3 edition of Realistic pavement serviceability equations using the 690D Surface Dynamics Profilometer found in the catalog.
Realistic pavement serviceability equations using the 690D Surface Dynamics Profilometer
Sukumar K. Nair
1985 by Center for Transportation Research, Bureau of Engineering Research, University of Texas at Austin, Available through National Technical Information Service in [Austin, Tex.], Springfield, Va .
Written in English
|Statement||by Sukumar K. Nair, W. Ronald Hudson, Clyde E. Lee.|
|Series||Research report / Center for Transportation Research, Bureau of Engineering Research, the University of Texas at Austin ;, no. 354-1F, Research report (University of Texas at Austin. Center for Transportation Research) ;, no. 354-1F.|
|Contributions||Hudson, W. Ronald., Lee, Clyde E., Texas. State Dept. of Highways and Public Transportation., University of Texas at Austin. Center for Transportation Research.|
|LC Classifications||TE278 .N27 1985|
|The Physical Object|
|Pagination||xvii, 220 p. :|
|Number of Pages||220|
|LC Control Number||86621764|
A road surface, or pavement, is the durable surface material laid down on an area intended to sustain vehicular or foot traffic, such as a road or the past, gravel road surfaces, cobblestone and granite setts were extensively used, but thet have mostly been replaced by asphalt or concrete laid on a compacted base t mixtures have been used in pavement construction since. Pavement surface texture was measured using the sand patch method and Automated Road Analyzer (ARAN) while the skid resistance was measured using the British Pendulum and skid trailer. Analysis has shown that a Mean Texture Depth (MTD) of about mm is the optimum macrotexture for maximum surface friction on textured concrete surfaces. In this study, the Nanovea ST equipped with a line sensor is used to inspect the surface of a Teflon sample with defect. We showcases the capacity of Nanovea non-contact profilometer in providing fast and reliable surface inspection in a production line. Fig. 1: Optical line sensor scanning on the Roughness Standard sample.
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REALISTIC PAVEMENT SERVICEABILITY EQUATIONS USING THE D SURFACE DYNAMICS PROFILOMETER by Sukumar K. Nair w. Ronald Hudson Clyde E. Lee Research Report Number F Updated Pavement Ride Quality Evaluation Research Project conducted for Texas State Deparbnent of Highways and Public Transportation.
REALISTIC PAVEMENT SERVICEABILITY EQUATIONS USING THE D SURFACE DYNAMICS PROFILOMETER -- FINAL REPORT. The importance of pavement roughness as the major input to the serviceability of pavements has been previously demonstrated. This research study is related to the Serviceability-Performance (S-P) concept that was developed at the AASHO Road Author: S K Nair, W R Hudson, C E Lee.
Report No. I~avement Serviceability Equations Using the Surface Dynamics Profilometer," by Freddy L. Roberts and W. Ronald Hudson, presents a brief description of the measuring system, a complete description and analysis of three rating sessions, and the development of equations.
PAVEMENT SERVICEABILITY EQUATIONS USING THE SURFACE DYNAMICS PROFILOMETER Freddy L. Roberts, Clemson University; and W. Ronald Hudson, University of Texas at Austin For a number of years engineers have been interested in evaluating the riding quality of highways in an objective manner. Before the AASHO Road Test, no method was avail.
pavement serviceability equations using the surface dynamics profilometer. a description is given of how equations were developed to relate the procedures of the aasho road test to pavement serviceability ratings and the general motors surface dynamics by: Realistic Pavement Serviceability Equations Using the D Surface Dynamics Profilometer.
Research Report F. Center for Transportation Research, University of Texas, Austin, Realistic pavement serviceability equations using the D surface dynamics profilometer. Research Report F, Center for Transportation Research, University of. Realistic Pavement Serviceability Equations Using the D Surface Dynamics Profilometer.
Research Report F. Center for Transportation Research, University of Texas, Austin, Aug. roughness as the deviations of a pavement surface from a true planer surface with characteristic dimensions that affect vehicle dynamics, ride quality, dynamic loads, and drainage.
Road profile measurements started with straight edge devices in the early s, and they have evolved to. Flexible pavement layers reflect the deformation of the lower layers on to the surface layer (e.g., if there is any undulation in sub-grade then it will be transferred to the surface layer).
