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Smoothness Specifications for Pavements: Final Report (1997)

Chapter: Appendix B: Annotated Bibliography

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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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Suggested Citation:"Appendix B: Annotated Bibliography." Transportation Research Board. 1997. Smoothness Specifications for Pavements: Final Report. Washington, DC: The National Academies Press. doi: 10.17226/6337.
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APPENDIX B ANNOTATED BIBLIOGRAPHY

APPENDIX B-ANNOTATED BIBLIOGRAPHY Abbo, E., "The Influence of Heavy Vehicle Dynamics on Rigid Pavement Response," Massachusetts Institute of Technology, 1987. The purpose of this paper is to develop a methodology to analyze rigid pavement response to moving, dynamic vehicle loads which may be used to predict pavement performance. Current models of vehicle-pavement interaction employ simplified models of vehicle loading, such as a static load. However, instantaneous dynamic vehicle loads may be considerably higher than static loads, and thus dynamic loading can have a considerable impact on rigid pavement performance. The paper investigates the influence of heavy truck vehicle dynamics on rigid pavements. In order to predict the forces at the road-tire interface, full non-linear models were used to describe the behavior of articulated vehicles traversing rigid pavements. Non-linear leaf-spring suspension and tire models were used. Following a review of rigid pavement models, we selected and modifiect PMARP (Purdue Method for Analysis of Rigid Pavements), to couple with our vehicle model. Part of the modifications made to PMARP included addition of temperature gradient and moisture gradient effects and performance submodels. The pavement failure and performance models include fatigue cracking, pumping, load transfer decay, joint faulting, slab roughness, and present serviceability index. The mode! loads a series of slabs with the dynamic tire forces of all the axles of the vehicle as it traverses the slabs. The tire force profiles are generated from the vehicle mode} for each seasonal value of pavement joint-fault magnitude, slab roughness and warping. Since the pavement experiences the effect of dynamic loading of all the axles of the vehicle, we express our damage results In terms of vehicle equivalency factors. The final part of the study discusses the effects of varying vehicle parameters on road damage. The parameters examined include suspension type, friction parameters, tire pressure, axle spacing and suspension spring constants. Al-Omari, B. and M. I. Darter, "Effects of Pavement Deterioration Types on IRI and Rehabilitation," Illinois Department of Transportation, 1993. A study of the relationships between PSR, {R} and selected pavement distress types was conducted. A predictive mode! was developed between present serviceability rating (PSR) and the International Roughness Index (IRI). Relationships between IRI ant} selected asphalt `_ , . ~ ~ . . . . .. ~ . . ~ , .. .. pavement and ~omtecl concrete pavement Distress types were developed. come ot the distress types have stronger effects on {RT than others, and the severity level of these distresses is also very important. The relationship of {RT to critical levels of rehabilitation was evaluated. It was found that as distress amounts increase in number and in severity, the TRI increases also. However, a pavement could be relatively smooth and still have a significant amount of distress. If a pavement was not rehabilitated until it became relatively rough (Iow PSR or high {RI), the B-!

resulting rehabilitation cost might be very large. While the longitudinal profile (as measured by the {RI) may be a good indicator of the highway user acceptance of the pavement (as indicated by the correlation with user pane! ratings), it may not be a good indicator of when the pavement should be rehabilitated from a structural viewpoint and from a rehabilitation cost standpoint. Thus, it is not believed possible to develop a cost~ffective rehabilitation program for pavements relying only on the longitudinal profile (or TRI). Visible distress is an important aspect to proper selection of tiring and type of rehabilitation techniques. It is recommended that the HPMS utilize both the IR] and selected pavement distress types as trigger values for more consistent and realistic results in predicting future rehabilitation needs on the nation's highways. Al-Omari, B. and M. I. Darter, "Relationships Between TR! and PSR," Civi'Eng~neenng Shtdies, Number 69, Federal Highway Administration, 1992. This report documents the work accomplished on a study to develop relationships between the International Roughness Index (IRI) and the Present Serviceability Rating (PSR) for pavement types includes in the HEMS database (flexible, rind and composite pavement types). PSR is defined as the mean user pane} rating for rideability. Relationships between TRT and PSR were analyzed for the states of Louisiana, Michigan, New Jersey, New Mexico, and Ohio which were found in the NCHRP Project 1-23 database, plus some additional data obtainer} from Indiana. Data for all six States were entered Into a SAS data set and the foBow~ng nonlinear mode! was found to best fit the boundary conditions and the actual data: PSR= 5 ~ eta ~RI' Regression analysis was conclucted for all possible sets of data considering different States and - ~ . ~ ~ ~ =~ ~ ~ · ~ a~ ~ aq · · it- ~ ~ - ~ ~ ~ -~ ~ ~ pavement types. it was deternuned that there was no significant difference between the models for different States, and pavement types, thus the following mode! is recommended: PSR = 5 ~ et~004~ me where IRI is in units of in/mile, or: where {RI is in units of mm/m. PSR = 5 ~ e<~26 ~ ~ Alexander, M. L., "Profile Index Requirements for Asphalt Concrete Pavements," Number CA1~-85/17, California Department of Transportation, 1985. The California profiIograph was used to evaluate pavement smoothness before and after placing subsequent layers of asphalt concrete (AC) pavement. An improvement in the profile index (Pl) can normally be expected with each layer of AC; however, the relative amount of improvement is influenced by the PI of the surface being covered. The data also indicates that pavement reinforcing fabrics can have a detrimental effect on He PI of the first layer of AC placed over the fabric. B-2

