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1
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.
2
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.
8
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.
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Loprencipe, Giuseppe, Salvatore Bruno, Giuseppe Cantisani, Antonio D’Andrea, Paola Di Mascio, and Laura Moretti. "Methods for Measuring and Assessing Irregularities of Stone Pavements—Part I." Sustainability 15, no. 2 (2023): 1528. http://dx.doi.org/10.3390/su15021528.
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Stone pavements are the historical, architectural, and cultural heritage of lots of cities in Italy and the world. Road managers should be able to make decisions on the global conditions to define the most suitable strategies and maintenance interventions for every type of pavement. There are no standard monitoring methods or criteria for evaluating stone pavement performance. These pavements have more uneven surfaces than traditional pavements, but this characteristic could be accepted if type of vehicles and relative travel conditions are considered. Therefore, it is useful to define criteria for assessing roughness considering the comfort experienced by users in different vehicles. In this research, both traditional and innovative methodologies for assessing irregularities have been investigated using true stone surface profiles. In this regard, traditional performance indicators such as the International Roughness Index (IRI) defined by the ASTM E1926, the ISO 8608 classification, and the frequency-weighted vertical acceleration (awz) provided by ISO 2631-1 for comfort assessment have been considered. In the case of comfort assessment, three dynamic vehicle models (bike, automobile, and bus) have been adopted. Finally, this two-part paper also proposes an innovative straightedge analysis for stone pavements (SASP) to evaluate the effect on traffic of both pavement profile roughness and localized irregularities. In this way, the authors aim to provide an effective tool to monitor stone pavements.
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You, Qing Long, Nan Xiang Zheng, and Gang Lei Shi. "Study on Temperature Distribution Characteristic of Asphalt Mixtures of Bridge Deck." Advanced Materials Research 163-167 (December 2010): 1829–32. http://dx.doi.org/10.4028/www.scientific.net/amr.163-167.1829.
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Flexible pavements comprise a majority part of highways in china. Many highway bridges are constructed in these highways. These primary highway bridges are subjected to the same heavy loading as the conventional asphalt pavement, but caused much more significant damage than the conventional asphalt pavement. As hot-mix asphalt (HMA) is a visco-elastic material and the all around environment is different between road pavement and bridge deck, the structural or load-carrying capacity of road pavement and bridge deck is different. Thus, to accurately determine in situ strength characteristics of flexible pavement, it is necessary to predict the temperature distribution within the HMA layers and find the difference between road pavement and bridge deck. The majority of previously published research concentrated on pavement temperature prediction. To confirm the bridge deck temperature profile, observing the temperature at bridge deck and road pavement for two months. Compared with the temperature profile of bridge deck and road pavement, find the difference between them. Then some daily temperature prediction models are analyzed and develop a modified double-sine model to simulate the surface temperature variation of bridge deck.
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Wang, Hao, Maoyun Li, and Navneet Garg. "Airfield Flexible Pavement Responses under Heavy Aircraft and High Tire Pressure Loading." Transportation Research Record: Journal of the Transportation Research Board 2501, no. 1 (2015): 31–39. http://dx.doi.org/10.3141/2501-05.
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This paper investigates airfield flexible pavement responses under heavy aircraft and high tire pressure loading considering the realistic aircraft tire–pavement interaction. An advanced three-dimensional finite element model was developed; it characterized the hot-mix asphalt layer as a viscoelastic material and used implicit dynamic analysis to predict time-and temperature-dependent pavement responses under various loading conditions. The tire loadings were simulated as moving loads having uniform and nonuniform contact stress distributions. To illustrate the effect of moving load, stationary loading analysis was conducted with the equivalent modulus determined from the middepth pulse time under moving loading. Two temperature profiles were considered in the analysis, as compared with the constant temperature profile using the average temperature. The pavement responses in the asphalt layer (tensile, compressive, and shear strains) under different loading conditions were calculated and analyzed in terms of pavement failure mechanisms. The results emphasized the importance of considering nonuniform contact stresses and moving load in airfield pavement analysis. On the contrary, applying the average temperature profile in summer was a conservative approach for predicting fatigue cracking potential but underestimated rutting or near-surface cracking potential in the airfield pavement. The rut depths in the asphalt layer were predicted by using mechanistic–empirical performance models and compared with the measurements from the full-scale test. The results suggested that specific calibration parameters should be developed to provide accurate prediction of rut depth for airfield pavements.
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Cumbaa, Steven L. "Using the International Roughness Index for Profilograph Trace Reduction." Transportation Research Record: Journal of the Transportation Research Board 1536, no. 1 (1996): 90–93. http://dx.doi.org/10.1177/0361198196153600113.
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Current Louisiana acceptance specifications for 100 percent payment require Profile Indexes (PIs) completed pavement surface to as low as 3.0 in./mi for flexible pavements and 6.0 in./mi for rigid pavements. These acceptance specifications are currently among the most stringent in the United States. Requiring an acceptance PI value of less than 7.0 in./mi when using the California-style profilograph and the 0.2 in. blanking band is unacceptable unless the blanking band is eliminated from the procedure. Louisiana's efforts to replace the blanking-band evaluation procedure with a procedure that inputs the profile trace into the quarter-car-based International Roughness Index (IRI) model are presented. The key step in this process is the scanning and digitization of the profilo-gram before determining the IRI based on the filtered profile trace. A much better correlation exists between the rideability of the finished surface and the profilograph IRI than that of the profilograph PI. New profilograph IRI specifications are recommended to replace the existing PI specifications.
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Lu, Jiale, Baofeng Pan, Tiankai Che, and Dong Sha. "Discrete element analysis of friction performance for tire-road interaction." Industrial Lubrication and Tribology 72, no. 7 (2020): 977–83. http://dx.doi.org/10.1108/ilt-11-2019-0499.
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Purpose This study aims to investigate the influence of surface texture distribution in respect to the procedure of pavement surface wear on friction performance. Design/methodology/approach The Weierstrass–Mandelbrot (W-M) equation is used to appropriate pavement surface profile. Through this approximation, artificial rough profiles by combining fractal parameters and conventional statistical parameters for different macro-texture are created to simulate the procedure of pavement surface wear. Those artificial profiles are then imported into discrete element model to calculate the interaction forces and friction coefficient between rolling tire and road. Furthermore, wavelet theory is used to decompose the profiles into different scales and explore the correlation between the profiles of each scale and pavement friction. Findings The influence of tire vertical displacement (TVD) on friction coefficient is greater than fractal dimension of road surface texture. When TVD decreases, the profiles can provide higher friction, but the rolling stability of tire is poor. The optimal fractal dimension of road surface is about 1.5 when considering friction performance. The pavement friction performance improves with wavelength from 0.4 to 6.4mm and decreases with wavelength from 12.8 to 51.2mm. Originality/value Artificial fractal curves are generated and analyzed by combining W-M function with traditional parameter, which can also be used to analyze the influence of texture distribution on other pavement performance. The preliminary research provides a potential approach for the evaluation of pavement friction performance. Peer review The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-11-2019-0499/
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MORIYA, Hidemi, Toshihiro KANAI, and Kenji HIMENO. "1802 Influence of Pavement Surface Profile on Wheel Load and Pavement Life." Proceedings of The Computational Mechanics Conference 2005.18 (2005): 839–40. http://dx.doi.org/10.1299/jsmecmd.2005.18.839.
