Academic literature on the topic 'Pavement surface profile'
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Journal articles on the topic "Pavement surface profile"
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Al-Qadi, Imad L., Samer Lahouar, Kun Jiang, Kevin K. McGhee, and David Mokarem. "Accuracy of Ground-Penetrating Radar for Estimating Rigid and Flexible Pavement Layer Thicknesses." Transportation Research Record: Journal of the Transportation Research Board 1940, no. 1 (2005): 69–78. http://dx.doi.org/10.1177/0361198105194000109.
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In this paper, the accuracy of ground-penetrating radar (GPR) for estimating pavement layer thicknesses is studied on the basis of the investigation of 17 pavement sites in Virginia. The considered sites have different types of pavement systems (flexible, continuously reinforced, jointed concretes, and composite) and different ages (0 to 5 years; 10 to 15 years; older than 20 years with a surface less than 10 years; and older than 20 years with a surface older than 10 years). Because of the diversity of the test sections considered, the accuracy of the GPR thicknesses was studied for pavement age for the same type of pavement and against pavement type for sites of the same age category. For flexible pavements, the GPR thickness error was found to increase as the pavement's age increased (4.4% error for pavements 0 to 5 years old versus 5.8% error for pavements older than 20 years with surfaces older than 10 years). Moreover, for the same age category, flexible pavements were found to have a relatively high thickness error (4.4%) compared with the continuously reinforced concrete pavements (3.0%) and with the jointed plain concrete pavements (2.3%) because of the relative homogeneity of concrete for electromagnetic wavelength when compared with the different dielectric profile of aged hot-mix asphalt layer.
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Fernando, Emmanuel G. "Evaluation of Accuracy of Surface Profilers." Transportation Research Record: Journal of the Transportation Research Board 1699, no. 1 (2000): 127–33. http://dx.doi.org/10.3141/1699-18.
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The Texas Department of Transportation (TxDOT) is implementing smoothness specifications based on profilograph testing as part of its construction quality control/quality assurance (QC/QA) program. Automated California-type profilographs are now used in most tests, in which the equipment is pushed over a prescribed wheelpath. It appears that smoothness specifications will continue to be based on the profilograph, at least for the short term. However, in view of advances in profiling technology, it becomes prudent to investigate other methods of measuring surface profiles and to develop smoothness specifications based on profilers that offer greater accuracy and higher production rates. In pursuit of its goal of providing smooth pavements, TxDOT initiated a research project with the Texas Transportation Institute to develop a smoothness specification for asphalt concrete overlays based on the new generation of pavement profilers, which offer greater accuracy in profile measurement relative to the profilographs now used in construction projects. Among other things, this research project evaluated a number of profile-measuring devices to establish the availability of equipment for implementing a new profile-based smoothness specification in Texas. This evaluation showed that lightweight profilers provide a basis for developing and implementing smoothness specifications that are based on surface profile. Since surface smoothness is commonly monitored using inertial profilers in pavement condition surveys conducted for pavement management, having the initial profile allows highway agencies to tie the as-built smoothness to the rest of the performance history and thus maintain a consistent historical record of surface smoothness throughout the pavement life cycle.
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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 (2021): 623. http://dx.doi.org/10.3390/buildings11120623.
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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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Gkyrtis, Konstantinos, Andreas Loizos, and Christina Plati. "Integrating Pavement Sensing Data for Pavement Condition Evaluation." Sensors 21, no. 9 (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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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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Cary, Carlos E., Zilong Wang, Hao Yin, Navneet Garg, and Ryan Rutter. "Effect of Pavement Structure on the Mechanical Response and Performance of Perpetual Pavements at the National Airport Pavement Test Facility." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 23 (2018): 31–39. http://dx.doi.org/10.1177/0361198118756619.