American Association of State Highway and Transportation Officials, "Summary Results of the 1987 AASHTO Rideability Survey," Prepared by the Highway Subcommittee on Construction Washington D.C., 1987, pp. 17-87. The 1987 AASHTO Rideability Survey involved all member states is summarized in this informational report. The focus of the survey was on distinguishing between rideability specifications and bump specifications, determining the roughness measuring equipment used and to determine the use of incentives and disincentives. The results of the survey have been tabulated and a report and comments reflecting the results presented are in the report. American Concrete Pavement Association (ACPA), "ACPA Rideability Guide Specification," New ACPA Guidelines, 1988, pp. 2-88. This document is a specification for measuring the roughness of a concrete pavements using a California ProfiIograph. American Concrete Pavement Association (ACPA), "Constructing Smooth Concrete Pavements," Technical Bulletin TB-006.0-C, 1990, pp. 4-90. Many factors influence concrete pavement smoothness during design, construction and measurement. It is important to make appropriate design decisions, maintain attention to detail during construction and follow uniform profile measurement procedures to accurately determine and evaluate the overall riding quality. This technical bulletin provides guidance for the construction of smooth concrete pavements. The bulletin focuses on the Californ~a-type and the Rainhart ProfilO=~raphs comparing the two equipment. The impact of design, construction equipment and techniques on pavement smoothness or ride quality is presented in this bulletin. ARE, Inc., Technical Memorandum from Eric D. Moody, Subject: "Development of Pay Factor Tables for Arizona DOT Flexible Pavement Smoothness Specification," Project No. AZ-60, May 31, 1990. There have been many theories developed for generating nav factor tables. This memorandum of -o r --A illustrates two techniques for generating pay factor tables have been mentioned. Although the two techniques are applied in totally different manners, they are both based on the general concept of the AASHTO Guide. The first technique discussed is based on "Life Cycle Cost Analysis" of pavements that have different initial roughness levels but otherwise are identical. The second technique mentioned involves calculating the number of IS-kip ESALs the as constructed pavement can be expected to carry and comparing that number to the number of IS-kip ESALs the design pavement is expected to carry. Ashmore, S. C. and H. C. Hodges Jr., "Dynamic Force Measurement Vehicle (DFMV) and its Application to Measuring and Monitoring Road Roughness," Vehicle, Tire, Pavement Interface, ASTM STP 1164, American Society for Testing and Materials, 1992, pp. 69-96. A method for measuring He longitudinal profile of a highway or off-highway surface is given. As a paper presented at a "Vehicle, Tire Pavement Interface" meeting, this profile method is of B-3

particular interest to those involved in the study of vehicle response, as well as pavement roughness. The advantages and uses of a wave-number spectrum presentation of road roughness is discussed. Asnani, S., K. Ksaibati, and T. I. Al-Suleiman, "Consistency of Roughness and Rut Depth Measurement Collected with 11 South Dakota Road Profilers," Transportation Research Record, Number 1410, Committee on Surface Properties-Vehicle Interaction, 1993, pp. 41-51. Pavement roughness has long been recognized as a primary indicator of pavement performance. To provide accurate and reliable roughness measurements, the South Dakota Department of Transportation (SDDOT) designed and constructed a profilometer system in 1982. This system was later improved and enhanced by adding more sensors for rut measurements. The increased interest in the road profiler resulted in the establishment in 1989 of the South Dakota Road Profiler User's Group (SDRPUG). During the Third Annual SDRPUG meeting in Minnesota in 1991, international roughness index and rut depth data were collected with 11 road profilers on 4 different pavement surfaces. These selected pavement types were concrete, bituminous, concrete-bituminous over concrete, and bituminous over concrete. Each road profiler was run three times over each test section. The collected data were then reduced and analyzed statistically. The main objective of the statistical analysis was to determine whether the differences in roughness and rut measurements obtained with the 11 road profilers were statistically significant. The experiment and the statistical analysis were described in detail. In addition, specific recommendations are provided for the need to establish calibration procedures to ensure consistency in roughness and rut depth measurements obtained nationwide. Bertrand, C. B., "Automated Versus Manual Profilograph Correlation," Transportation Research Record, Number 1410, Committee on Surface Properties-Vehicle Weight, 1993, pp. 67-79. The Texas Department of Transportation (TxDOT) has attempted to correlate the outputs of the automated Cox profilograh, the automated McCracken profilograph and a TxDOT manual McCracken profilograph. The evaluation process was precipitated by calls from construction engineers within the TxDOT highway agency and paving contractors working within Texas. Both the state and contractor personnel were requesting the use of the automated profilograph. The results of the evaluation process were as follows. The Cox automated profilograph used a filter setting number of 5, which represents the attenuation of 2.2 It (0.067 m) and less, whereas the McCracken model used a data filter cutoff frequency of 2.5 It (0.76 m). The profilograms from the TxDOT manual profilograph were reduced by two different interpreters. Both of the automated versions of the profilograph were slightly more repeatable than the interpretation of the manual profilograph. The automated profilographs showed very close correlation with the manual profilograph on the smooth, medium, and rough sections of asphalt concrete pavement and on the rough sections of continuously reinforced concrete (CRC) pavement. The automated profilographs deviated from the manual profilograph output on the smooth-section CRC pavement. This deviation was from 0.5 to 2.0 (0.789 to 3.16 cm) PI counts smoother (lower) than the output of the manual profilograph. B-4

Bertrand, C. B., "Field Evaluation of the Auto-Read Version of the Face Dipstick as a Class ~ Profiling Device," Number 890332, University of Texas-Austin, Center for Transportation Research, 1990. The Federal Highway Administration has producect a Highway Performance Monitoring System Field Manual as a guideline for the individual States. The Field Manual includes an Appendix which describes the proper calibration and reporting procedures for pavement roughness monitoring. The individual States are required to calibrate all roughness instrumentation and to report that roughness in terms of the International Roughness Index (IRI). This paper details an evaluation effort sponsored by the Texas State Department of Highways and Public Transportation's Maintenance and Operations Division, Pavement Management Section. The evaluation concentrates on the field performance of the auto-read version of the Face Dipstick. This instrument is one of the Class ~ profiling devices identified in the Appendix mandate. All of the lower classifications of roughness monitoring instruments used by the States must be calibrated against a Class ~ device. The Dipstick was chosen by the Texas SDHPT because it was believed that it would be a cost effective and reliable substitute for the rod and level survey, which is also listed as a Class ~ profiling instrument. This paper describes concerns regarding the operation of the auto-read version of the Face Dipstick and the manufacturer's responses to those concerns. The field test sites utilized In the comparisons are described. The performances of two incliviclual Dipsticks against each over as weD as against Rod and Level surveys are described. The conclusions reached upon completion of the Dipstick evaluation are Included. The main conclusion reached is that in its present configuration, the auto-read version of the Face Dipstick is unreliable and should not be considered a Class ~ profiling device. Finally, recommendations for He Dipstick's future use based on its field performance are described. These recommendations are baser! on He use of Dipstick In the manual read mode of operation. Bertrand, C. B. and R. Harrison, "Evaluation of a High-Resolution Profiling Instrument for use in Road Roughness Calibration," Transportation Research Record, Number 1291, Transportation Research Board, 1991, pp. 93-105. Response-type roughness measuring devices, now commonly used throughout the world to monitor the condition of low volume roads, require careful calibration to ensure the accuracy of their measurements. Yet there is no consensus regarding the most appropriate instrumentation for such calibration. A recent World Bank publication, reporting the findings of a series of experiments in a number of countries, proposed a hierarchy of roughness measuring instruments, the most accurate of which (termed Class I) might be used for the calibration of response-type instruments (most of which are termed Class my. Included among these Class ~ instruments is the Face dipstick, an inexpensive high-resolution profiling devices whose features commend it for application on low-volume roads, but whose applicability for such use has not yet been properly demonstrated. By comparing two Class ~ profiling instruments for potential use in road roughness calibration, accepting the classification scheme established by the World Bank, it was found that the Face dipstick, in its manual form, is a fast, accurate, and cost-effective alternative to other methods, including the rod-and-level method. B-5

