The Federal Aviation Administration proposed a new concept for measuring airport pavement condition that consolidates measures of Foreign Object Damage (FOD), skid resistance, and smoothness into a single number. This research verified that FOD, skid resistance, and smoothness are necessary and sufficient to completely describe airport pavement serviceability and proposed a mathematical framework to reduce these properties to a single number describing the serviceability of the pavement. Serviceability was defined as “meeting the expectations of the user.” An extensive review of standards, regulations, and research indicated these components are each an expectation of the various types of airport pavement user. This review did not identify any other user expectations, indicating that these are the only components to airport pavement serviceability and thus are both necessary and sufficient. The research developed a framework called Serviceability Level (SL) to combine the components into a single index based on the probability of the pavement being FOD-free, skid resistant, and smooth. The framework allows measuring and forecasting each component separately, which should improve the accuracy of pavement management models and result in more efficient use of limited infrastructure resources. The probabilistic nature of SL gives it a real-world meaning and allows integration of pavement condition into risk management systems and general airport asset management systems.

Pavement smoothness has become a standard measure of pavement quality. Transportation agencies strive to build and maintain smoother pavements. Smooth roads provide comfort while riding, minimize vehicular wear and tear and increase pavement life. A user perceives smoothness of a pavement based on the ride quality, which is severely affected by presence of defects on pavement surface. Defects identified after construction are corrected as per smoothness specifications prescribed by respective transportation agencies. The effectiveness of any method used to determine defect locations depends on the decrease in roughness obtained on correction of defects. Following the above line of thought a method that detects defects by comparing original profile to a smoothened profile will be more effective in identifying defect locations that cause roughness in pavements. This research report proposes a methodology to detect defect locations on pavement surface using profile data collected on pavements. The approach presents a method of obtaining a smoothened profile from the original profile to help identify defect locations based on deviations of the original profile from the smoothened one. Defect areas will have a higher deviation from the smoothened profile as compared to smooth areas. The verification of the defects identified by this approach is carried out by determining the decrease in roughness after removal of the identified defects from profile. A roughness statistic is used to do the same. The approach is illustrated using profile data collected on in-service pavement sections.

Pavement smoothness has become a standard measure of pavement quality. Transportation agencies strive to build and maintain smoother pavements. Smooth roads provide comfort while riding, minimize vehicular wear and tear and increase pavement life. A user perceives smoothness of a pavement based on the ride quality, which is severely affected by presence of defects on pavement surface. Defects identified after construction are corrected as per smoothness specifications prescribed by respective transportation agencies. The effectiveness of any method used to determine defect locations depends on the decrease in roughness obtained on correction of defects. Following the above line of thought a method that detects defects by comparing original profile to a smoothened profile will be more effective in identifying defect locations that cause roughness in pavements. This research report proposes a methodology to detect defect locations on pavement surface using profile data collected on pavements. The approach presents a method of obtaining a smoothened profile from the original profile to help identify defect locations based on deviations of the original profile from the smoothened one. Defect areas will have a higher deviation from the smoothened profile as compared to smooth areas. The verification of the defects identified by this approach is carried out by determining the decrease in roughness after removal of the identified defects from profile. A roughness statistic is used to do the same. The approach is illustrated using profile data collected on in-service pavement sections.

The issue of this diploma thesis is measurement of pavement roughness with an alternative means of data acquisition and evaluation by geodetic methods. In the beginning there is an overview of current state of actual roughness measurement methods. The main work is concerned with data acquisition with passive reflection of the laser rangefinder and laser scanner and standard deviations that arise in measuring on asphalt and concrete road surfaces. The aim of the work is to formulate the process of data acquisition, specification of standard deviations in the process of measuring, evaluation of pavement roughness according to ČSN 73 6175 standard, and their applicable graphic interpretation. Based on the analysis of accuracy of the methods applied, their usefulness is evaluated in comparison with the straightedge test.

No description available.