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Construction Cycle 7 (CC7) conducted at the FAA National Airport Pavement Test Facility (NAPTF) was aimed to study the effect of hot mix asphalt (HMA) layer thickness and develop perpetual pavement design criterion for airfield flexible pavements. Four fully instrumented perpetual test pavements were designed, constructed, and tested, with all test items trafficked under heavy aircraft loads using a three duals in tandem configuration. Pavement condition was monitored using heavy weight deflectometer tests, distress surveys, and surface profiles. Comprehensive response data analysis revealed that increasing HMA layer thickness significantly reduced the tensile strain at the bottom of the HMA layer, permanent deformation in the unbound layer, and vertical stress at top of the subgrade. Thicker HMA test items exhibited better rutting performance, as evidenced in both multiple depth deflectometer and surface profile data. The interaction between HMA layer temperature and thickness was captured in the pressure cell responses. More tests are planned to determine the threshold HMA strain to prevent fatigue cracking.
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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 (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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Cantisani, Giuseppe, Salvatore Bruno, Antonio D’Andrea, Giuseppe Loprencipe, Paola Di Mascio, and Laura Moretti. "Methods for Measuring and Assessing Irregularities of Stone Pavements—Part II." Sustainability 15, no. 4 (2023): 3715. http://dx.doi.org/10.3390/su15043715.
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This two-part manuscript presents a comprehensive methodology for the irregularity assessment of urban stone pavements. The proper road surface assessment using key performance indicators is necessary to plan appropriate maintenance strategies. However, there are no monitoring methods or evaluation criteria for stone pavements whose surfaces are more uneven than traditional ones due to their structural characteristics. Therefore, it is useful to define criteria for assessing irregularities considering the comfort experienced by road users and classify their conditions. This second part presents the geometric and comfort analyses of 40 urban branch profiles to describe pavement unevenness. In particular, four methods have been investigated: the International Roughness Index (IRI) according to ASTM E1926, the surface profile classification according to ISO 8608, the comfort index (awz) according to ISO 2631, and the straightedge analysis for stone pavements (SASP) proposed by the authors that is able to evaluate the effect of localized irregularities, taking into account different urban vehicles. In conclusion, four classes have been defined to describe geometric and comfort conditions that can support road manager decisions in order to implement an effective pavement management system.
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Suman, S., and B. Prasad. "Analysis and Implementation of Modified Steelguard on Runway and Flexible Pavement." Journal of Building Construction 1, no. 3 (2019): 1–5. https://doi.org/10.5281/zenodo.3553477.
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Pavement maintenance is the part of highway engineering which deals with the function and performance of roads surface. Due to passes of time, higher traffic and distresses in the pavement, it functional performance is not achieved that’s why maintenance is required. Now a day, we use asphalt emulsion on larger scale for preventive maintenance, due its better results in materials binding capacity, available economically, easy in operation and many other reasons. Here we use an asphalt emulsion product which is named as Steel guard with Polymer modifiers like Acrylic copolymer or Polyvinyl acetate, for preservation and rehabilitation of flexible pavements, runways, taxiways and etc. It was intended to re establish minor pavement surface profile loss and expertly seal all asphalt top surfaces against quick deterioration from sun, natural conditions, tire friction or scraped area and gentle chemical attack.
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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 (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.
Dissertations / Theses on the topic "Pavement surface profile"
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Ďuriš, Samuel. "Měření nerovností povrchů vozovek." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2020. http://www.nusl.cz/ntk/nusl-414305.
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The subject of the master thesis is to verify the possibility of application of geodetic methods to determine longitudinal and transverse pavement surface roughnesses. Geodetic techniques are compared to techniques specified in ČSN 73 6175. Subject of testing is absolute and relative accuracy of altitude measurement and accuracy of roughness parameter determination. As a result, the graphic interpretation of these parameters and deviations from reference values are presented in the current document. Practical use of the surveying methods is evaluated based on the application of the above mentioned techniques and the results of accuracy analysis.
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Gordon, Michael Oliver. "Non-destructive investigation of surface and sub-surface road pavement profiles." Thesis, University of Edinburgh, 2000. http://hdl.handle.net/1842/13938.