Bertrand, C. B., R. Harrison, and B. F. McCullough, "Evaluation of FHWA Requirements for the Calibration of Pavement Roughness Instrumentation. Final Report," Number TX-91+969- 2F; Res. Rept. 969-2F, Texas University-Austin, Center for Transportation Research, 1990, 78p. The Federal Highway Administration (FHWA) has produced a Highway Performance Monitoring System Field Manual as a guide to the individual states. The Field Manual contains an Appendix J which describes and specifies the proper calibration and reporting procedures for pavement roughness measurements. The Texas State Department of Highways and Public Transportation's Maintenance and Operations Division, Pavement Management Section, was responsible for compliance with the Appendix J mandate by the State of Texas. The Center for Transportation Research (CTR) was contracted with to make certain Texas was in compliance with the FHWA's Appendix J procedures. This report details the procedures used for the selection of the nine specified calibration sites and how these sites were marked and laid out and includes details of how the Class I instrument's surface profile and the resulting IR! statistics were determined. The roughness monitoring instruments used In Texas and their outputs are described. Regression plots by wheel path for both first and second degree fits are presented for each pavement roughness monitoring instrument. A set of conclusions based on CTR's experiences and the resulting concerns over some of the procedures outlined in Appendix J are presented. Finally, recommendations and topics for possible future research are presented. These recommendations and topics are based on the findings of this evaluation effort and attempt to address areas in Appendix J where more specific instructions are needed to truly standardize the national pavement roughness calibration procedures and the resulting roughness statistics. Bester, C. J., "Effect of Pavement Type and Condition on the Fuel Consumption of Vehicles," Transportation Research Record, Number 1000, pp. 28-32. The effect of pavement type and condition (roughness) on the rolling resistance of vehicles is investigated. By means of the relation between the energy requirements and the fuel consumption of vehicles this effect is used to predict the fuel use on different pavements. It is found that, except for gravel surfaces, pavement type has a minor effect on fuel consumption. Roughness, however, correlates strongly with rolling resistance and therefore with vehicle fuel consumption. This is important for the economic justification of major road maintenance projects. Bhandari, A. S., and K. C. Sinha, "Optimal Timing for Paving Low-Volume Gravel Roads,t' Transportation Research Record, Number 702, 1979, pp. 28-32. This paper examines the economics of upgrading low volume gravel roads with particular emphasis upon construction postponement. The concept of break-even analysis is re-examined and a case presented for consideration of construction deferment in light of the opportunity cost of capital. This consideration is particularly important for developing countries where capital is scarce and the opportunity cost high. Simplified expressions are developed to determine both the break-even year and the optimal year in which to pave a given gravel road. Their application is illustrated by means of a numerical example. B-6

Brickman, A. D. and I. C. Wambold, "An Amplitucle-Frequency Description of Road Roughness," Highway Research Board Special Reports, Number 116, 1970, pp. 53-67. This paper deals with a method for reducing roughness obtained from a continuous-output road profiIometer to a compact and useful form for highway engineers. It is assumed that a voltage signal representing vertical irregularities in the road surface as a function of distance has been recorded on magnetic tape. An analog method is describer! for processing this signal and reducing the roughness description of the road to a simple table relating roughness heights and wavelengths. Analog computer requirements are stated for the proposed signal-processing method. Results obtained by this method are presented for both ideal and actual road profile examples. The development of the surface dynamic profiIometer (SDP) has made it possible to obtain a magnetically taped record of any road surface profile in the direction of vehicle travel. For a given section of road, this record is a randomly varying analog voltage that represents true road roughness within the accuracy limitations of the SDP system. Having obtained a profile record, the highway engineer is faced with the problem of transforming this random signal into an index, graph, or set of numbers he can use to specify quantitatively the roughness of the road. This report describes a practical method for analyzing SDP records and for reducing each of these records to a simple form usable in highway operations. Brokaw, M. P., "A 5-Year Report on Evaluation of Pavement Serviceability with Several Roadmeters," Highway Research Board Special Repoffs, Number 116, 1970, pp. 80-91. This paper reports on an evaluation of results of pavement serviceability tests macle with the PCA road meter and with modifications of the original road meter developed by several states and provinces. Results of calibrations with serviceability ratings or serviceability indexes from ~ sources are shown. Repeatability tests are reported from 7 sources, along with tests by the original road meter over the same site throughout a 5-year period. The react meter ant its modifications rank with the AASHO profiIometer in ability to relate with serviceability ratings. Variations in measured roughness resulting from changes in wind velocity, air temperature, automobile speed, mechanical factors within road meters and test automobiles, and seasonal fluctuations caused by frost action are reported and discussed. Effects of wind velocity and direction, as related to direction of test car travel, and air temperature have a distinct effect, and the magnitude indicates that serviceability measurements to be used in extended studies of pavement behavior in conjunction with traffic loading should be Inane during a limited period between fuB recovery (as late as July or August) and the onset of the next winter. The simple digital counting system and unique computing method enable the PCA road meter to produce a statistic corresponding to roughness power spectrum. Data from 2 north central states are used to illustrate the usefulness of this attribute in analyzing serviceability indexes resulting from various treatments anti construction methods. Brown, D., "Evaluation of the PRORUT System," Public Roads, Vol. 53, Number 4, FHWA, March 1990, pp. 118-122. The development and evaluations which are describect of PRORUT, an inertial profiling system which can be used to measure and record various roadway characteristics, including the longitudinal profiles' ruding, and roughness levels of the two wheel tracks. Laser sensors and accelerometers are used to obtain the profile measurements In each wheel track. An IBM personal computer controls system operation and processes the data. The system was then B-7

