrees! by all attendees that the road meter offers a quick and easy too! for obtaining a large
number of measurements in a short period of time. It was brought out that its greatest
usefulness is probably in mass inventories and in maintenance and priorities planning.
\
B-74
OCR for page 331
The ctiscussions at several points brought out the need for establishing some type of standards
against which road meters of various makes can be calibrated. Perhaps this standard can take
the form of a specially instrumented car or a standard pavement section at some central locale
to which the various meters could be brought for comparative purposes.
Another point that came up on several occasions was the manner In which correlations between
road meter data and serviceability ratings can be made. Some individuals correlate road meter
data with information from the CHLOE, roughometer, or some other instrument, and they then
rely on established serviceability equations previously set up for these instruments. Other
individuals establish their own equations by correlating road meter data with information
obtained from rating panels. This latter method is the preferred method.
Throughout the meeting a great deal of discussion was centered on the accuracy of data obtained
by the roac3 meter. It was recognized that the shock absorbers on the car, the type of vehicle,
the temperature, and many other factors have their effect on the data obtained from the
instrument. However, great advances have been made in eliminating much of the variance
caused by these factors. The null-seeking device recently cleveloped is a major step In this
direction. The null device accounts for shifting of the readings as the test car progresses down
the road. This and other refinements in the instrument have increased its accuracy greatly.
There is little question that additional research should be conducted on this method of
measuring pavement condition. Nevertheless, it is apparent that a great deal of information is
already on hand and that the device can be put into routine use by highway departments In all
parts of the world.
Zhu, I. J. and R. Nayar, "APPARE: A PC Software Package for Automated Pavement Profile
Analysis and Roughness Evaluation," Number 930963, Transportation Research Board, 1993.
ProfiIographs are widely used instrument for characterization, specification and quality contra!
Of initial pavement roughness during highway construction. Pavement roughness is usually
evaluated manually from the profilograms, which are strip charts of profile traces, using a
Blanlcing Band Profile Index (BBPI) algorithm to derive a Profile Index (PI). Consensus appears
to be that the manual BBPI algorithm is laborious, subjective, and prone to operator errors.
Consequently, the results are highly unreliable and unrepeatable. It appears that to date the
BBPI algorithm has not yet been satisfactorily automated. Moreover, it is well-known that the
PI correlates poorly with other widely used roughness indexes, such as the International
Roughness Index (IRI). In this paper we report a new PC software APPARE currently being
developed at the Louisiana State University for Automated Pavement Profile Analysis and
Roughness Evaluation (APPARE) using the profilogram and other types of digitized pavement
profile data. APPARE has an interactive graphical user interface and an image processing engine
capable of digitizing profilograms using commercially available, low cost desktop scanners, and
evaluate the PI and other widely used roughness indexes such as IRT using digitized pavement
profile data from any profiling and roughness measuring instrument. In particular, a fine tuned
computer BBP! algorithm and a new statistical algorithm are developed and successfully
implemented. In addition, the evaluation of a newly proposed statistical roughness index is
implemented for mathematical correlation between the various commonly used roughness
indexes. Future development of this software is also discussed.
B-75
OCR for page 332
on the funciamental of roughness characterization that guided the selection of the standard road
roughness index.
Sayers, M. W. and T. D. Gillespie, "The International Road Roughness Experiment.
Establishing Correlation and a Calibration Standard for Measurements," Number HS-039-586,
International Bank for Reconstruction & Development, 1986.
The International Road Roughness Experiment (IRRE) covered two categories of instruments,
profiIometers and response type road roughness measuring systems (RTRRMs). The analyses
demonstrated a good correlation between the RTRRMs and between the RTRMMs and
profilometer records, and showed that they could ah be calibrated to a single roughness scale
without compromising their accuracy. Thus, all the instruments tested will give outputs which
are sufficiently accurate and reproducible for comparative evaluation, but will need to be
correlated to some given standard to ensure transferability and consistency over time. A large
array of standard Indices were evaluated, some based purely on Me geometric characteristics of
the road profile, some based on simulation of the road profile - vehicle interaction, and some
based on spectral analysis of the roughness recorder output. These analyses, which also Include
measurement traversing speed are described in the text, and elaborated in the Appendices.
Scofield, L. A., "Profilograph Limitations, Correlations, and Calibration Criteria for Effective
Performance-Based Specifications," NCHRP Project 20-7, Task 53.
The purpose of this study was to assess the state-of-~e-practice In the use of profiIographs for
measurement of pavement smoothness. The critical objectives were to evaluate the nature and
extent of problems and to recommend research to accomplish solutions to these problems.
The study conducted a survey of Me states and industry to identify problems and to determine
the state-of-the-practice. A literature search was performed and a limited analysis of the
automated profiIograph filters conducted. The results of this study depict the state-of-the-
practice through 1992.
The California style profilograph has been successfully used for over one half a century to
measure pavement profiles. It has been the principal Instrument used in the acceptance of
concrete pavement ride qualities. During the 19SOs, the profiIograph was automated by
computerizing the data collection and trace reduction and analysis. This created concern in the
industry regarding the appropriateness of the results produced by the newer version. At this
same time there was increasing interest in development and use of ~ncentive-disincentive
specifications which placed higher emphasis on measurement accuracy.
The results of the state surveys Indicated that 90°/O of the respondents believe that smoother
pavements reduce life-cycle costs and that smoothness requirements will Increase in the future.
Currently, the majority of the states use the profiIograph for acceptance of pavement smoothness.
Approximately 25% of the profiIographs In use by the states are computerized.
The five highest ranked problems cletermined by the state survey ~nclucle, from highest to
lowest; comparing profilographs to other roughness measurement devices, trace reduction
repeatability, effect of short wavelengths on profile index, interpretations of profiIograph traces,
and production rate of testing.
B-62
Representative terms from entire chapter:
road roughness