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Lundberg, Joacim. "Non-Exhaust PM10 and Road Dust." Licentiate thesis, Statens väg- och transportforskningsinstitut, Miljö, MILJÖ, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-222155.
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Non-exhaust PM10 is an issue in the urban environment linked to health issues. Emissions of non-exhaust PM10 is relatable to pavement properties. Also of importance is resuspension of road dust stored from surfaces. This depends on the traffic and metrological conditions. Given this, the purpose of the thesis was to give an overview limited to Sweden and the Nordic countries regarding non-exhaust PM10 emissions and road dust. The overview includes how particles are related to human health. Also included is the principle of how particles are emitted from road surface and tyre interaction, both directly and through resuspension of road dust. This thesis also includes an overview of how the use of studded tyres impact on asphalt surfacings and how the properties of the materials used impact on the abrasion wear. This is then linked to the emissions of non-exhaust particles. Further described is how measurements can be done of ambient particles and road dust, followed on two major models for road abrasion wear and non-exhaust PM prediction. Also included is how road operation, e.g. traction sanding and dust binding, influence the particle emissions together with other options to reduce the emissions through, e.g. limiting the use of studded tyres. One special issue discussed in this thesis is the lack of holistic view regarding the environmental problems in the urban environment with focus on particle emissions and road noise emissions, both from the road surface and tyre interaction. Currently the most problematic issue is prioritized and the resulting solution to that specific problem might increase other problems. This thesis shows that much knowledge is available regarding non-exhaust PM10 emissions and road dust, but also that several knowledge gaps exists. Several suggestions on further studies is given together with a brief overview on the continued work forward from this thesis.<br>Icke-avgasemissioner av PM10 är ett problem i urbana miljöer länkat till flera hälsoaspekter. Dessa emissioner kan relateras till beläggningars egenskaper. Även resuspension av vägdamm från ytor är av betydelse och beror på både trafiken och meterologin. Baserat på detta är syftet med denna avhandling att ge en översikt kring icke-avgas PM10 emissioner och vägdamm, begränsat till Sverige och de övriga nordiska länderna. Denna översikt inkluderar hur partiklar relaterar till människans hälsa. Annat som inkluderas är hur partiklarna emitteras från vägyta-däckinteraktionen, både direkt och genom resuspension av vägdamm. Avhandlingen inkluderar även en översikt kring hur användandet av dubbdäck inverkar på vägbeläggningar och hur dess egenskaper inverkar på nötningsslitage. Detta länkas därefter till partikelemissioner. Vidare beskrivs även hur mätningar kan genomföras av partiklar samt vägdamm vilket följs upp av beskrivningar kring två större modeller kring prediktion av nötningsslitage och prediktion av icke-avgasemissioner. Även hur driftåtgärder inverkar på emissionerna tillsammans med alternativ för att minska emissionerna tas upp. Ett särskilt problem som tas upp i avhandlingen är bristen på helhetssyn beträffande miljöproblem i den urbana miljön med fokus på partikel- och bulleremissioner från vägyta-däckinteraktionen. För närvarande brukar det värsta problemet prioriteras och lösningen till det detta problem kan i sin tur medföra att andra miljöproblem istället förvärras. Denna avhandling visar på att mycket kunskap existerar kring icke-avgasemissioner av PM10 och kring vägdamm, men även att flertalet kunskapsluckor existerar. Flertalet förslag på vidare studier ges tillsammans med en överblick kring det fortsatta arbetet.<br><p>QC 20180202</p>
Books on the topic "Pavement surface profile"
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Cenek, P. D. Review of instruments for measuring the texture profile of road surfaces. Transit New Zealand, 1996.
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Guidelines for longitudinal pavement profile measurement. National Academy Press, 1999.
Find full textBook chapters on the topic "Pavement surface profile"
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Lundberg, Thomas, Ulf Sandberg, Luc Goubert, Wout Schwanen, and Robert Rasmussen. "Reference calculations and implementation of mean profile depth." In Roads and Airports Pavement Surface Characteristics. CRC Press, 2023. http://dx.doi.org/10.1201/9781003429258-31.