evaluated by the states (Georgia, Pennsylvania, Indiana), and the results are reported. The field tests demonstrated that PRORUT provided useful pavement profile information and that its output could be correlated to several response-type measurement systems. Bryden, I. E., "Development of a Specification to Control Rigid Pavement Roughness," Transportation Research Record 535, Transportation Research Board, 1975. During a recent study of factors influencing the riding quality of rigid pavements, compliance with the existing roughness specification was found not to ensure a smooth pavement. Because the 10-ft straightedge used to check the surface can detect only large bumps, the remaining undetectect roughness may result in unsatisfactory riding quality. This paper describes the development of a specification to ensure good riding quality in new pavements. The California profiIograph was selected as the measurement device because it provides detailed Information. Based on the results of a subjective pane} rating of pavement riding quality In New York State, a project average profile index of 12 inky and a daily average of 15 inky are allowed. A limit is also placed on the size of the individual bumps. These linuts ensure user satisfaction but can be met by paving contractors using current procedures and equipment. Responsibility for controlling roughness during paving is left to the contractor, and the state measures the quality of the completed pavement. To ensure compliance with the specification, the pavement received depends on the riding quality achieved. Development of the reduced payment schedule based on the cost of overlaying the pavement before the end of its clesign life is outlined. The years of service expected are related to the initial roughness by means of equations developed in the AASHO Road Test. Buchanan, I. A., and A. L. Catudal, "Standardizable Equipment for Evaluation of Road Surface Roughness " Highway Research Board Proceedings, Volume 29, Highway Research Board 1940. ~ , ~ This report considers existing methods and certain inherent characteristics of methods to measure highway surface smoothness or roughness. The standardizable equipment clescribed In this paper operates on He principle of the measurement of the vertical oscillation of a wheel suspension with respect to its supported frame. The equipment is in the form of a single-wheel semi-trailer, attachable to any towing vehicle, ant! is designed as a horizontal pendulum with the axle of the wheel placed at the center of the percussion. A special feature of the equipment is the Incorporation of a newly clesigned overrunning clutch integrator whose operating characteristics are remarkably constant. The performance characteristics and recommended standard operation procedure for the equipment are given in cletail. Many hundred nules of operation, without mechanical failure' indicate adequate mechanical design. It is easy to use and the data are obtained rapidly with it. B-8

Budwig, J. L. "A Statistically Based Approach to Acceptance Utilizing the California Type Profilograph, California Test Method 526, and Computenzed Profilogram Reduction," Central Federal Lands Highway Division, Federal Highway Administration, Denver CO 80225, January, 1994. Since 1987, the Federal Lands Highway (FLH) Branch of the Federal Highway Administration (FHWA) has been evaluating acceptance of newly constructed bituminous pavements using California-type ProfiIograph measurements. California Test Method 526 ant! FISH T504, as well as other acceptance plans, have been employed in the evaluation. The purpose of this study was threefold. i) To determine whether operator trace reduction variability was too large for the method to be suitable for acceptance testing. ii) To decicle the type of acceptance plan to incorporate in the Standard Specification for Construction of Roads and Bridges on Federal Highway Projects (FP-921. iii) To evaluate two commercially available computer~zecl trace recluction systems. The study concludes that, when used In conjunction with statistical evaluation procedures, the test method is suitable for acceptance purposes and that computerized trace reduction is superior to manual reduction. The report also presents some fundamentals of statistical acceptance that are not widely known or understood by highway engineers. California Department of Transportation, "Operation of California Profilograph and Evaluation of Profiles," California Test 526, Division of Construction, Office of Transportation Laboratory, Sacramento, California, 1978, pp. 2~78. This document covers the operation of the California ProfiIograph. This includes procedures used for determining the Profile Alex from profiIograms of pavements and the procedure used to locate individual high points in excess of 0.3 inch are clescr~bed In three parts ~ Operation of the California ProfiIograph, Determination of the Profile Index and Determination of High Points in Excess of 0.3 inch) in this test method. California Department of Transportation, 'draining Course in Profilograph Operation, Care, and Certification," Presented at Transportation Laboratory, Division of Highways, August 9, 1973, pp. 21-73. The trairung course focused on the California ProfiIograph. The main topics covered include a detailed description of the California Profilograph, nature and purpose of test, processing and evaluation of profile information, care and maintenance of the equipment and certification of profile equipment. The California Test Method No. Calif. 526 is mentioned as a required testing method. Capper, M., "Keys to a Pavement Smoothness: A Paving Superintendentrs Viewpoint," Central Paving Corporation. The purpose of this paper is to acquaint He reader with some typical problems the construction industry must overcome to improve on pavement smoothness. The influence of certain factors on pavement smoothness such as construction practices, roadway geometry and paving equipment are cliscussect. Typical examples of modifications to paving equipment such as the redistribution of equipment weight and its impact on smoothness are also discussed. The B-9

California Profilograph is mentioned as an equipment developed for measuring pavement smoothness. Carey, W. N. and H. C. Huckins, "Slope Variance as a Measure of Roughness and the ChIoe Profilometer," Highway Research Board Special Reports, Number 73, Transportation Research Board, 1962, pp. 126-137. A short discussion of existing pavement roughness measuring devices is Oven. The rationale is described by which the statistic, slope variance, was chosen as a measure of pavement roughness at the AASHO roac! test for use as an element of serviceability. The choice of the slope rather than the displacement or elevation profile is discussed. The ChIoe ProfiIometer, a device developed at the road test for determination of the slope variance on pavements In the fielcI, is described. The ChIoe ProfiIometer is a relatively simple, electron~c-mechanical device. It is towed by a vehicle over any section of pavement. Free statistics, the number of sample points (slope is sample at 6-in intervals along the pavement wheelpath), the sum of deviations of the slopes from an arbitrary reference value, ancl He sum of the squared deviations of the slopes from the same reference are detected, computed and displayed on the pane! of the electronic device that is in the towing vehicle. These three statistics can be combined to determine the summary statistics, slope variance. The device uses solid-state circuitry (transistors and diodes). It is extremely compact and rugged. It is easy to operate requiring no electronic technicians. It uses plug-~n printed circuit boards to permit rapid field maintenance by non-technical personnel. Provision is included for field calibration and testing of all components to insure that everything is working properly. The cost for label and materials for constructing one unit is approximately $6,000 excluding overhead and profit. A disadvantage of the urut is that in its present form it cannot be operated while recording at a speec! In excess of 5 mph. However, pavements under study are generally sampled In short segments. Between such sample segments the device can be towed at normal road speeds. Carmichael, R. W., "State-Of-The-Practice of Roughness and Profile Measuring Technology," Second North American Conference on Managing Pavements, Vol. Ill, Federal Highway Administration, 1987, pp. 3.260-3.272. A basic component of any pavement management system is a comprehensive pavement condition survey. However, these surveys are expensive due to the labor intensive efforts of data collection and analysis. Recent advancements in electronics and microcomputer technology have stimulated the development and utilization of automated data collection equipment for pavement condition inventories and surveys. In spite of these new developments, there has been limited exposure of State highway agencies (SHAs) to this new technology. Because of He need to make the SHAs aware of the new technology available In the area of pavement evaluation equipment, the Demonstration Projects Division personnel developed Demonstration Project No. 72 (DP #72) Automated Pavement Data Collection Equipment, Roughness, and Profile Measurement. The objective of this demonstration project is to advance SHA awareness of new equipment that is available to enhance and improve the collection of pavement condition data through more rapid and economical techniques. B-10