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Yu, Miao, Yao Kong, Zhanping You, Jue Li, Liming Yang, and Lingyun Kong. "Anti-Skid Characteristics of Asphalt Pavement Based on Partial Tire Aquaplane Conditions." Materials 15, no. 14 (2022): 4976. http://dx.doi.org/10.3390/ma15144976.
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This study presented a finite element model of radial tire–asphalt pavement interaction using ABAQUS 6.14 software to investigate the skid resistance properties of asphalt pavement under partial tire aquaplane conditions. Firstly, the pavement profile datum acquired by laser scanning were imported to Finite Element Analysis (FEA) software to conduct the pavement modeling. Secondly, a steady state rolling analysis of a tire on three types of asphalt pavements under drying conditions was carried out. Variation laws of the friction coefficient of the radial tire on different pavements with different pavement textures, tire pressures, and loads on the tire were examined. Subsequently, calculation results of the steady state rolling analysis were transmitted to dynamic explicit analysis, and an aquaplane model of a radial tire on asphalt pavements was built by inputting the flow Euler grids. The tire–pavement adhesive characteristics under partial aquaplane conditions are discussed regarding the aquaplane model. Influences of the thickness of water film, the texture of asphalt pavement, and the rolling speed of the tire on the vertical pavement-tire contact force are analyzed. It is found that the vertical contact force between open graded friction course (OGFC) pavement and tire is the highest, followed by stone mastic asphalt (SMA) pavement and dense graded asphalt concrete (AC) pavement surface. The vertical contact force between tire and pavement will be greatly reduced, even with increasing speed or water film thickness. As tire speed increases from 70 km/h to 130 km/h, the tire–pavement contact force is reduced by about 25%. Moreover, when the thickness of water film increases from 0 (dry condition) to 4 mm and then to 12 mm, the vertical contact force reduced 50% and 15%, respectively, compared with under the dry contact condition. This study provided a key theoretical reference for safe driving on wet pavements.
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Leandri, Pietro, and Massimo Losa. "Peak Friction Prediction Model Based on Surface Texture Characteristics." Transportation Research Record: Journal of the Transportation Research Board 2525, no. 1 (2015): 91–99. http://dx.doi.org/10.3141/2525-10.
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This paper proposes a new model for predicting the speed gradient of peak friction values on asphalt pavements on the basis of surface characteristics. The innovative feature of the proposed model is the reliable estimation of peak friction values experienced by vehicles equipped with an antilock brake system at a certain vehicle speed. To define the experimental model, several types of dense asphalt concrete surface layers with various surface characteristics were analyzed by in situ tests. Friction was measured with the Skiddometer BV11 and the British pendulum tester, and texture properties were measured with a laser profilometer. The Rado model was used to predict peak friction values at three vehicle speeds, and these data were used to determine the gradient of peak friction values for each pavement section. The spectral analysis of pavement profile data was used to define a texture parameter negatively correlated with peak friction values; this parameter was introduced in a new formulation of the speed number Sp* that was a measure of the influence of pavement macrotexture on peak friction values. The speed number Sp* was used in the new exponential model proposed for defining the gradient of peak friction values. The results show that the model is highly reliable; because the model allows identification of texture characteristics to be modified to optimize peak friction values, it is particularly useful for optimization of the mix design and maintenance of pavement surfaces.
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Irali, F., A. Kivi, S. L. Tighe, and C. Sangiorgi. "Tire–pavement noise and wearing course surface characteristics of experimental Canadian road pavement sections." Canadian Journal of Civil Engineering 42, no. 10 (2015): 818–25. http://dx.doi.org/10.1139/cjce-2014-0424.
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An evaluation of the acoustic and surface characteristics of different Canadian pavement types was carried out in 2013 at the test track of the Centre for Pavement and Transportation Technology at the University of Waterloo. Noise testing was performed to determine the coefficient of noise absorption on cored samples and noise emissions in the field using the close proximity and the on-board sound intensity methods. Wearing course characteristics were evaluated with field testing, including visual condition surveys, evaluation of frictional properties with the British Pendulum tester, mean texture depth measurements, and surface profile and roughness evaluation with a walking profiler. As of the time of testing, the noise testing results indicate comparable acoustic properties in both flexible and rigid pavement sections, despite differences in the initial pavement materials, mixes, and surface finishing. With increasing pavement age, the amount of noise emissions increases as the pavement surface is worn down. Comparable friction values are also observed in all pavement sections, in line with the noise testing results. However, this is largely based on the initial construction values. Surface distresses are also not uniformly distributed: they are more severe in the oldest sections and more frequent in the loaded lane, which carries the heaviest traffic loads.
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Hilal, Miami M., and Mohammed Y. Fattah. "A model for variation with time of flexiblepavement temperature." Open Engineering 12, no. 1 (2022): 176–83. http://dx.doi.org/10.1515/eng-2022-0012.
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Abstract The bituminous material performance is affected basically by the prevailing temperatures. The mechanical properties of these materials can vary significantly with the changes in the temperature magnitude. Hot mix asphalt (HMA) is a visco-elastoplastic material, so the pavement structural capacity is affected by the temperature variations. To determine the characteristics of the strength of the flexible pavement rationally, the prediction of the distribution of temperature in HMA pavement layers is a must. Heavy loadings subjected to highways and roads can cause serious deterioration to the HMA pavements. In this research, the temperature for three thicknesses of asphalt pavement structure was measured, and the air temperature to predict a model explains the relationship between the temperature and the depth of the pavement structure. The suggested model was successfully validated utilizing the data from three depths of asphalt pavement structure and the temperature on the surface of the asphalt pavement. The developed model consists of two independent variables, which are the depth within the pavement and ambient air temperature. The predicted model will be useful for the pavement designers those in need to predict the temperature of the profile of pavement to determine the engineering characteristics of field pavement.
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Soni, Chandrakant. "Effects of 3D Geocells on Flexible Pavement Foundations." International Journal for Research in Applied Science and Engineering Technology 12, no. 7 (2024): 8–16. http://dx.doi.org/10.22214/ijraset.2024.63505.