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Jain, Subham, Animesh Das, and K. S. Venkatesh. "A Method to Reduce Occlusion While Measuring Pavement Surface Profiles Using Triangulation Based Laser Scanners." In RILEM Bookseries. Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-46455-4_12.
Full textConference papers on the topic "Pavement surface profile"
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Lee, Hyung, Syed Haider, Karim Chatti, and Neeraj Buch. "Effect PCC Slab Curling and Warping on Pavement Roughness." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/88enhr0e.
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Longitudinal profile measurements are vital for assessing the functional performance in terms of smoothness for new and existing pavements. However, the longitudinal profiles of Jointed Concrete Pavements (JCP) are significantly affected by temporal and diurnal changes that influence curling and warping of the concrete slabs. Therefore, consideration of such effect is essential for accurate assessment of pavement smoothness. The longitudinal profile measurements are commonly summarized by the International Roughness Index (IRI) that reduces the thousands of elevation values into a single value. However, no matter which index is calculated from a longitudinal profile, the quality of the information is only as good as the profile measurement. Thus, there is a need to evaluate the impacts of temporal (seasonal temperature/moisture and daily temperature) variations on longitudinal profile measurements, especially for JCPs. In this study, a new method is proposed for separating the curvature related IRI (i.e., due to curling and warping) from the non-curvature related IRI (i.e., due to other distresses such as spalling, faulting, etc). The level of curling and warping within each profile was summarized in terms of the Pseudo Strain Gradient (PSG). Examples from a couple of JCP sections indicated that temporal variations during a single day could have significant impacts on IRI. Results show that diurnal variations in PSG explained many of the changes in roughness over time. Such influence of seasonal and daily IRI variations can influence current practices—how highway agencies collect surface roughness for pavement management purposes and perform smoothness measurements for construction quality control.
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Handler, Johannes, and Paul O'Leary. "Pavement Macrotexture Evaluation for Tire Test Benches using Surface Profile Measurements." In 2022 IEEE International Instrumentation and Measurement Technology Conference (I2MTC). IEEE, 2022. http://dx.doi.org/10.1109/i2mtc48687.2022.9806594.
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Kleizienė, Rita, Audrius Vaitkus, Jurgita Židanavičiūtė, and Evaldas Marcinkevičius. "Classification of Surface Temperature for the Flexible Pavement Design." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.139.
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Surface temperature significantly affects the asphalt layers modulus and entire pavement structure response to vehicles traffic loading. Because of the rheological properties of bitumen binders, the asphalt performs similarly to temperature-susceptible visco-elastic materials. The historical temperature data of local regions is necessary to design sustainable pavement structures. Likewise, the layers’ material mechanical properties determined at specific temperatures is essential for proper design too. This paper presents an analysis of pavement surface temperature classification results. Data analysis covers temperature data from the Road Weather Information Stations from the past ten years. An analysis of various temperature profile forecast methods is presented, followed by a review of recent research on the impact of temperature and cause of failure. Particular emphasis is laid on sorting the qualitative temperature data. The complete linkage clustering method had been used for establishing the most similar pairs for classification. Accordingly, the territory of Lithuania was divided into three main regions with different pavement temperature distributions for each temperature interval. Temperature classification along these lines enables pavement responses to be estimated over the pavement design life.
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Tran, Q. K., C. Lin, T. Wu, H. Cao, E. Pan, and Y. Po. "Deep Learning Inversion of Shear Wave Velocity Profile for Pavement Using Frequency-Velocity Spectra." In 7th Asia Pacific Meeting on Near Surface Geoscience and Engineering. European Association of Geoscientists & Engineers, 2025. https://doi.org/10.3997/2214-4609.202572060.
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Xue, Shanguang, Dongjie Liu, Chihang Zhao, Yanwei Li, Youfeng Zheng, and Yang Liu. "A Two-stage 3D Pavement Crack Detection Procedure Based on Primary Surface Profile Optimization." In 2021 IEEE 6th International Conference on Signal and Image Processing (ICSIP). IEEE, 2021. http://dx.doi.org/10.1109/icsip52628.2021.9688920.