This paper provides an overview of Me equipment discussed in the technical presentation of DP #72 including measurement capabilities, output, costs, and user contacts. Carmichael, R. F., L. O. Moser, and W. R. Hudson, "Measurement of Pavement Smoothness for Construction Quality Control," Number FHWA-AZ92-217, Arizona DOT, 1992. This research study of pavement smoothness measurement was conducted in order to develop and implement an improved highway smoothness construction specification on asphalt concrete pavements. Achieving a higher level of smoothness on highways during construction results in savings to the taxpayer due to reduced wear and tear on vehicles, and longer highway life. Although the current ADOT specification used for highway smoothness addresses localized smoothness problems, it is difficult to administer due to the measurement system used, and provides little impetus to the contractor to improve his quality of work with respect to overall highway smoothness. This study provided data to assist ADOT in developing a new smoothness specification that would provide incentive to contractors to construct smoother pavements and which is easier for ADOT to administer. In order to provide incentive to contractors, a pavement smoothness construction qualitr control draft specification and associated measurement procedure was produced. Based upon these criteria, this study has recommended several changes to the ADOT highway smoothness specification for asphalt concrete highways: . . Relative to measurement a. new smoothness measurement technique b. different smoothness measuring device used Relative to the specification a. accommodation of the new smoothness measurement procedure inclusion of an incentive/penalty clause b. The envisioned consequences of these changes is that the contractors would not only have the incentive to improve highway smoothness quality, but also the means, as provided by ADOT, to assess smoothness quality ~ a timely manner, Prove that quality as needed, and then adjust normal construction procedures in order to construct smoother highways. Chastain, W. E. Sr. and I. E. Burke, "Experience with a BPR-type Roadometer in Illinois," Highway Research Board Bulletin 32S, Highway Research Board, pp. 52-58. The Illinois Division of Highways in 1957 constructed a road roughness indicator patterned after the device introduced by the Bureau of Public Roads in 1941. Numerous modifications were made In adapting the device for use In lll~nois. After an extensive series of tests, the Illinois Instrument was placed In regular service recording the smoothness of new and old pavements beginning in 1959. The recently developed use of road roughness indicators in furnishing measurements that assist in estimating the present serviceability of pavements under the concept originating at the AASHO Road Test has greatly enhanced the value of these devices. This paper describes the various modifications made by Illinois In constructing its roadometer, tests B-~1

to which it has been subjected, and its use in rating Illinois pavements under Me present serviceability concept. Cheng, K. T. and I. C. Wambold, "Roughness Computer Program for Engineers and Management," Transportation Research Record, Number 893, Record HS-035 158 Transportation Research Board, 1982, pp. 7-~. In this paper, a computer program developed to analyze pavement profile data is reported. The main functions of the program are to determine the present serviceability index and to analyze ride quality, either by use of the International Organization for Standardization (ISO) standard 2031 or the University of Virginia (WA) model. The primary input is the pavement profile data. The present serviceability index analysis gives the user a value for every 0.) mile, or any interval up to the total length of the pavement profile, at a user-specified vehicle velocity. The ride- quality analyses give Me user the estimated exposure time of reduced comfort or fatigue if the ISO weights are used; if We EVA mode! is used, a ride quality index is given. For either model, the user can select the vehicle type, a linear or nonlinear transfer function, and the vehicle velocity. The program also includes some auxiliary functions, such as a paver-gr~nder simulator and a profiIometer simulation that can produce, from the raw profiIometer signals, a digital file of the profile as a function of distance. This paper discusses the models and simulations used. Although some of the analysis methods have been discussed in the literature, they have not previously been integrated into a single versatile package. Thus, a complete pavement surface analysis program (inclucling several methods not reported in the literature) is available for pavement management. CIapp, T. G. and A. C. Eberhardt, "Computation and Analysis of Texture-Induced Contact Information in Tire-Pavement Interaction," Transportation Research Record, Number 1084, Transportation Research Board, pp. 23-29. In tire-pavement interaction, road surface texture is an important parameter that influences many factors such as tire noise, skid resistance, vehicle performance, and roping resistance. Efforts to understand and quantify the texture effects In tire-pavement interaction have been limited because of the difficulties In experimentally and theoretically determining We many individual contact areas and contact pressures produced by irregularly shaped asperities indenting the tire treact. A numerical method is developed and incorporated into a computational aIgori~m to approximate contact pressure resulting directly from road surface texture in tire-pavement Interaction. Only 2-D road surface profile geometry and tire inflation pressure are required as input parameters. The purpose of this paper is to demonstrate application of the method. Several types of surface textures are analyzed using the contact approximation method. The road surfaces are characterized by analyzing the individual pressure distributions, contact lengths, and tire deformations that make up the pressure profiles. The contact length information is combined with the surface profile geometry to approximate the geometry of the deformed tire surface. Analysis of the deformecl tire geometry provides information concerning factors such as void area and depth of penetration. Two-dimensional pressure profiles associated with the 2-D surface texture profiles are computed and transformed into force time- histories of tire input excitation. B-12

