00625218

Component

http://onlinepubs.trb.org...trr/1992/1348/1348-004.pdf

https://scholar.google.co...Huft&publication_year=1992

In 1990, the South Dakota Department of Transportation (SDDOT) noted significant discrepancies between its ride-quality measurements and those taken by a contractor paving a portland cement concrete project. The contractor's measurements were consistently smoother than SDDOT's and would have generated incentive payments approximately twice as large. About half of the observed difference could be attributed to increased pavement roughness after paving, but the rest appeared to result from differences between the department's manual profilograph and the contractor's computerized unit. Analysis revealed that a numerical filtering algorithm used by the computerized profilograph strongly attenuated profile features with wavelengths shorter than 10 ft. Such attenuation was observed directly on the computerized unit's profile traces. Because of the attenuation, SDDOT considered the computerized measurements unsuitable calculating incentive payments. However, SDDOT could not use its own measurements as a basis for payment because they were not taken within the specified 48-hr period after paving. To estimate a fair incentive payment, SDDOT developed a correlation between the computerized and manually interpreted profile indexes for the project. Using the correlation, SDDOT awarded an incentive payment approximately midway between its original estimate and the contractor's. SDDOT has suspended use of computerized profilographs pending improvement of the filtering algorithm. Preliminary experiments indicate that although the computerized profilograph's first-order filter attenuates profiles too strongly and produces artificially low profile indexes, a third-order filter might generate higher profile indexes than does a manual interpreter. This suggests that a second-order filter might best approximate a human's visual interpretation of the profile. Further research is needed to confirm this hypothesis and to establish a foundation for standard filtering procedures.

This paper appears in Transportation Research Record No. 1348, Pavement Surface Properties: Roughness, Rutting, Skid Resistance, and Surface Distress. Distribution, posting, or copying of this PDF is strictly prohibited without written permission of the Transportation Research Board of the National Academy of Sciences. Unless otherwise indicated, all materials in this PDF are copyrighted by the National Academy of Sciences. Copyright © National Academy of Sciences. All rights reserved

01405017

English

p. 29-34

1992

Transportation Research Record

0309052106

Figures (9) ; References (2) ; Tables (1)

Algorithms; Concrete pavements; Correlation analysis; Electronic equipment; Incentives; Machinery; Measurement; Payment; Profilographs; Ride quality

Attenuation

Data and Information Technology; Finance; Highways; Pavements; I23: Properties of Road Surfaces

TRIS, TRB

Oct 28 1993 12:00AM

• EVALUATION OF CALIFORNIA PROFILOGRAPH
• EVALUATION OF COMPUTATION METHODS FOR ACCELEROMETER-ESTABLISHED INERTIAL PROFILING REFERENCE SYSTEMS (WITH DISCUSSION AND CLOSURE)
• FAA GUIDANCE ON USE OF FRICTION MEASURING EQUIPMENT FOR MAINTAINING HIGHLY SKID RESISTANT RUNWAY PAVEMENT SURFACES AT CIVIL AIRPORTS
• LOW-COST VIDEO IMAGE PROCESSING SYSTEM FOR EVALUATING PAVEMENT SURFACE DISTRESS
• OVERVIEW OF SMOOTH- AND TREADED-TIRE FRICTION TESTING BY ILLINOIS DEPARTMENT OF TRANSPORTATION
• SUMMARY OF NASA FRICTION PERFORMANCE DATA COLLECTED WITH ASTM E501 AND E524 TEST TIRES
• USE OF SMOOTH-TREADED TEST TIRE IN EVALUATING SKID RESISTANCE
• WHEEL TRACK RUTTING DUE TO STUDDED TIRES