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Bulusu, Venkata Joga Rao, Kusam Sudhakar Reddy, and Muppireddy Amarnatha Reddy. "Challenges in the Construction of Concrete Pavements: An Indian National Highway Construction Experience." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/z8i37uhw.
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The construction of cement concrete pavement is a very complex and sensitive process with many factors influencing the quality of concrete and the quality of finished pavement surface. In this paper, the authors presented the construction related issues faced during the construction of a national highway section in India. The major issues discussed are the edge collapse near horizontal curves in winter season in slip form paving method, uneven surface profile caused due to frequent starting and stopping of paver machine due to the difference in the mix delivery speed and the paver speed, the unexpected random cracking in a section of concrete pavement due to the delayed joint sawing, and the insertion marks of dowel bars in the concrete layer to name a few. The range of reasons that lead to theses challenging situations vary from the slope of super elevation to the frequency of vibration used for the dowel bar insertion. To further complicate the construction process, the variability in the quality of cement and super-plasticizer supplied to the construction site necessitate the frequent adjustments in the mix proportions to match the requirements of strength and workability. The selection of joint sawing time is equally difficult with many variables controlling the setting and hardening of concrete mix. The details of the highway section are: concrete layer thickness is 280 mm and concrete mix is of M40 grade, constructed over dry lean concrete sub-base of 150 mm thickness with a 125 microns' thick polythene separation sheet used for de-bonding.
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Yoon, Youngsam, Hyungjoo Kim, Sang Kwon Lee, Jaekil Lee, Sunguk Hwang, and Sehwan Ku. "Tire–Road Friction Estimation and Classification Based on a CNN using Tire Acoustical Signals for Autonomous Driving Vehicles." In WCX SAE World Congress Experience. SAE International, 2025. https://doi.org/10.4271/2025-01-8761.
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<div class="section abstract"><div class="htmlview paragraph">Advanced driver assistance systems (ADASs) and driving automation system technologies have significantly increased the demand for research on vehicle-state recognition. However, despite its critical importance in ensuring accurate vehicle-state recognition, research on road-surface classification remains underdeveloped. Accurate road-surface classification and recognition would enable control systems to enhance decision-making robustness by cross-validating data from various sensors. Therefore, road-surface classification is an essential component of autonomous driving technologies. This paper proposes the use of tire–pavement interaction noise (TPIN) as a data source for road-surface classification. Traditional approaches predominantly rely on accelerometers and visual sensors. However, accelerometer signals have inherent limitations because they capture only surface profile properties and are often distorted by the resonant characteristics of the vehicle structure. Similarly, image-based signals are susceptible to external factors such as lighting conditions, obstacles, and motion blur, which can compromise their reliability. In contrast, TPIN signals offer a more comprehensive representation of both the surface profile and texture characteristics of the road. Additionally, TPIN signals are less susceptible to environmental interferences that affect image-based methods. The TPIN signals are transformed into two-dimensional images using time–frequency analysis. These transformed images are subsequently utilized in conjunction with a convolutional neural network (CNN) architecture to evaluate the feasibility of a robust road-surface classification system. The system was implemented using MATLAB Simulink. Furthermore, this study explored the application of CNN-based artificial intelligence techniques to predict the tire–road friction coefficients across various road surfaces, providing a deeper understanding of the underlying principles governing tire–road interactions.</div></div>
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Lucido, Samuel P., and Willard Wilson. "Construction and Evaluation of a Bituminous Roadway Constructed With Municipal Solid Waste Combustor Ash." In 9th Annual North American Waste-to-Energy Conference. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/nawtec9-102.