Clark, G. W., "Evaluation of Selected Devices for Measuring Pavement Distress in Kansas," KS DOT, September, 1989. State will conduct a field evaluation of the pavedex pavement distress survey device & the laser road surface tester. Results will be compared to a visual condition survey, mays ride meter, and South Dakota profiIometer. Will test the devices on a sample of Kansas pavements and determine if they can provide data compatible with the Kansas DOT pavement management system. CIaros, G. and W. R. Hudson, "Use of Noncontact Probes in Road Profiling," Transportation Research Record, Number 1048, Transportation Research Board, 1985, pp. 50-58. The objective of this paper is to provide succinct information about the use of noncontact transducer devices connected to the high-speed profilometer for the purpose of measuring the road profile. The stanciard Surface Dvnam~cs (SD) DrofiIometer has two tracking wheels to , ~ An--~ a-----------__ ~-~~ - ~ measure the height between the frame of the car and the pavement, and that distance is used to obtain the road profile. Furthermore, extremely rough sections tend to damage the potentiometer, which is connected to the tracking wheels. The Hailing arm, to which the tracking wheels are connected, is held In contact with the road by a 300-Ib force exerted through a torsion bar. The standard profilometer functions at 20 mph, because at this speed the torsion bar mininuzes the bouncing of the wheels. Speeds greater than 20 mph produce bouncing in the wheels, thereby deforming the profile. The use of noncontact probes In the profilometer gives the capability of increasing the profilometer speed during the profiling process, and damage to the potentiometer is avoided when rough sections are profiled. Profile data obtained with two noncontact devices are compared with data obtained on the same road with the standard profiIometer. A comparison between noncontact devices at two different speeds (35 and 50 mph) is also made. General regression equations for predicting root-mean-square vertical acceleration (RMSVA) and serviceability inclex (SI) are presented. CIaros, G. I., W. R. Hudson, and C. E. Tee, "Performance of the Analog and the Digital Profilometer with Wheels and with Non-Contact Transducers. Final Report," Number FHWA/TX-86/19+251-3F, Texas University-Austin, Center for Transportation Research, 1985, 218p. This report describes a correlation study between an analog GM ProfiIometer (the old ProfiIometer) and a digital GM Profilometer mocle! 690D (the new profiIometer). This correlation is very important because it provides the Information necessary to make a smooth transition between the use of these two instruments. Multiple regression analysis is used to obtain Serviceability Index using root-mean-square vertical acceleration (RMSVA). RMSVA indexes are well defined and precisely measurable with the ProfiIometer. A series of regression equations are presented In order to predict RMSVA from the oIct Profilometer using the new profilometer. Ibis report also presents an evaluation of non-contact transducers in the profilometer, which makes possible an increase of the profiIometer speed during the profiling process and decreases damage to the profiIometer. B-13

Croteau, J., "Pavement Riding Quality," Report 74-OO1-7713J U. S. DOT, 1974e The results of a five-year study of the riding qualities of recently constructed New Jersey pavements and bridges are reported. The principal sources of roughness on these surfaces and the development of proposed smoothness acceptance specifications are described. The bituminous and concrete pavements studied were all of high-type (principally Interstate) construction on new alignment. Determinations of relative roughness were made with a BPR-type roughometer and a 10-foot robing straightedge. The output of the roughometer is evaluated using the FHWA adjunctive rating system and, to a limited extent, in terms of the AASHO Road Test "Present Serviceability Concept". The latter (PSI) criteria appears to have little applicability to New Jersey conditions. RoDing straightedge data is evaluated by means of criteria developed from observed correlations between the rideability indicated by the roughometer and the severity and extent of surface irregularities. According to the FHWA criteria, the average new bituminous pavement surveyed during this study possessed only a "Fair" level of riding quality. However, there is a significant and encouraging trend for more recent bituminous construction to be of improved smoothness. Described Improvements in the specified equipment, methods of construction, and payment method appear to be the major causal factors. The average new concrete pavement was found to possess an even lower level of rideability. An FHWA adjective rating of "Fair to Poor" is indicated for typical New Jersey concrete construction. This result represents a general reduction in quality level compared to work accomplished in earlier periods in New Jersey. In spite of considerable experimentation with construction methods and equipment (inclucling slip-forming), significant rideability improvements in pavements of New Jersey's present standarcl design appear unachievable without a return to long-past standards of workmanship. . ~ ~ , The roughness data obtained on New Jersey bridge decks confirms He beneficial effect of using mechanical rather than manual methods for concrete strike-off and finishing. Recent specification changes including provisions which require use of mechanized deck finishing equipment on the majority of future projects~an be expected to effect an overall Improvement in New Jersey bridge rideability. New lersey's current "zero" straightedge defect smoothness specification is unrealistic and unenforceable. New surface smoothness specifications have been developed for New Jersey. These require acceptance testing of pavements and bridges with a rolling straightedge to determine the percentage of the surface length exceeding a tolerance of i/8 inch in 10 feet. A graduated schedule of payment reductions is proposed when a non-compliant level of riding quality is indicated. Croteau, J., "Pavement Roughness Evaluations Using a Mays Ride Meter. Final Report," Number 82-003-7776, Federal Highway Administration, 1981. This, the second of two study reports, is primarily concerned with the analysis of roughness data on new pavement construction and recent resurfacings and He development of an acceptance procedure for resurfacings. B-14

A high-speed measurement device known as the Mays Ride Meter was used for much of the roughness testing. The Mays meter consists of instrumentation mounted in a passenger car which measures smoothness in terms of the relative motion between the car body and axle. Since Mays output is sensitive to the response characteristics of the test vehicle, particularized evaluation criteria are required for each test unit. Here, various correlation analyses resulted in the development of an adjective rating system for new construction and equations which express Mays results In terms of their estimated Present Serviceability Index equivalents. Mays output is also affected b temperature and test speed. To permit measurements made under different conditions to be converted to a standard base, speed and temperature normalizing equations were developed. Smoothness test performed on new freeways indicate that the overall rideability of our bituminous pavements has improved substantially, a "Good" rating being typical. Rolling straighteclge-based smoothness acceptance provisions have been adopted to deal with the isolated instances of unacceptable riding quality which continue to be observed. Data from several new concrete projects indicate a small, yet significant relative improvement in rideability. Our most recent concrete projects are typically of "Fair" rideability rather than "Poor" as observed In some historical periods. Roughness surveys of resurfacing work performed by contractor and State forces indicate that both are of generally "Fair" rideability, with the in-house work displaying a slight superiority. New surface smoothness acceptance provisions for resurfacings have been developeci ant! proposed for use. To promote testing efficiency and economy on projects under traffic, these provisions contemplate joint use of the Mavs and rolling straightedge. ~v ~ Crump, E. T., "Pavement Roughness and Skid Resistance," Transportation Research Record, Number 1084, Transportation Research Board, 1986, 89p. This Transportation Research Board publication contains the following papers: Strategies for Reducing Truck Accidents on Wet Pavements, DL Ivey, WB Home, and RD Tonda: Methodology for Computing Pavement Ricle Quality from Pavement Roughness Measurements, MS lanoff, with discussion by RM Weed and RT Barros and Author's Closure: Critical Evaluation of the Calibration Procedure for Mays Meters, BT Kulakowski: Computation and Analysis of Texture- Induced Contact Information in Tire-Pavement Interaction, TG CIapp and AC Eberhardt: Influence of Pavement Edge and Shoulder Characteristics on Vehicle Handling and Stability, DL Hey and DL Sicking; Development of a Procedure for Correcting Skid-Resistance Measurements to a Standard Enci-of-Season Value, DA Anderson, WE Meyer, and ~ Rosenberger; International Roughness Index: Relationship to Over Measures of Roughness and Riding Quality, WDO Paterson; The Implication of the International Road Roughness Experiment for Belgium, MB Gorski; Serviceability Prediction from User-Based Evaluations of Pavement Ride Quality, SK Nair and WR Hudson, with discussion by RM Weed and Authors' Closure; and The International Road Roughness Experiment: A Basis for Establishing a Standard Scale for Road Roughness Measurements, MW Sayers, TD Gillespie, and CAV Queiroz. l B-15