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Abstract: The current below study examines the effects of adding a Cubic Three-dimensional Geo-synthetics material known as Geo-cells to the foundation layer of flexible Bitumen pavements. In this study, the test of California bearing ratio (CBR) of 5% is used to compare the steel reinforced and unreinforced pavement made sections built on that subgrade. To comprehend the impact of Geo-cell reinforcement upon the pavement section's load-carryings mechanism under static and repetitive loading circumstances, a number of model tests were conducted. The following characteristics were examined: surface deformation profile the test sections, real rut subgrade level, load-settlement response of the pavement sections, and pressure is transmitted into the subgrade soil beneath into the Geo-cell reinforced foundation layer.
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Wang, Feng, Peide Cui, Xiaoshan Zhang, Mujaheed Yunusa, and Yue Xiao. "Profile Features of Emulsified Asphalt Mixture Containing Steel Slag Based on Laser Scanning." Materials 13, no. 12 (2020): 2679. http://dx.doi.org/10.3390/ma13122679.
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Micro-surfacing (MS), made of emulsified asphalt, is the most commonly used preventive maintenance technology in asphalt pavement. However, the studies on profile features of MS based on aggregate morphology are few. This study evaluated the profile features of MS and its effect on skid resistance. The aggregate morphologies were first characterized and modified emulsified asphalt was prepared. The three-dimensional profile features of four kinds of MS samples were captured by laser texture scanner. Results illustrate that steel slag aggregate can be used to enhance the skid resistance of pavement surface and bring about larger profile indexes than basalt and limestone due to its angularity index and flatness values. Further aging of steel slag to eliminate free calcium oxide (f-CaO) is recommended before being used in pavement surface layer.
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Pranjić, Ivana, and Aleksandra Deluka-Tibljaš. "Pavement Texture–Friction Relationship Establishment via Image Analysis Methods." Materials 15, no. 3 (2022): 846. http://dx.doi.org/10.3390/ma15030846.
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Pavement surface texture is one of the prevailing factors for friction realization on pavement surfaces. In this paper, an overview of pavement texture properties related to the pavement frictional response is given. Image analysis methods used for pavement texture characterization are thoroughly analyzed together with their potential for the establishment of a pavement texture–friction relationship. Digital pavement surface models derived from photogrammetry or laser scanning methods enable the extraction of texture parameters comparable to the ones acquired by common pavement surface measuring techniques. This paper shows the results of a preliminary small-scale research study of the pavement texture–friction relationship. This research was performed in a laboratory which produced asphalt samples, primarily to analyze the potential of developing a methodology for the digital pavement texture model setup. Furthermore, the relationship between selected 2D texture parameters calculated from the digital texture model and measured friction coefficient expressed as SRT value was analyzed. A significant correlation was established for standard texture indicator mean profile depth (MPD) and SRT values (R = 0.81). Other texture parameters showed moderate correlation with the frictional response of the surface, with absolute values of correlation coefficients varying from 0.7 to 0.75. A further analysis of this relationship will be performed by inclusion of other texture parameters that can be determined from the digital texture model acquired by the established methodology.
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Lu, Yang, Md Asif Rahman, Nicholas W. Moore, and Aidin J. Golrokh. "Lab-Controlled Experimental Evaluation of Heat-Reflective Coatings by Increasing Surface Albedo for Cool Pavements in Urban Areas." Coatings 12, no. 1 (2021): 7. http://dx.doi.org/10.3390/coatings12010007.
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Many studies were conducted to find possible strategies for reducing the urban heat island (UHI) effect during the hot summer months. One of the largest contributors to UHI is the role that paved surfaces play in the warming of urban areas. Solar-reflective cool pavements stay cooler in the sun than traditional pavements. Pavement reflectance can be enhanced by using a reflective surface coating. The use of heat-reflective coatings to combat the effects of pavements on UHI was pre-viously studied but no consistent conclusions were drawn. To find a conclusive solution, this work focuses on the abilities of heat-reflective pavement coatings to reduce UHI in varying weather conditions. Within this context, both concrete and asphalt samples were subject to a series of per-formance tests when applied to a heat-reflective coating, under the influence of normal, windy, and humid conditions. During these tests, the samples were heated with a halogen lamp and the surface temperature profile was measured using an infrared thermal camera. The air temperature was recorded with a thermometer, and the body temperature at multiple depths of the samples was measured using thermocouples. The results from these tests show that the effectiveness of the heat-reflective coating varies under different weather conditions. For instance, the coated samples were about 1 °C cooler for concrete and nearly 5 °C cooler for asphalt, on average. However, this temperature difference was reduced significantly under windy conditions. As such, the findings from this work conclude that the heat-reflective coatings can effectively cool down the pavement by increasing the surface albedo, and thus might be a viable solution to mitigate UHI impacts in the city/urban areas.
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Harvey, J., L. Louw, I. Guada, D. Hung, and C. Scheffy. "Performance of CAL/APT Drained and Undrained Pavements Under HVS Loading." Transportation Research Record: Journal of the Transportation Research Board 1615, no. 1 (1998): 11–20. http://dx.doi.org/10.3141/1615-02.
Full textAbstract:
The Heavy Vehicle Simulator (HVS) test results of the first experiment of the California Department of Transportation (Caltrans) Accelerated Pavement Testing Program, known as CAL/APT, are presented. The Goal 1 experiment was designed to validate the existing Caltrans pavement thickness design method for drained (containing an asphalt treated permeable base layer) and undrained (containing aggregate base only) flexible pavements. The pavement performance results include fatigue crack development, surface profile, and vertical deflections. The observed performance of the two types of structures is compared. The effects of construction compaction of the asphalt concrete, bonding between asphalt concrete lifts, the relative performance of the drained and undrained structures under the controlled HVS environment, and comparison of the observed performance and performance expected by the thickness design procedure are presented and discussed.
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Fradette, Nicolas, Guy Doré, Pascale Pierre, and Serge Hébert. "Evolution of Pavement Winter Roughness." Transportation Research Record: Journal of the Transportation Research Board 1913, no. 1 (2005): 137–47. http://dx.doi.org/10.1177/0361198105191300114.
Full textAbstract:
The functional service level of roads is quantified in terms of roughness. This parameter considers every road surface defect that causes passenger vehicle discomfort. Roughness is measured by a quality index, the international roughness index (IRI). Roughness gives an overall appreciation of road profile quality without, however, permitting a deeper analysis. The overall value of the IRI does not discriminate between the two main factors responsible for winter deterioration of roughness: the subgrade differential heave and crack heaving (winter tenting). Differential heave is the result of variability in frost susceptibility of subgrade. This phenomenon can be detected by isolating the long wavelengths produced at the road surface from the longitudinal profile. Crack heaving is a superficial phenomenon greatly influenced by the application of deicing salts. By isolating the short wavelengths from the profile, it is possible to highlight the influence of this phenomenon on deterioration. The goal of this research is to establish, with the use of a filtering technique of road profile, the contribution of these two main factors to winter deterioration of roughness on five road sections in the Quebec City, Canada, area. This study will then allow for the development of a tool to determine the dominant factor for longitudinal profile deterioration and therefore the use of the best technique to rehabilitate roads.