Road roughness is the primary source of vehicle vibrations. This thesis investigates model-based methods for estimating road roughness in terms of the International Roughness Index (IRI) by measuring the chassis vibrations of the vehicle. This can provide NIRA Dynamics AB with a cost-effective pavement monitoring solution. Initially, system identification is performed on a physical car to estimate model parameters that reflect reality. Subsequently, two model-based IRI estimation methods are developed. One method relies on a transfer function between vertical chassis vibrations and the IRI according to a quarter-car model. The second method aims first to estimate the longitudinal road profile using a Kalman filter, and then calculate the IRI values from the estimated profile. This method can be implemented computationally efficiently and also offers the possibility of estimating the IRI using lateral vibrations. Both methods are validated using real-world data, and their performance is similar when using vertical vibrations, with the IRI estimation error’s standard deviation being roughly 10% to 20% of the reference value. However, the results are considerably worse when the estimation is purely based on lateral vibrations, indicating that lateral vibrations are not feasible for model-based IRI estimation, and the reasons for this are discussed.

Airport pavements and longitudinal elevation profiles, in conjunction with the aircraft, form a system where vertical displacements are produced that can compromise their performance. Rough pavements are generally responsible for the occurrence of dynamic responses such as vertical accelerations and pavement loads that affect the aircraft, increase stopping distance and difficult to read the cockpit instrumentation. To approach this problem, the International Roughness Index (IRI) and the Boeing Bump Index (BBI) are currently used to quantify airport pavement roughness and to identify sections that need maintenance and rehabilitation (M&R) activities. However, such indices were developed only based on the dynamic responses of an automobile at 80 km/h to the irregularities of road pavements, and from the physical characteristics of the irregularities, respectively, without considering the effect of the aircraft dynamic response. In addition, current critical limits for IRI and BBI can misjudge the real condition of the pavement. This research aims to evaluate the effect of airport pavement roughness on aircraft dynamic response in terms of vertical accelerations at the aircraft cockpit (VACP) and at the center of gravity (VACG), as well of dynamic loads at the nose, main and rear landing gear (NGPL, MGPL, and RGPL), which may compromise the aircraft safety and the pavement performance. The ProFAA software was used to compute both indices and to simulate the responses of 4 representative aircraft traversing 20 runway profiles at 10 operational speeds varying from 20 to 200 knots (37 to 370 km/h). Statistical comparisons and regression analyses between roughness indices and dynamic responses were carried out. Principal results indicated that VACP was 50% higher than VACG and that NGPL was approximately 80% higher than MGPL. In addition, it was observed that VACP exceeds 0.40 g when the IRI is higher than 3.7 m/km and that NGPL doubles the static load when the IRI is higher than 3.3 m/km. A case study presented to compare these limits shown that decision-making based on the dynamic response of the aircraft can bring significant differences in the number and quality of M&R activities. / Os pavimentos aeroportuários e os perfis de elevação longitudinal, em conjunto com as aeronaves, formam um sistema onde são produzidos deslocamentos verticais que podem comprometer seu desempenho. Pavimentos irregulares são geralmente responsáveis pela ocorrência de respostas dinâmicas como acelerações verticais e carregamentos no pavimento que podem danificar a aeronave, aumentar a distância de parada e dificultar a leitura dos instrumentos de navegação na cabine dos pilotos. Para abordar esse problema, os índices International Roughness Index (IRI) e Boeing Bump Index (BBI) são utilizados atualmente para quantificar a irregularidade longitudinal dos pavimentos aeroportuários e identificar seções que demandem atividades de manutenção e reabilitação (M&R). No entanto, tais índices foram desenvolvidos apenas com base nas respostas dinâmicas de um automóvel a 80 km/h às irregularidades dos pavimentos rodoviários e a partir das características físicas das irregularidades, respectivamente, sem considerar o efeito da resposta dinâmica das aeronaves. Ainda, os limites críticos atuais para IRI e BBI podem subestimar a condição real do pavimento. Esta pesquisa objetiva avaliar o efeito da irregularidade longitudinal na resposta dinâmica das aeronaves em termos de acelerações verticais na cabine dos pilotos (VACP) e no centro de gravidade (VACG) assim como os carregamentos no trem de pouso de nariz, principal e traseiro (NGPL, MGPL e RGPL, respectivamente), que podem comprometer a segurança das aeronaves e o desempenho do pavimento. O software ProFAA foi utilizado para calcular os dois índices e para simular as respostas de 4 aeronaves representativas operando 20 pistas de pouso e decolagem em 10 velocidades de operação variando de 20 a 200 nós (37 a 370 km/h). Comparações estatísticas e análises de regressão entre índices e respostas dinâmicas foram realizadas. Os principais resultados indicaram que VACP foi 50% maior do que VACG e que NGPL foi aproximadamente 80% maior do que MGPL. Além disso, observou-se que VACP ultrapassa 0,40 g quando o IRI está acima de 3,7 m/km e que NGPL dobra a carga estática quando o IRI está acima de 3,3 m/km. Um estudo de caso apresentado para comparar esses limites indicou que a tomada de decisão baseada na resposta dinâmica das aeronaves pode trazer diferenças significativas na quantidade e qualidade das atividades de M&R.