Cumbaa, S. L., '~Correlation of Profile-Based and Response-Type Roughness Devices for Louisiana's Highway Performance Monitoring System," Transportation Research Record, Number 1260, Transportation Research Board, 1990, pp. 99-105. Relationships were developed to meet and facilitate roughness reporting and calibration requirements of the Highway Performance Monitoring System (HEMS) in Louisiana. Pavement roughness statistics obtained from a Face Dipstick, K. l. Law Mode! 8300 Roughness Surveyor, and Mays Ride Meter equipment were correlated to enable Louisiana to satisfy these requirements. On the basis of the results of this research and previously establishec! relationships between the Mays Ride Meter and the AASHO serviceability index (SI), comparisons of the international roughness index (IRI) and ST were then drawn for flexible and rigid pavements. A correlation was established between the {RT values obtained with the Face Dipstick and those obtained with the Mode} 8300 Roughness Surveyor for 5 flexible and 4 rigid pavement test sections. Correlations from field testing of the Mocle} 8300 Roughness Surveyor . ~ , ~ . . ~ , . ~ ~ ~ .. . . ~ ~ . . . . . .. .. . . .. .. . . .. . and ways lame Meter on ;zu ~lexlole and 1Y rlglcl test sections resulted in a alsunct relational equation for each pavement type. However, results relating {RI and ST indicatecl Hat this relationship was the same for all pavement types. This methoclology can be developed so that Louisiana can satisfy HEMS roughness testing and reporting requirements. Danish Road Institute, "The Profilograph The Measuring Vehicle Which Provides a Complete Picture of the Road's Surface Condition," Road Directorate, Ministry of Transport, 1991, pp. 20-91. The Danish Road Institute ProfiIograph is a specially designed passenger car equipped with 17 lasers which make it possible, at normal speects (up to 100 kph), to get an exact registration of the road network's profile and surface condition. With several simultaneous readings collected using the sensors, the road's cross-profile, side slope, horizontal curves, length profiles and vertical curves can be cletermined. Length profile information provides information on roughness, expressed, among other things, by the International Roughness Alex (IRI). Roughness indices which correspond to Hose obtained from the bump integrator and the viagraph can be obta~nect. Darlington, I. R., "Evaluation and Application Study of the General Motors Corporation Rapid Travel Profilometer," Number 62-F-73 Michigan Dent. State Highways, 1970. In addition to evaluation of the General Motors rapid travel profiIometer (RTP), this paper provides important information about the device and its output. Details of the measurement system itself are limitecl; having been covered in an earlier report by the General Motors Corporation. It is shown that the RTP measures profile with respect to an arbitrary and moving reference. Consequences of this property are explored and found to be no problem when properly accounted for. Accuracy, defined with regard to this reference, is found to be very high when RTP and precise level profiles are compared. RTP accuracy is also shown to be theoretically superior to that for rolling straightedges, BPR Roughometers, and ChIoe Profile Devices. A survey of profile analysis equipment precedes a discussion of powerful analysis options made possible by magnetic tape data recording. All methods of profile analysis are examined, Including simulation of other profile devices to obtain their indices from RTP profiles. Particular emphasis is given to modern time series methods of random signal analysis, the most powerful of which appear to be power spectral density measures. The department has used this - 1 B-16

1 instrument, among other things, to: study Bohr. slab movement, record actual slab curling; study cross-section profiles of joint blowups; compare bridge deck finishing methods; profile experimental pavements; and profile airport runways, etc. Darlington, J. R., "High-Speed Profilometry," Highway Research Record[, Highway Research Board, Number 362,1971, pp. 98-103. The General Motors rapid travel profilometer has been evaluated by the Michigan Department of State Highways. It meets or exceeds all specifications for accuracy ant! reliability. It does not return a survey type of elevation map because long-wave features must be filtered out. For this reason, its profiles must be viewed as correct in the frequency domain but incorrect in the spatial domain. An inertial guidance system capable of recording long-wave features would solve the problem. Profile analysis in the frequency domain is confined to the 4 basic measures: mean squares, amplitude distributions, autocorrelation, and power spectral density. It is possible to extract some single number Indexes based on the 4 standard measures. Power spectral density appears to be most interesting for highway work. Darlin~ton T. R. 'the Lightweight Pavement Profile Instruments" Research Renort No. R-1318 ~ , A. . ~ . ~ . ~ . . . _ , , ~ ~ , , . . ~ ,. . Llna1 Keport Prepared for Michigan oepar~nent ot lransportatlon, Lansing, Mlchlgan, June, 1992. The Lightweight Pavement Profile Instrument (LPPI) permits pavement quality analysis within hours after paving. The LPPI measures profile by the proven GM RTP concept at a much lower cost than truck based units. The LPPI features optical distance sensor, accelerometer, generator, digitizing card and electronic and mechanical assemblies. Once an accurate profile is generated and stored any roughness measure may be generates! by the LPPl. Various roughness measures including Ricle Quality Index (RQ1), International Roughness Index (IRI) and Profile Index can be obtained. A moderate amount of field use has shown He Lightweight unit to be robust and reliable. Detailed information on the development of hardware and Software for the LPPT as wed as validation of He equipment are discussed In this report. Descornet, G., "A Criterion for Optimizing Surface Characteristics," Transportation Research Record, Number 1215, Transportation Research Board, 1989, pp. 173-177. Requirements for react pavement performance were long centered on safety but are currently being extended to such concerns as the environment, comfort, ant} costs. The following aspects must now be considered: (~) for safety: skid resistance, road-holding qualities, splash and spray reproduction, and visibility of the road and road markings; (2) for economy: reduction of fuel consumption, tire and vehicle wear, ant} dynanuc extra loads that may shorten the life of road (and engineering) structures; and (3) for user comfort and the environment of roadside residents: reduction of noise and vibrations inside and outside vehicles. Each feature of pavement performance is chiefly or partly determined by surface irregularities on different scales. Traditionally, three ranges of irregularities have been considered: m~crotexture, macrotexture, and roughness. Recent research into the relations between performance ant} pavement characteristics has revealed the part played by a hitherto unchecked range of irregularities: the so-called megatexture, win wavelengths between 50 and 500 mm, the adverse effects of which (noise, vibrations, and extra rolling resistance) used to be attributed to macrotexture. B-17