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Han, Jin, Gao Xiong, and Jia Liu. "Detection and Analysis of Pavement-Section Based on Laser Displacement Sensor." Sensors 23, no. 15 (2023): 6758. http://dx.doi.org/10.3390/s23156758.
Full textAbstract:
The section detection of the pavement is the data basis for measuring the road smoothness, rutting, lateral slope, and structural depth. The detection of the Pavement-Section includes longitudinal-section inspection and cross-section inspection. In this paper, based on multiple laser displacement sensors, fused accelerometers and attitude sensors, and using vehicle-mounted high-speed detection, we design a sensor-fused pavement section data acquisition method, establish the relevant mathematical model, and realize the automatic acquisition of pavement longitudinal and transverse sections. The acceleration sensor is filtered to improve the accuracy of data acquisition, and the error of the detection system is calculated and analyzed. Through the actual measurement, the vehicle-mounted high-speed pavement profile detection method adopted in this paper can not only accurately detect the profile of the pavement profile, but also improve the detection efficiency, providing a cost-effective detection mode for road surface detection.
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Liu, Yang. "Acoustic Models for Dense- and Open-Graded Asphalt Pavement." Applied Mechanics and Materials 587-589 (July 2014): 996–1001. http://dx.doi.org/10.4028/www.scientific.net/amm.587-589.996.
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Empirical acoustic models were developed for dense-graded and open-graded asphalt concrete. Tire/pavement noise data were collected from in-service flexible pavements at different frequency bands for four consecutive years. These data were panel structured, and with a portion of observations missed arbitrarily. A Monte Carlo Markov Chain (MCMC) sampling and a multiple imputation (MI) algorithm were used to capture the unobserved heterogeneity and deal with missing observations by Bayesian simulations that are associated with the data. Models for the two mixes at different frequency bands were constructed. Major findings of the study include: first, tire/pavement noise increases with age at all frequency bands; second, tire/pavement noise level increases with air-void content of the surface mixes at medium and high frequencies but decreases at low frequencies; third, tire/pavement noise level increases with mean profile depth (MPD) at low and medium frequencies but decreases at high frequencies; and fourth, open-graded mix has low noise level compared to its dense-graded counterpart.
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Macdonald, Robin A., and Wei Zhang. "Construction, Instrumentation and Load Testing of the Danish Road Testing Machine for the International Pavement Subgrade Performance Study." Transportation Research Record: Journal of the Transportation Research Board 1596, no. 1 (1997): 7–14. http://dx.doi.org/10.3141/1596-02.
Full textAbstract:
A flexible test pavement, instrumented to measure stresses and strains in three primary axes within the upper 42 cm (16.5 in.) of the subgrade, was constructed and load tested in the Danish road testing machine, as part of the international Pavement Subgrade Performance Study, to improve the mechanistic subgrade failure criterion. The test pavement was constructed in 1995 and load tested between 1995 and 1996. Simulated traffic loads were applied by a dual-tire loading cart within a climate chamber maintained at a temperature of approximately 25°C (77°F). Two dual-tire load levels of 20 kN (4495 lbf) and 40 kN (8990 lbf) were applied for 50,000 load repetitions each. Instruments installed in the test pavement included strain measuring sensors (strain deformation transducers and an ॖ strain-measuring system using induction coils), soil pressure cells, asphalt strain gauges, soil moisture probes, and pore pressure sensors. Routine monitoring of the pavement at regular intervals during the load testing program included measurement of surface profiles with a profilometer and falling weight deflectometer testing. Described here are the test pavement, the pavement materials, the types and positions of instruments installed in the pavement, typical instrument readings, and the surface profile monitoring and structural testing undertaken during the load testing program.
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Huyan, Ju, Wei Li, Susan Tighe, Zhaoyun Sun, and Hongchao Sun. "Quantitative Analysis of Macrotexture of Asphalt Concrete Pavement Surface Based on 3D Data." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 8 (2020): 732–44. http://dx.doi.org/10.1177/0361198120920269.
Full textAbstract:
This research conducts a quantitative analysis on the macrotexture of asphalt concrete pavement based on three-dimensional (3D) point cloud data. A binocular stereovision-based 3D point cloud data collection system is developed. The system is composed of a packaged component that includes a lighting source and two cameras, a dark shading cloth, and the computer control side with the configuration of the operation interface. Meanwhile, specimens of both asphalt concrete and open graded friction course (OGFC) are prepared as the test specimens. Next, 3D point cloud data of the specimens are collected using the proposed system. The macrotexture information is then extracted using the robust Gaussian method. The macrotextures of the pavement surface are characterized by 10 indicators; profile arithmetic average deviation, profile root mean square difference, mean texture depth, profile skewness value, profile steepness, profile unevenness distance, profile peak distance, profile root mean square slope, profile root mean square wavelength, and surface roughness area ratio. At the same time, the friction coefficients of these specimens are measured by British Pendulum Number. Finally, the correlations between each indicator and the friction conditions of different specimens are assessed. Results demonstrate that the proposed macrotexture indicators are reliable for evaluating the friction conditions because significant correlations have been observed. Meanwhile, the correlations for the OGFC gradations are always higher than the asphalt concrete gradations. All the findings prove that the proposed quantitative indicators are effective for the characterization of the macrotexture of asphalt concrete pavement.
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Dan, Han-Cheng, Yongcheng Long, Hui Yao, Songlin Li, Yanhao Liu, and Quanfeng Zhou. "Investigation on the fractal characteristic of asphalt pavement texture roughness incorporating 3D reconstruction technology." Mathematical Biosciences and Engineering 31, no. 4 (2023): 2337–57. http://dx.doi.org/10.3934/era.2023119.
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<abstract> <p>The textural roughness of asphalt pavement surface is an important indicator to characterize pavement skid resistance. In this paper, multi-visual technology was applied to capture the surface image of asphalt pavement which was transformed into a visualized 3D point cloud model. Then, based on the principle of the digital elevation model (DEM), the disordered 3D point cloud is rasterized and projected into a 2D matrix which contains generalized point cloud elevation information. Meanwhile, the 2D matrix is transformed into grayscale to build the equivalent grayscale image. Furthermore, the fractal dimensions were calculated in terms of one-dimensional pavement section profile, two-dimensional grayscale, and equivalent grayscale to characterize the pavement roughness. The results showed that the fractal dimensions are positively correlated with the mean texture depth (MTD), and the fractal dimension of equivalent grayscale has the best correlation with MTD. It should be highlighted that the equivalent grayscale image is directly transformed by the reconstruction of the three-dimensional point cloud, and the grayscale value of each point can represent the elevation of different pavement surfaces. Therefore, the equivalent grayscale image can better reflect the real roughness of the pavement surface. Meanwhile, the proposed method in this paper can effectively reduce the influence of some factors (e.g., light and color, etc..) on the texture detection of the pavement surface.</p> </abstract>
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Li, Lin, Kelvin C. P. Wang, Qiang Li, Wenting Luo, and Jiangang Guo. "Impacts of Sample Size on Calculation of Pavement Texture Indicators with 1mm 3D Surface Data." Periodica Polytechnica Transportation Engineering 46, no. 1 (2017): 42. http://dx.doi.org/10.3311/pptr.9587.