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Abstract County State Aid Highway (CSAH) 13, located in Polk County Minnesota, was to be paved with 2.25 miles of new bituminous in October of 2000. Prior to the end of the 2000 construction season, a portion of one lane of the base course was installed, with the remainder to be completed in spring of 2001. The bituminous was amended with ash generated at the municipal solid waste combustor located in Fosston Minnesota. One third of the road was to be paved with traditional bituminous, one third was to be paved with bituminous in which a portion of the aggregate was replaced with “new” ash and one third was to be paved with bituminous in which a portion of the aggregate was replaced with “old” ash. “New” combustor ash is ash generated after the installation of an up-front materials recovery facility (MRF) and “old” combustor ash is ash generated before the installation of the MRF. Ash-amended bituminous was to be used in the base course and binder course of the pavement profile. Significant environmental and structural testing was performed prior to construction. Environmental and structural testing was also performed simultaneously with the construction process. Environmental testing completed in 2000 included: analysis of stack emissions from the bituminous plant, evaluation of breathing zone particulates at the bituminous plant, and analysis of surface water runoff from the ash-amended bituminous. Structural testing included trial mix design parameters. The road was also instrumented to collect water that may infiltrate through the ash-amended bituminous. Environmental testing to be completed in 2001 includes: evaluation of impacts to soils adjacent to the roadway and evaluation of infiltration water collected in the under-pavement collectors. Post-construction pavement testing is also to be completed in 2001. This paper presents the initial results of environmental and structural testing as well as construction issues.
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Rodrigues, L. P., R. C. Silva, and A. B. S. Oliveira. "Multibody Dynamic Simulation of a Double ‘A’ Suspension Focusing on the Lower Control Arm Fatigue Life Analysis." In ASME 2017 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/imece2017-71779.
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A vehicle suspension subsystem consists of springs, shock absorbers and linkages, which attach to the wheels and chassis. The interaction between vehicle suspension and road generates dynamic forces in the suspension subsystem. In fact, vehicles travel at variable speed suffering a wide spectrum of vibrations and, usually, road profiles describe the roughness of the pavement surface, which represent their elevation as a function of a distance traveled or time. Consequently, suspension subsystem undergoes complex loading history that never reaches a level sufficient to cause failure in a single application. This means that components may fail due to fatigue. At this context a Double A suspension, which has two sets of linkages called lower and upper control arms, could fail by fatigue according to MBS and FEA. Thus, this work aims to present a MBS analysis of a Double A suspension submitted to a random road profile using a multibody commercial software. The fatigue life analysis focus in the lower control arm (LCA). For this, forces components (longitudinal, vertical and lateral force) and torques, composed by eleven loading history acting on pre-defined points at the LCA, characterize the response of the component in such a situation. In fact, forces computed by multibody simulations improve the FEA by providing better assessment of how they vary throughout the random profile. For FEA, a methodology is proposed to simplify the loads acting at this element and perform the fatigue analysis by finite element method, in which transient analysis was performed. This work represents a secondary stage of a broader study concerning the proposition of a constant amplitude proportional loading road profile based on the fatigue life results obtained from the complex loading history. Thus, it is expected to obtain in future works a simple signal to reproduce in numerical simulations, especially in fatigue analysis, and in experimental tests.
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Muslim, Hamad B., and Syed W. Haider. "Impact of Seasonal and Diurnal Profile Measurements on Surface Roughness of Rigid Pavements—LTPP SMP Study." In International Airfield and Highway Pavements Conference 2021. American Society of Civil Engineers, 2021. http://dx.doi.org/10.1061/9780784483503.024.
Full textReports on the topic "Pavement surface profile"
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Nantung, Tommy E., Jusang Lee, John E. Haddock, et al. Structural Evaluation of Full-Depth Flexible Pavement Using APT. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317319.