The main aim of this thesis paper is to determine the influence of physical and mechanical indices of asphalt concrete pavement on the operational properties of Lithuanian highway pavement as well as on the functional lifetime of road pavement. The analysis of pavement condition of Lithuanian highways is presented. The classification regarding the damage and deformation of material used for the construction of asphalt concrete pavement and of road pavement structure is provided. The causes of the afore-mentioned damages and deformations are also explained and rectification methods which can be applied to eliminate these causes are described. The operational conditions of the road pavement and its structure as well as the applicable methods are theoretically justified. In addition, the physical and mechanical indices of asphalt concrete pavement of the highway Vilnius – Kaunas - Klaipėda (A1) and of pavement roughness in accordance with IRI research data are given. The analysis of the data allowed the correlation between the two items to be determined. The research material was processed by means of the statistical software package “Statgraphics 5.1 Plius”. Standardized physical and mechanical indices of asphalt concrete pavement which affect the functional lifetime of pavement structure are presented. The conclusions and recommendations are provided.

La presente investigación lleva como título “Propuesta de Gestión para mantener la Rugosidad dentro de los Niveles de Servicio del contrato de concesión”. La investigación se enfoca en dar una alternativa de gestión que asegure mantener los niveles de servicio en lo referente a la calidad del pavimento cuando la carretera se encuentra en estado de conservación reduciendo el costo que se va a invertir en años futuros teniendo como base datos obtenidos desde el año 2010 al 2015. El deterioro prematuro del pavimento se ve afectado cuando no se tiene un plan de conservación adecuado que conlleve a programar y ejecutar actividades de mantenimiento rutinario y periódico con la finalidad de mantener los niveles de servicio en carreteras concesionadas. Esto conlleva que la condiciones de las redes viales se encuentren por debajo de lo que resulta deseable y conveniente, presentando un ciclo vicioso de la vía (Construcción – Abandono – Destrucción – Reconstrucción). La investigación es de tipo cuantitativo no experimental, descriptivo, correlacional y explicativo. Su diseño es longitudinal ya que tiene como referencia datos obtenidos desde el año 2010 al 2015. Se analizaron dos propuestas de gestión de conservación vial teniendo como base los datos procesados de los años 2010 al 2015 para obtener una alternativa que logre cumplir con el objetivo principal de ésta investigación. Finalmente se concluye que es posible formular una propuesta de gestión vial que permita optimizar el presupuesto de mantenimiento en los años proyectados conservando la calidad del pavimento. Analizando la posibilidad y conveniencia de postergar el mantenimiento periódico considerando que los valores de rugosidad, estén dentro de los niveles admisibles reemplazándolo por intervenciones de menor costo. This research is entitled "Management Proposal to maintain the roughness within Service Level concession contract." The research focuses on providing an alternative management to ensure maintain service levels in terms of the quality of the pavement when the road condition in reducing the cost to be reversed in future years on the basis of data from 2010 to 2015. Premature pavement deterioration is affected when there is no proper conservation plan that may lead to program and implement activities of routine and periodic maintenance in order to maintain service levels in toll roads. This means that the conditions of the road networks are below what is desirable and convenient, featuring a vicious cycle route (Construction - Abandonment - Destruction - Reconstruction). The research is not experimental, descriptive, correlational and quantitative explanatory. Its design is longitudinal and whose reference data from 2010 to 2015. Two proposals for road maintenance management on the basis of processed data for the years 2010 to 2015 for an alternative that would meet the main objective of this research is analyzed. Finally we conclude that it is possible to formulate a proposal for road management for optimizing the maintenance budget in projected years preserving the quality of the pavement. Analyzing the possibility and desirability of postponing regular maintenance considering that the roughness values, are within acceptable levels by replacing lower-cost interventions.