Full textAbstract:
The emerging 1mm resolution 3D data collection technology is capable of covering the entire pavement surface, and provides more data sets than traditional line-of-sight data collection systems. As a result, quantifying the impact of sample size including sample width and sample length on the calculation of pavement texture indicators is becoming possible. In this study, 1mm 3D texture data are collected and processed at seven test sites using the PaveVision3D Ultra system. Analysis of Variance (ANOVA) test and linear regression models are developed to investigate various sample length and width on the calculation of three widely used texture indicators: Mean Profile Depth (MPD), Mean Texture Depth (MTD) and Power Spectra Density (PSD). Since the current ASTM standards and other procedures cannot be directly applied to 3D surface for production due to a lack of definitions, the results from this research are beneficial in the process to standardize texture indicators’ computations with 1mm 3D surface data of pavements.
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Ariawan, I. Made Agus, B. S. Subagio, and B. H. Setiadji. "Asphalt Pavement Temperature Profile for Tropical Climate in Indonesia." Applied Mechanics and Materials 776 (July 2015): 17–23. http://dx.doi.org/10.4028/www.scientific.net/amm.776.17.
Full textAbstract:
Environmental and climatic factors directly affect the temperature of asphalt pavement layers. Air temperature is one of the most important environmental factors that significantly affect the temperature distribution profile of asphalt pavement layers. It is important therefore, to comprehend the asphalt strength characteristics because of the differences in asphalt pavement designs. This study was conducted in tropical area with high humidity in Indonesia. A testing method was carried out to measure both temperature and humidity using thermocouples equipped with data logger and an application program of SAGA Technology. Measurements were taken for consecutive seven sunny days in July 2014. The average values obtained for hourly air temperature and humidity were ranging from 24.92 to 36.98 °C and from 50.31 to 83.69% respectively. Meanwhile, pavement surface temperatures measured at 0, 20 and 65 millimeters depths were varied from 25.29 to 45.65 °C, from 25.37 to 43.59 °C, and from 26.70 to 38.54 °C respectively. Both air and asphalt pavement temperatures are sharply increased from 10:00 a.m. to 02:00 p.m. and are gradually decreased afterward.
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Moody, Eric D. "Analysis of LTPP Profile Data for Jointed Concrete Pavement Sections." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (1997): 70–77. http://dx.doi.org/10.3141/1570-09.
Full textAbstract:
Incremental changes to a pavement-surface profile have long been considered a primary measure of pavement performance. As a result, the Long-Term Pavement Performance (LTPP) program of the Strategic Highway Research Program has allocated considerable resources for collecting accurate profile data on all general pavement studies (GPS) sites annually. As of June 1995, the profiles of the rigid pavement sites had been measured an average of four times, with many sites having been measured seven times. The data are collected and processed in the field, generating several statistical measures of pavement profile for each wheelpath, including the international roughness index (IRI), present serviceability index (PSI), slope variance, and root-mean-square vertical acceleration (RMSVA) at selected wavelengths. The focus of this analysis is on the primary profile statistic, the IRI. The profile data were downloaded from the National Inventory Management System (NIMS) and extensively analyzed using selected statistical techniques. The objective of this effort was to conduct a thorough analysis of the response variable, the IRI. The analysis included univariate, bivariate, and multivariate analytical techniques to determine which prediction variables are useful for predicting the IRI. Although many of the primary independent variables had significant correlations with the IRI, others did not. Various measures of traffic had particularly poor correlations with the IRI. Several regression models are also presented along with advantages and limitations of the prediction and response variables. The results of a detailed analysis of the within-year and year-to-year variability in IRI measurements are also included. The coefficient of variation in year-to-year measurements averaged 4.2 percent for the jointed plain concrete pavement (JPCP) sections (GPS-3) and 3.8 percent for the jointed reinforced concrete pavement (JRCP) sections (GPS-4). This degree of variability in year-to-year profile measurements tended to overshadow any absolute increase in IRI that may have been occurring in these sections. An analysis was then performed on every section to determine exactly which sections had statistically significant increases in IRI over time. Approximately 44 percent of the jointed concrete pavement sections exhibited statistically significant increases in IRI over time.
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Sarker, Priyanka, and Erol Tutumluer. "Airfield Pavement Damage Evaluation Due to New-Generation Aircraft Wheel Loading and Wander Patterns." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 29 (2018): 82–92. http://dx.doi.org/10.1177/0361198118799705.
Full textAbstract:
This paper presents a stress-history-based approach to predict the deformation basins of airport pavements subjected to heavy aircraft loading applied in sequential wanders. Multi-depth deflectometer data from full-scale aircraft landing gear tests conducted at the National Airport Pavement Test Facility built by the Federal Aviation Administration are used to create individual pass residual deformation transverse profiles. The computed residual deformation profiles are further corrected for stress-history effects to predict rut in the selected test sections. The developed model focuses on using the previous load location and stress history of the soil element to develop the deformations in that element. Despite the unavailability of the surface transverse profile data measured in the field at different passes, the initial attempt of the model can closely predict the deformation profile similar to width and shape expected in the field. And after the stress-history effects are accounted for, the initially calculated rut depth decreases significantly to match the final contour basin of the test sections extracted from the post traffic trenching. The advantage of using the stress-history-effects-based rut prediction tool is that it can allow any combination of wander positions and sequences of load applications to be accounted for their effects on the final surface rut development.
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Archilla, Adrián Ricardo. "Top-Down Fatigue Cracking in High-Temperature Environments." Transportation Research Record: Journal of the Transportation Research Board 2507, no. 1 (2015): 128–37. http://dx.doi.org/10.3141/2507-14.