Full textAbstract:
The fundamentals of rutting behavior for thin full-depth flexible pavements (i.e., asphalt thickness less than 12 inches) are investigated in this study. The scope incorporates an experimental study using full-scale Accelerated Pavement Tests (APTs) to monitor the evolution of each pavement structural layer's transverse profiles. The findings were then employed to verify the local rutting model coefficients used in the current pavement design method, the Mechanistic-Empirical Pavement Design Guide (MEPDG). Four APT sections were constructed using two thin typical pavement structures (seven-and ten-inches thick) and two types of surface course material (dense-graded and SMA). A mid-depth rut monitoring and automated laser profile systems were designed to reconstruct the transverse profiles at each pavement layer interface throughout the process of accelerated pavement deterioration that is produced during the APT. The contributions of each pavement structural layer to rutting and the evolution of layer deformation were derived. This study found that the permanent deformation within full-depth asphalt concrete significantly depends upon the pavement thickness. However, once the pavement reaches sufficient thickness (more than 12.5 inches), increasing the thickness does not significantly affect the permanent deformation. Additionally, for thin full-depth asphalt pavements with a dense-graded Hot Mix Asphalt (HMA) surface course, most pavement rutting is caused by the deformation of the asphalt concrete, with about half the rutting amount observed within the top four inches of the pavement layers. However, for thin full-depth asphalt pavements with an SMA surface course, most pavement rutting comes from the closet sublayer to the surface, i.e., the intermediate layer. The accuracy of the MEPDG’s prediction models for thin full-depth asphalt pavement was evaluated using some statistical parameters, including bias, the sum of squared error, and the standard error of estimates between the predicted and actual measurements. Based on the statistical analysis (at the 95% confidence level), no significant difference was found between the version 2.3-predicted and measured rutting of total asphalt concrete layer and subgrade for thick and thin pavements.
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Ward, Andrew, and Craig Rutland. Development of an inertial profiler specification for airfield pavement construction. Engineer Research and Development Center (U.S.), 2024. http://dx.doi.org/10.21079/11681/49447.
Full textAbstract:
The US Army Engineer Research and Development Center (ERDC) developed a test method and specification for measuring the smoothness of newly constructed airfield pavements using the inertial profiler. The limitations inherent in the currently accepted measurement system, the California-type profilograph, are detailed in this report. The effort detailed herein draws attention not only to the superior repeatability of the inertial profiler but also to the device’s ability to report true surface profile more accurately than the California-type profilograph. Correlations were drawn between the two devices with high (greater than 0.8) goodness-of-fit, and recommendations were made pertaining to the use of inertial profilers in place of California-type profilographs. These recommendations were not only founded on the data collected and analyzed in this effort but are also consistent with the current state of practice for other federal agencies, such as the Federal Aviation Administration and the Federal Highway Administration.
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Wei, Fulu, Ce Wang, Xiangxi Tian, Shuo Li, and Jie Shan. Investigation of Durability and Performance of High Friction Surface Treatment. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317281.
Full textAbstract:
The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.
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Robinson, W. Full-scale evaluation of multi-axial geogrids in road applications. Engineer Research and Development Center (U.S.), 2022. http://dx.doi.org/10.21079/11681/43549.
Full textAbstract:
The U.S. Army Engineer Research and Development Center (ERDC) constructed a full-scale unsurfaced test section to evaluate the performance of two prototype geogrids, referred to as NX950 and NX750, in road applications. The test section consisted of a 10-in.-thick crushed aggregate surface layer placed over a very weak 2 California Bearing Ratio (CBR) clay subgrade. Simulated truck traffic was applied using one of ERDC’s specially designed load carts outfitted with a single-axle dual wheel truck gear. Rutting performance and instrumentation response data were monitored at multiple traffic intervals. It was found that the prototype geogrids improved rutting performance when compared to the unstabilized test item, and that the test item containing NX950 had the best rutting performance. Further, instrumentation response data indicated that the geogrids reduced measured pressure and deflection near the surface of the subgrade layer. Pressure response data in the aggregate layer suggested that the geogrids redistributed applied pressure higher in the aggregate layer, effectively changing the measured stress profile with an increase in pavement depth.
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Berney, Ernest, Jami Lynn Daugherty, and Lulu Edwards. Validation of the automatic dynamic cone penetrometer. Engineer Research and Development Center (U.S.), 2022. http://dx.doi.org/10.21079/11681/44704.