O número de concessões rodoviárias tem aumentado em todo o mundo. Somente no Brasil, desde 1995, três etapas de concessão já foram realizadas pelo governo federal. No estado de São Paulo, as concessões estão em sua segunda etapa. Uma das principais justificativas para as concessões rodoviárias é a melhoria da condição dos pavimentos. Sendo assim, este trabalho buscou avaliar os benefícios oriundos da melhor conservação dos pavimentos, em termos da irregularidade longitudinal, diretamente relacionada com os custos de operação dos veículos (custos dos usuários: consumo de combustível, desgaste de pneus, tempo de viagem etc.), comparando com os custos por pagamento de pedágio. Para tanto, foram selecionados, através da análise de cluster, três trechos distintos, de tal forma que se tivesse, pelo menos, um segmento do modelo da ANTT da primeira etapa, um segmento do modelo da ANTT da segunda etapa e um segmento do modelo da ARTESP. Os custos de operação dos veículos foram determinados com uso do software HDM-4 e a análise econômica considerou o Valor Presente Líquido (VPL), a Taxa Interna de Retorno (TIR) e a Relação Benefício/Custo (B/C). As alternativas consideradas na análise simularam as exigências contratuais presentes no programa CREMA e no Programa de Exploração da Rodovia (PER) da ANTT. A condição \"base\" para as análises simulou um cenário limite para intervenção no pavimento, onde a mesma só ocorria com irregularidades muito elevadas. Após a realização das simulações, concluiu-se que o método do VPL era o mais adequado para as análises, pois todos os trechos apresentaram custos aos usuários maiores do que os benefícios observados. Ao se realizar análise complementar, com limites de irregularidade ainda maiores para a condição \"base\", somente o modelo da ANTT da segunda etapa justificou economicamente a concessão, do ponto de vista dos usuários. Conclui-se, portanto, que existem evidências de que as concessões rodoviárias no Brasil não têm melhorado a condição dos pavimentos a ponto de ser justificada economicamente, decorrendo a sugestão para que as próximas concessões acarretem custos de pedágio menores ou apresentem um maior número de obras com impacto significativo na redução do tempo de viagem e no aumento da segurança dos usuários. / The number of road concessions has increased worldwide. Only in Brazil, since 1995, three concession stages have already been carried out by the federal government. In the state of São Paulo, the concessions are in its second stage. One of the main justifications for road concessions is the improvement of pavement condition. Therefore, this study sought to evaluate the benefits of better pavement conservation in terms of longitudinal roughness, directly related to vehicle operating costs (user costs: fuel consumption, tire wear, travel time, etc.), comparing it to toll payment costs. In order to do so, three distinct sections were selected through the cluster analysis, so that there was at least one segment of the ANTT model of the first stage, a segment of the ANTT model of the second stage and a segment of the model of ARTESP. Vehicle operating costs were determined using the HDM-4 software and the economic analysis considered the Net Present Value (NPV), the Internal Rate of Return (IRR) and the Benefit/Cost Ratio (B/C). The alternatives considered in the analysis simulated the contractual requirements present in the CREMA program and in the ANTT Highway Exploration Program (HEP). The \"base\" condition for the analyzes simulated a limit scenario for intervention in the pavement, where it only occurred with very high roughness. After the simulations, it was concluded that the NPV method was the most appropriate for the analyzes, since all the stretches presented costs to users greater than the observed benefits. When performing complementary analysis, with even greater limits of roughness for the \"base\" condition, only the ANTT model of the second stage economically justified the concession, from the users point of view. It is concluded, therefore, that there is evidence that the road concessions in Brazil have not improved the condition of the pavements to the point of being economically justified, suggesting that the next concessions bring lower toll costs or present a greater number of works with significant impact on reducing travel time and increasing user safety.