Full textAbstract:
Top-down fatigue cracking (TDFC) is now recognized as a common type of distress occurring in all types of environments on heavy-duty hotmix asphalt (HMA) pavements, but TDFC modeling is still limited in current state-of-the-practice tools. Despite significant recent advances in TDFC modeling, for regions with high-temperature seasons an extreme high-temperature profile with depth is a potentially important factor that deserves further consideration. This paper explores the potential of temperature gradients caused by high pavement surface temperatures to induce TDFC. Although, for the Hawaii environment, the Mechanistic–Empirical Pavement Design Guide (MEPDG) always predicts that the HMA modulus decreases with depth after some aging of the pavement, the study results indicate that for some plausible high-temperature profiles the HMA modulus increases with depth even when frequencies are computed with the MEPDG procedure. This increase results in the greatest tensile strains, maximum shear strains, and estimated damage occurring near the top of the HMA layer at the edge of the load. The apparent inconsistency is attributed to the coarse modeling of temperatures within a season in the MEPDG; this coarse modeling may result in such high-temperature profiles not being modeled. A modification of the MEPDG procedure to refine the modeling of environmental effects at high temperatures (e.g., including the 95th and 98th pavement temperature percentiles) is recommended. This modification would allow better modeling of TDFC with the traditional approach.
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Ban, Ivana, Aleksandra Deluka-Tibljaš, and Igor Ružić. "Skid Resistance Performance Assessment by a PLS Regression-Based Predictive Model with Non-Standard Texture Parameters." Lubricants 12, no. 1 (2024): 23. http://dx.doi.org/10.3390/lubricants12010023.
Full textAbstract:
The importance of skid resistance performance assessment in pavement engineering and management is crucial due to its direct influence on road safety features. This paper provides a new approach to skid resistance predictive model definition based on experimentally obtained texture roughness parameters. The originally developed methodology is based on a photogrammetry technique for pavement surface data acquisition and analysis, named the Close-Range Orthogonal Photogrammetry (CROP) method. Texture roughness features were analyzed on pavement surface profiles extracted from surface 3D models, obtained by the CROP method. Selected non-standard roughness parameters were used as predictors in the skid resistance model. The predictive model was developed by the partial least squares (PLS) method as a feature engineering procedure in the regression analysis framework. The proposed model was compared to the simple linear regression model with a traditional texture parameter Mean Profile Depth as the predictor, showing better predictive strength when multiple non-standard texture parameters were used.
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Kim, Sunghwan, Halil Ceylan, and Kasthurirangan Gopalakrishnan. "Smoothness variations in early-age jointed plain concrete pavements." Canadian Journal of Civil Engineering 35, no. 12 (2008): 1388–98. http://dx.doi.org/10.1139/l08-086.
Full textAbstract:
This paper discusses the variations in the early-age pavement smoothness at different measurement times and locations in three jointed plain concrete pavements (JPCPs) representing different ranges of construction times. Surface profile measurements were made during the early morning and late afternoon hours at different locations of the instrumented JPCPs during the first 7 d after construction. Variations in pavement temperature during this critical period were monitored using temperature sensors installed within the test sections. The results show that measurable changes of early-age jointed plain concrete pavement (JPCP) smoothness do occur at different measurement times and locations. Within the scope of this study, it can be concluded that the variations in early-age JPCP smoothness can be significant from the standpoint of smoothness specifications. The findings of this study also indicate that morning paving produces consistent smoothness measurements when compared with afternoon paving.
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Zheng, Binshuang, Xiaoming Huang, Weiguang Zhang, Runmin Zhao, and Shengze Zhu. "Adhesion Characteristics of Tire-Asphalt Pavement Interface Based on a Proposed Tire Hydroplaning Model." Advances in Materials Science and Engineering 2018 (November 1, 2018): 1–12. http://dx.doi.org/10.1155/2018/5916180.
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In order to study the adhesion between tire and asphalt pavement, we established a finite element model of a hydroplaning, inflatable, patterned tire based on the coupled Eulerian–Lagrangian method and then validated the model’s applicability. We numerically calculated tire-pavement adhesion curves for three types of pavement: asphalt concrete (AC), stone mastic asphalt (SMA), and open-graded friction course (OGFC). In accordance with adhesion characteristic theory with regard to tires and asphalt pavements, we analyzed the influential factors that affect the adhesion characteristics of the tire-asphalt pavement interface in an antilock braking system and under damp conditions. The results show that the adhesion between tire and pavement is related to the movement of the tire. In this study, the longitudinal adhesion coefficient for the tire-pavement interface initially increased with an increase in the slip rate and then decreased. Once the slip rate was about 20 percent, the longitudinal adhesion reached its maximum value. In addition, we found that a deep surface macrotexture improved the hydroplaning speed of the tire when the water film was not too thick and the inflation pressure was high. Also, dry pavement led to better adhesion than a wet state in terms of specific mean profile depth. With the same water film thickness, the adhesion coefficient decreased with an increase in driving velocity. The OGFC pavement offered better skid resistance than both AC pavement and SMA pavement.
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Choi, Joonho, Youngguk Seo, Sung-Hee Kim, and Samuel Beadles. "Flexibl Pavement Analysis Considering Temperature Profile and Anisotropy Behavior in Hot Mix Asphalt Layer." Archives of Civil Engineering 57, no. 4 (2011): 347–56. http://dx.doi.org/10.2478/v.10169-011-0025-1.
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Abstract A three Dimensional finite element model (FEM) incorporating the anisotropic properties and temperature profile of hot mix asphalt (HMA) pavement was developed to predict the structural responses of HMA pavement subject to heavy loads typically encountered in the field. In this study, ABAQUS was adopted to model the stress and strain relationships within the pavement structure. The results of the model were verified using data collected from the Korean Highway Corporation Test Road (KHCTR). The results demonstrated that both the base course and surface course layers follow the anisotropic behavior and the incorporation of the temperature profile throughout the pavement has a substantial effect on the pavement response predictions that impact pavement design. The results also showed that the anisotropy level of HMA and base material can be reduced to as low as 80% and 15% as a result of repeated loading, respectively.
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Goenaga, Boris Jesús, Luis Guillermo Fuentes Pumarejo, and Otto Andrés Mora Lerma. "Evaluation of the methodologies used to generate random pavement profiles based on the power spectral density: An approach based on the International Roughness Index." Ingeniería e Investigación 37, no. 1 (2017): 49. http://dx.doi.org/10.15446/ing.investig.v37n1.57277.
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The pavement roughness is the main variable that produces the vertical excitation in vehicles. Pavement profiles are the main determinant of (i) discomfort perception on users and (ii) dynamic loads generated at the tire-pavement interface, hence its evaluation constitutes an essential step on a Pavement Management System. The present document evaluates two specific techniques used to simulate pavement profiles; these are the shaping filter and the sinusoidal approach, both based on the Power Spectral Density. Pavement roughness was evaluated using the International Roughness Index (IRI), which represents the most used index to characterize longitudinal road profiles. Appropriate parameters were defined in the simulation process to obtain pavement profiles with specific ranges of IRI values using both simulation techniques. The results suggest that using a sinusoidal approach one can generate random profiles with IRI values that are representative of different road types, therefore, one could generate a profile for a paved or an unpaved road, representing all the proposed categories defined by ISO 8608 standard. On the other hand, to obtain similar results using the shaping filter approximation a modification in the simulation parameters is necessary. The new proposed values allow one to generate pavement profiles with high levels of roughness, covering a wider range of surface types. Finally, the results of the current investigation could be used to further improve our understanding on the effect of pavement roughness on tire pavement interaction. The evaluated methodologies could be used to generate random profiles with specific levels of roughness to assess its effect on dynamic loads generated at the tire-pavement interface and user’s perception of road condition.