Full textAbstract:
The U.S. military requires a rapid means of measuring subsurface soil strength for construction and repair of expeditionary pavement surfaces. Traditionally, a dynamic cone penetrometer (DCP) has served this purpose, providing strength with depth profiles in natural and prepared pavement surfaces. To improve upon this device, the Engineer Research and Development Center (ERDC) validated a new battery-powered automatic dynamic cone penetrometer (A-DCP) apparatus that automates the driving process by using a motor-driven hammering cap placed on top of a traditional DCP rod. The device improves upon a traditional DCP by applying three to four blows per second while digitally recording depth, blow count, and California Bearing Ratio (CBR). An integrated Global Positioning Sensor (GPS) and Bluetooth® connection allow for real-time data capture and stationing. Similarities were illustrated between the DCP and the A-DCP by generation of a new A-DCP calibration curve. This curve relates penetration rate to field CBR that nearly follows the DCP calibration with the exception of a slight offset. Field testing of the A-DCP showed less variability and more consistent strength measurement with depth at a speed five times greater than that of the DCP with minimal physical exertion by the operator.
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Habib, Ayman, Darcy M. Bullock, Yi-Chun Lin, and Raja Manish. Road Ditch Line Mapping with Mobile LiDAR. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317354.
Full textAbstract:
Maintenance of roadside ditches is important to avoid localized flooding and premature failure of pavements. Scheduling effective preventative maintenance requires mapping of the ditch profile to identify areas requiring excavation of long-term sediment accumulation. High-resolution, high-quality point clouds collected by mobile LiDAR mapping systems (MLMS) provide an opportunity for effective monitoring of roadside ditches and performing hydrological analyses. This study evaluated the applicability of mobile LiDAR for mapping roadside ditches for slope and drainage analyses. The performance of alternative MLMS units was performed. These MLMS included an unmanned ground vehicle, an unmanned aerial vehicle, a portable backpack system along with its vehicle-mounted version, a medium-grade wheel-based system, and a high-grade wheel-based system. Point cloud from all the MLMS units were in agreement in the vertical direction within the ±3 cm range for solid surfaces, such as paved roads, and ±7 cm range for surfaces with vegetation. The portable backpack system that could be carried by a surveyor or mounted on a vehicle and was the most flexible MLMS. The report concludes that due to flexibility and cost effectiveness of the portable backpack system, it is the preferred platform for mapping roadside ditches, followed by the medium-grade wheel-based system. Furthermore, a framework for ditch line characterization is proposed and tested using datasets acquired by the medium-grade wheel-based and vehicle-mounted portable systems over a state highway. An existing ground filtering approach is modified to handle variations in point density of mobile LiDAR data. Hydrological analyses, including flow direction and flow accumulation, are applied to extract the drainage network from the digital terrain model (DTM). Cross-sectional/longitudinal profiles of the ditch are automatically extracted from LiDAR data and visualized in 3D point clouds and 2D images. The slope derived from the LiDAR data was found to be very close to highway cross slope design standards of 2% on driving lanes, 4% on shoulders, as well as 6-by-1 slope for ditch lines. Potential flooded regions are identified by detecting areas with no LiDAR return and a recall score of 54% and 92% was achieved by the medium-grade wheel-based and vehicle-mounted portable systems, respectively. Furthermore, a framework for ditch line characterization is proposed and tested using datasets acquired by the medium-grade wheel-based and vehicle-mounted portable systems over a state highway. An existing ground filtering approach is modified to handle variations in point density of mobile LiDAR data. Hydrological analyses, including flow direction and flow accumulation, are applied to extract the drainage network from the digital terrain model (DTM). Cross-sectional/longitudinal profiles of the ditch are automatically extracted from LiDAR data, and visualized in 3D point clouds and 2D images. The slope derived from the LiDAR data was found to be very close to highway cross slope design standards of 2% on driving lanes, 4% on shoulder, as well as 6-by-1 slope for ditch lines. Potential flooded regions are identified by detecting areas with no LiDAR return and a recall score of 54% and 92% was achieved by the medium-grade wheel-based and vehicle-mounted portable systems, respectively.