In the case of flexible pavement, the design is based on overall performance of flexible pavement, and the stresses produced should be kept well below the. Realistic Pavement Serviceability Equations Using the D Surface Dynamics Profilometer Research Report F, Center for Transportation ResearchSome results from this report are also.
Realistic pavement serviceability equations using the D surface dynamics profilometer. Austin, Texas: Center for Transportation Research, Research Report F. Called “flexible” since the total pavement structure bends (or flexes) to accommodate traffic loads About % of paved U.S. roads use flexible pavement About % of paved U.S.
roads are surfaced with HMA. Realistic Pavement Serviceability Equations Using the D Surface Dynamics Profilometer. Research Report F, Center for Transportation Research, University of Texas, Austin.
Austin, Texas. August. [Some results from this report are also available in: Nair, S.K. and W.R. Hudson (). "Serviceability Prediction From User-Based Evaluations. Surface texture is the repetitive or random deviation from the nominal surface that forms the three-dimensional topography of the surface.
Surface texture includes (1) roughness (nano- and microrough-ness), (2) waviness (macroroughness), (3) lay, and (4) ﬂaws. Figure is a pictorial display of surface. Surface course: mm ( inch) Superpave with E = 3, MPa (, Work can be verified by using the Flexible Pavement Structural Design Utility.
Use the AASHTO Empirical Equation. Using the previously calculated ESAL results and the flexible pavement structural design equiation the following pavement thickness designs. the form of the equation is selected on the basis of whether it adheres to the boundary conditions or other physical prin ciples that govern the deterioration of the pavement family.
With the equation form chosen, multiple regression analysis, using the SAS program, is employed for developing pavement deterioration equations. Surface filter is a surface obtained after applying an F-operator to the primary surface.
S-L surface S-L surface is a surface obtained after applying an L-filter to the S-F surface. Scale-limited surface Scale-limited surface means either the S-F surface or the S-L surface.
It. GD&T - Profile Tolerancing PMPA Technical Conference Rapid Response to Make the Cut. Corona, California. Grand Rapids, MI. Ap Gary K. Griffith. common practice in pavement engineering to measure longitudinal pavement roughness and compute a suitable roughness index as an estimate of pavement serviceability performance.
With the development of high-speed profilometers, vast data of road surface profile has been obtained that need to be processed.
Road roughness is. roughness, and texture. In this book, we will focus on longitudinal profiles. Longitudinal Profiles Lateral Profile A profile of a road, pavement, or ground can be measured along any continuous imaginary line on the surface.
If a measurement is repeated, the same profile can. Roughness of a pavement surface is commonly correlated to its serviceability. On the other hand, on many occasions, investigators have attributed pavement roughness to inadequate skid resistance (friction) as well.
However, current pavement friction evaluation and standardization models have yet to incorporate effects of pavement roughness. 6th International Conference on Advances in Experimental Structural Engineering 11th International Workshop on Advanced Smart Materials and Smart Structures Technology August, University of Illinois, Urbana-Champaign, United States.
Road Roughness Evaluation With In-Pavement Sensors. Zhang1, F. Deng2, Y. Huang3, and R. Bridgelall4 1 Research Assistant, Dept. of Civil and. the pavement. The "Profilometer" built in Illinois in was much more impressive. ' and/or the present serviceability index of a pavement, are either (a) towed by or, (b) incorporated smoothness requiring the pavement surface to be tested by placing a straightedge on the surface, parallel to the.
In this co‐evolutionary process, fine‐grained eolian deposition and A v ‐horizon development within the eolian epipedon promotes surface clast motion and pavement development, enhancing the eolian‐sediment‐trapping ability of the pavement in a positive feedback.
Model results illustrate the multi‐scale nature of pavement dynamics. surface curvature index, S~ shown in Figure 3 and defined by the equation, S = w 1 -w2• The value of S for a proposed design can be predicted with reasonable accuracy from the deflection equation to be given in a later chapter, provided that the values of the design variables are known.
Two. Using the associated analysis software, it is possible to quickly and accurately determine the structural condition of the pavement system. The remaining life and appropriate rehabilitation requirements of a pavement section are determined from calculated stresses and strains in each layer.