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Ruiz, Manuel, Luis Ramírez, Fermín Navarrina, Mario Aymerich, and David López-Navarrete. "A Mathematical Model to Evaluate the Impact of the Maintenance Strategy on the Service Life of Flexible Pavements." Mathematical Problems in Engineering 2019 (May 30, 2019): 1–10. http://dx.doi.org/10.1155/2019/9480675.
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The structural failure of a flexible pavement occurs when the accumulated fatigue damage produced by all the vehicles that have passed over each section exceeds a certain threshold. For this reason, the service life of pavement can be predicted in terms of the damage caused by the passage of a single standard axle and the expected evolution of traffic intensity (measured in equivalent standard axles) over time. In turn, the damage caused by the passage of an axle depends on the vertical load exerted by the wheels on the pavement surface, as given by the technical standard in application, and the depths and mechanical characteristics of the layers that compose the pavement section. In all standards currently in application, the unevenness of the road surface is disregarded. Therefore, no dynamic effects are taken into consideration and the vertical load is simply given in terms of the static weight carried by the standard axle. However, it is obvious that the road profile deteriorates over time, and it has been shown that the increase in the pavement roughness, when considered, gives rise to important dynamic effects that may lead to a dramatic fall in the expected structural service life. In this paper, we present a mathematical formulation for the fatigue analysis of flexible pavements that includes the effects of dynamic axle loading. A pavement deterioration model simulates the sustained growth of the IRI (International Roughness Index) over time. Time is discretized in successive time steps. For each time step, a road surface generation model provides a profile that renders the adequate value of the IRI. A QHV (Quarter Heavy Vehicle) model provides the dynamic amplification function for the loads exerted on the road surface along a virtual ride. This function is conveniently averaged, what gives the value of the so-called effective dynamic load amplification factor (DLA); this is the ratio between the effective dynamic loading and the static loading at each time step. Finally, the damage caused by the passage of the standard axle can be evaluated in terms of the dynamic loading. The product of this damage times the number of equivalent standard axles gives the total fatigue damage produced in the time step. The accumulated fatigue damage at each moment is easily computed by just adding up the damage produced in all the previous time steps. The formulation has been implemented in the software DMSA (Dynamic & Maintenance Simulation App). This tool has been specifically developed for the evaluation of projects in applications for financing submitted to the European Investment Bank (EIB). DMSA allows for quantifying the expected structural service life of the pavement taking into account both the rise of the dynamic axle loads exerted by the traffic as the road profile deteriorates over time and the different preventive maintenance strategies to be taken into consideration.
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Beddu, Salmia, Mushtaq Ahmad, Nur Liyana Mohd Kamal, et al. "A State-of-the-Art Review of Hydronic Asphalt Solar Collector Technology for Solar Energy Harvesting on Road Pavement." MATEC Web of Conferences 400 (2024): 03007. http://dx.doi.org/10.1051/matecconf/202440003007.
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Nature inspires innovative renewable energy solutions by advancing our road pavements, as the sun is the only infinite and accessible source of clean and green energy on our planet. In addition to the various solar energy production methods, a new paradigm for utilizing asphalt pavement as a solar collector is being developed for self-powered energy harvesting. Due to direct solar radiation, flexible paved surfaces exposed to direct sunlight can heat up to 70°C in the summer. The heat is then dissipated into the environment, causing the urban heat island effect, and accelerating thermal oxidation of asphalt pavement. This can lead to structural failure and reduced pavement performance. This study aims to present a state-of-the-art review of hydronic asphalt solar collectors (HASCs) and propose the best model to enhance the performance of asphalt solar collectors. The findings of the study concluded that asphalt has the potential to absorb solar energy and store heat energy. This can be achieved by assembling and modifying conventional asphalt structures into modern asphalt solar collector designs that consist of pipe arrangements below the paved surface filled with liquid flowing through the pavement surface. The study found that a significant limitation of previous research was that it focused on optimizing the temperature profile at various depths but did not focus on structural improvements to reduce failure and increase the performance of asphalt solar collectors. Therefore, this review study proposed a new technique of using conductive and waste materials to enhance the performance of asphalt solar collectors.
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Wojnowska-Heciak, Magdalena, Jakub Heciak, and Adam Kłak. "Concrete Paving Slabs for Comfort of Movement of Mobility-Impaired Pedestrians—A Survey." International Journal of Environmental Research and Public Health 19, no. 6 (2022): 3183. http://dx.doi.org/10.3390/ijerph19063183.
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People with locomotion difficulties encounter many barriers in a pedestrian environment. Pavement quality has been shown to substantially affect pedestrian satisfaction in general, and its optimal design may contribute to reducing the stigma put on people with impairments. Our research involved a survey assessing perception and attitudes towards pavement quality and characteristics for pedestrian comfort. The classic correlation of the variables based on contingency tables was used to analyse data and to test whether respondents’ perceptions depended on certain profile features. The completion of the statistical inference was the use of advanced algorithms of the correspondence analysis method. The relationships between the variables were assessed optionally using the chi2 test. The study results revealed desirable parameters and features of paving surfaces. People who use manual wheelchairs and declare limb loss prefer medium- and large-format concrete pavers with smooth finishing and no bevelling. People with skeletal abnormalities or peripheral neuropathy prefer concrete slabs and surfaces made of small- or medium-sized panels arranged in a regular pattern, made of smooth non-slip concrete with narrow joints. Further laboratory tests are necessary to investigate whether increased water permeability of pavements constructed on eco-friendly base layers can curb damage to the pavement surface and provide long-term durability.
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Alhasan, Ahmad, Omar Smadi, Georges Bou-Saab, Nacu Hernandez, and Eric Cochran. "Pavement Friction Modeling using Texture Measurements and Pendulum Skid Tester." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (2018): 440–51. http://dx.doi.org/10.1177/0361198118774165.