Thus, by using non-linear layered elastic theory. In the evaluation of road roughness and its effects on vehicles response in terms of ride quality, loads induced on pavement, drivers’ comfort, etc., it is very common to generate road profiles based on the equation provided by ISO standard, according to which it is possible to group road surface profiles into eight different classes.
However, real profiles are significantly different. Profilometry is a technique used to extract topographical data from a surface. This can be a single point, a line scan or even a full three dimensional scan. The purpose of profilometry is to get surface morphology, step heights and surface roughness.
This can be done using a physical probe or by using. Surface course Subbase Subgrade Pavement Flexible Pavement Rigid Pavement)= Portland cement concrete pavement (flexible pavement) – Desired serviceability loss, PSI = p0 -pt e.g., PSI = - = – Solution to the Design Equation zNomograph zComputer (DARWin ) W18 ZR S0 MR PSI Required SN D1 D3 D2 Design Equation ai mi.
Pavement surface performances have a great influence on road functionality and can affect user's safety, vehicle operational costs, environmental sustainability. The assessment of evolution of pavement surface performance plays a fundamental role in road pavement management and is useful in order to allocation of maintenance resources.
The most common surface texture parameters, also called roughness parameters, are calculated on profiles and are defined in international standards such as ISOISO or ISOand in several national standards suc as ASME B, VDA or VDA Download Pavement Analysis and Design By Yang H Huang – The first edition of Pavement Analysis and Design was published in The wide – spread adoption of this book by so many colleges as an undergraduate or graduate text has encouraged the author to write this second edition.
Using the international roughness index (IRI) to assess public roads in local cities of Japan's Hokkaido prefecture, this study also provides real-time monitoring of pavement roughness conditions.
Moreover, this study deals with an effective method for visualizing collected IRI data as an attribute in a geographic information system (GIS) and. A Surface Dynamics Profilometer was acquired in December The SD Profilometer was designed to rapidly and accurately measure the profile of the surface over which it is driven.
A Quarter-Car Simulator was obtained in The simulator, a special purpose analog computer, was designed to process road profiles measured with the SD Profilometer. A stylus profilometer (contact method) and vertical scanning interferometer, (VSI) or (non-contact optical method) were used for step height and roughness parameter measurements.
A comparison was made with nominal values assigned to the studied surface, and conclusions drawn about the relative merits of the two methods.
Road Surface Profilometer (Testing System For Pavement Quality) offered by China manufacturer TBT testing equipment. Buy Road Surface Profilometer (Testing System For Pavement Quality) directly with low price and high quality. speed using an instrumented vehicle. The original concept was developed at the General Motors Research laboratory.
The resulting vehicle became known as the GMR Profilometer. The concept and the name "Profilometer" are now owned and commercialized by K. Law Engineers, Inc. In the past decade, high-speed profiling systems (called.
the tire and the pavement when contact occurs; and (3) a definition of the EAWE, which will be the index to characterize macrotexture. Comparisons of current (MPD) and proposed (EAWE) macrotexture indices using 32 pavement sections confirmed that MPD overestimates the effective area for water evacuation between a tire and pavement surface.
This manual describes procedures to be followed when measuring pavement profiles for LTPP using the K.J. Law Profilometer, Face Technologies Dipstick and the rod and level.
Field testing procedures, data collection procedures, calibration of equipment, record keeping and maintenance of equipment for each of the profiling methods is described.
The line lasers collects height measurements using 4 inch ( mm) lateral sampling of the surface, as compared to spot lasers that sample using a beam no wider than about ” (mm). SSI’s Roline and Gocator profilers are in operation worldwide, owned by government transportation agencies and contractors alike.and the intersection line of the surface ratio Mr1.
Valley Depth, Rvk*, is the distance between the intersection line of the surface ratio Mr2 and the deepest valley. Retention Volume, Vo, is the area between the material ratio curve and the % material line below the core roughness.
RMS Slope, q, is the root mean square average of the rate of.flexible pavement, or develop a properly engineered rehabilitation project. This design manual addresses methods to properly develop a rehabilitation project, pavement milling, and the computations necessary for the pavement design process.
It is the responsibility of the Pavement Design Engineer to insure that the designs produced conform.