Full textAbstract:
Pavement frictional behavior affects pavement performance in terms of vehicle safety, fuel consumption, and tire wear. Comprehending and interpreting pavement friction measurements is a challenging task, because of friction sensitivity to several uncontrollable factors. These factors include: pavement surface conditions, such as the type and thickness of contaminants and fluids on the surface and their interaction with friction forces; and the device operating conditions, such as sliding speed, material properties and geometry of the rubber slider used, and operating temperature. Despite the efforts to describe and quantify the impact of varying conditions on pavement friction, which ultimately will allow for a better harmonization of friction measurements, there is a need to better understand the link between the surface texture and physical friction measurements. In this paper, Persson’s friction model is used to analyze and understand the impact of surface texture on frictional behavior of dry pavement surfaces. The model was used to analyze 18 test locations, which were compared with the dry kinetic coefficients of friction (COF) estimated using a British pendulum tester (BPT). The results show that Persson’s friction model could predict the COF estimated from the BPT results with relatively high accuracy. In addition, the model could provide a profound explanation of the frictional forces mechanism. Finally, it was found that the mean profile depth (MPD) cannot provide a full picture of the frictional behavior. However, combining MPD with the Hurst exponent, texture measurements can potentially provide a full physical explanation of the frictional behavior for road surfaces.
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ITO, Masamitsu, Kazuya TOMIYAMA, Kenichi MEGURO, Taichi NAKAMURA, and Masakazu SATO. "PAVEMENT SURFACE EVALUATION BASED ON PROFILE ANALYSIS CONSIDERING ROAD ENVIRONMENT." Japanese Journal of JSCE 80, no. 21 (2024): n/a. https://doi.org/10.2208/jscejj.24-21021.
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Ghosh, Laura E., Liqun Lu, Hasan Ozer, Yanfeng Ouyang, and Imad L. Al-Qadi. "Effects of Pavement Surface Roughness and Congestion on Expected Freeway Traffic Energy Consumption." Transportation Research Record: Journal of the Transportation Research Board 2503, no. 1 (2015): 10–19. http://dx.doi.org/10.3141/2503-02.
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In life-cycle assessments of roadway infrastructure projects, the significant amount of energy consumed during the use phase has been largely ignored when decisions related to roadway construction and rehabilitation have been evaluated. Traffic congestion, pavement types, and surface roughness conditions affect energy consumption throughout the use phase. This study developed an integrated modeling framework that accounted for the effects of pavement roughness degradation on estimated energy consumption for freeways and other restricted access highways, considering vehicle types and traffic growth, as well as congestion patterns. The framework was achieved through three interdependent modules: Module 1 estimated vehicle specific power (VSP) by relating the International Roughness Index (IRI) of pavements to coefficients used in the Environmental Protection Agency's motor vehicle emission simulator, Module 2 used the state-of-the-art cell transmission model to predict traffic evolution and congestion on the freeway and determined the total vehicle miles traveled at a spectrum of speed ranges, and Module 3 estimated energy consumption from an IRI profile, VSP coefficients, and traffic speed–miles profile. A case study confirmed that IRI and congestion had significant impacts on estimates of energy consumption during the use phase. The study showed that ignoring IRI variation or traffic congestion could lead to underestimations in VSP by up to 2.5% and energy consumption by approximately 6%.
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Miller, Timothy, Daniel Swiertz, Laith Tashman, Nader Tabatabaee, and Hussain U. Bahia. "Characterization of Asphalt Pavement Surface Texture." Transportation Research Record: Journal of the Transportation Research Board 2295, no. 1 (2012): 19–26. http://dx.doi.org/10.3141/2295-03.
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This paper presents improved analysis methods for characterizing asphalt pavement surface texture and focuses on the use of laser profiling techniques to estimate friction characteristics. Derived from signal processing theories, texture spectral analysis methods show promise for improving characterization of the tire–pavement interface. Texture parameters measured with spectral analysis techniques represent a means for quantifying surface properties. Current methods to analyze frictional properties rely on the mean profile depth (MPD) and mean texture depth (MTD) texture parameters. Although these parameters are used widely, they do not capture the range and distribution of surface asperities on the pavement surface. Knowing the distribution of surface asperities is critical for assessing friction characteristics. Thus, texture spectral analysis methods are anticipated to improve on the MPD and MTD parameters by capturing relevant texture-level distributions. This study investigates the applicability of laser profiling systems for measuring pavement surface texture and subsequent relationships to friction. Models accounting for aggregate and mixture properties are developed and related to texture parameters through analysis of constructed field sections and corresponding laboratory samples. Results indicate that stationary laser profiling systems can capture the microtexture and macrotexture spectrum and suggest that a comprehensive friction characterization of asphalt mixtures can be obtained in a laboratory setting. With this analysis system, it is believed that asphalt mixture designers will have an improved tool by which to estimate pavement surface texture and frictional properties.
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Shokouhi, Parisa, Nenad Gucunski, Ali Maher, and Sameh M. Zaghloul. "Wavelet-Based Multiresolution Analysis of Pavement Profiles as a Diagnostic Tool." Transportation Research Record: Journal of the Transportation Research Board 1940, no. 1 (2005): 79–88. http://dx.doi.org/10.1177/0361198105194000110.
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Discrete wavelet transform (DWT) was proposed as a new diagnostic tool for locating various frequency-related features of profiles, such as repeated waves and short-lived surface distress, that affect ride quality. The shortcomings of power spectrum density (PSD) analysis in evaluating the distribution of energy of a profile between various frequency band-widths were pointed out. The theoretical background and the basics of the DWT decomposition algorithm are discussed. Advantages of DWT analysis over PSD analysis in detection of short-lived features of the profile are illustrated by an example. The results of both the PSD and DWT analyses of three profile data, taken from data collected as a part of an ongoing research project sponsored by New Jersey Department of Transportation, are presented. The results indicate that DWT analysis can capture both short-lived high-frequency and long-lived low-frequency features of the profile and, consequently, provides a better representation of the profile characteristics. The application of DWT in the development of new ride indices is also discussed.
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Mahmoudzadeh, Ahmadreza, Sayna Firoozi Yeganeh, Sara Arezoumand, and Amir Golroo. "3D Pavement Surface Reconstruction Using An RGB-D Sensor." Proceedings 42, no. 1 (2019): 47. http://dx.doi.org/10.3390/ecsa-6-06641.
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Data collection plays an important role in pavement health monitoring, which is usually performed using costly devices, including point-based lasers and laser scanners. The main aim of this study measures pavement characteristics using an RGB-D sensor. By recording the depth and color images simultaneously, the sensor benefits the data fusion. By mounting the sensor on a moving cart, and fixing the vertical distance from the ground, data were collected along 100 m of the asphalt pavement using MATLAB. At each stop point, multiple frames were collected, the central region of interests was stored, and a low pass filter was subsequently applied to the data. To create a 3D surface of the pavement, sensor calibration was performed to map the RGB and depth infrared images. The SURF (speeded-up robust features) and MSAC (M-estimator sample consensus) algorithms were used to match the stitched images along the longitudinal profile. A case study of measuring roughness and rutting is applied to test the validity of the method. The result confirms that the proposed system is capable of measuring such indices with acceptable accuracy.