Megatexture is out of the measuring range of conventional test methods and devices but can now be checked with the new generation of contactless profilometers, such as laser profiIometers. Thus it is possible, in principle, to optimize road pavement performance while meeting most of the requirements, even minor ones, by considering that some surface characteristics must be present (micro- and macrotexture) and that others are undesirable (megatexture and roughness). Devore, ]. l. and M. Hossain, An Automated System for Detennination of Pavement Profile Index and Location of Bumps for Gnndingfrom the Profilograph Traces, Kansas Department of Transportation, Report KSU-93-2, May 1994. The objective of this research was to develop an automated system to reduce profiIograph traces generated by a manual profiIograph. The tasks included locating and marking the bumps that would require grinding and to determine the profile index of the new riding surface. The objective was accomplished following the guidelines provided in Kansas Test Method KT- 461. Selecting the hardware and developing the software necessary for computing the profile Index and locating the bumps which would need grinding has resulted in a compact and easy to use system capable of reducing any profilogram. Teh program allows the operator to select values for parameters such as bump template height and blanking band width to conform to existing specifications. The KSCAN versions uses a hand held scanner and straight edge guide and is designed to reduce single sections of trace one-tenth mile (plus or minus 250 It) long. The PROSCAN version uses a motorized paper feed and watt automatically reduce traces of any length giving results in one-tenth mile sections. Both versions can also reduce traces in metric units. DuBose, I. B.' "Comparison of the South Dakota Road Profiler with Other Rut Measurement Methods," Transportation Research Record, Number 1311, Transportation Research Board, 1991, pp. 1-6. During the fall of 1989, the Illinois Department of Transportation completed He construction of a profile-measur~ng van that was based on the South Dakota road profiler. One feature of the van is the ability to collect rut depths at highway speed at 2-ft intervals. The ability to collect more rut data and to do it more quickly and safely were of great interest to the department. However, no information was available that described how the ciata obtained with the road profiler would compare with manual rut measurements or rut measurements obtained with other automated systems. In an effort to determine if there was any correlation between the different rut-measuring me~ods, a number of experiments were conclucted. Three methods -(a) South Dakota road profiler, (b) PASCO, and (c) manual-were compared for a 7.5-m stretch of PA 409 (USA) In St. CIair and Clinton counties; the road profiler and manual methods were compared for all of the Interstate highways in District 5, located in east-central Illinois. In addition, the procedures used by each method were analyzed to theoretically determine how well the methods would agree ant! also to help explain any observed differences in the data. On the basis of He results of these experiments, recommendations were made describing the most appropriate use of the road profiler data. B-~8

Elton, D. I., and M. E. Harr, "New Nondestructive Pavement Evaluation Method," Journal of Transportation Engineering, Vol. 114, No. 1, 1988, pp. 76-91. Rapid nondestructive evaluation of pavements is needed to help maintain highways and airport runways. A review of current techniques for measuring pavement profile, texture) and deflection under load is conducted. Rapid evaluation of these parameters is needed, due to the high cost of closing highways and runways. The problem of improving the ability of pavement engineers to make these measurements is addressed first by reviewing existing procedures for obtaining these measurements, and then by presenting a new procedure to allow the pavement engineer to measure these three criteria. Currently there are no devices for the absolute measurement of pavement profile. The proposed procedure allows this absolute measurement to be made. Epps, I. A. and C. L. Monismith, "Equipment for Obtaining Pavement Condition and Traffic Loading Data," NCHRP Synthesis of Highway Practice, Number 126, Transportation Research Board, September 1986, 118p. Equipment is identified that is associated with the collection of structural capacity, surface distress, friction, roughness, and traffic loading data. Current practices costs, and maintenance requirements are presented. Advantages and disadvantages of particular types of equipment are also presented and new equipment developments are briefly discussed. Currently, structural capacity is evaluated by a measure of surface deflection under a sIow-moving, vibrating, or falling load. The BenkeLnan beam is the most commonly used equipment. Techniques for measuring physical distress and types of distress catalogues vary by agency and depend on the purpose for which Me information is collected. Pavement surface friction is mostly measured with Me locked-wheel-trailer procedure or the yaw mode procedure. Ride quality is related to the roughness of the pavement and is measured by either response-type equipment or profiIometer. Equipment for collecting traffic volume and traffic weights are portable counters, fixed counters, weigh-~n-motion devices, portable scales, and permanent weigh stations. Face Construction Technologies, "Dipstick Auto-Read Road Profiler," Norfolk Virginia, May, 1993, pp. 5-93. This brochure contains information on "Dipstick" which is an electronic digital level and profiler. With this equipment sequential reading can be taken along a survey line at a rate of approximately 900 readings per hour. The resulting data can be analyzed using any or all of the following indices: International Roughness Index (IRIS, Root Mean Square Vertical Acceleration (RMSVA), Gap Under an Unleveled Straight Edge, Mays Meter Simulation, The California Profilograph Trace, FF, FE, and Vertical and Angular Acceleration of a simulated vehicle. Federal Highway Administration (FHWA), "Automated Pavement Condition Data Collection Equipment," Pavement Division, Washington D.C, 1989, pp. 3-89. The use of high speed automated equipment is becoming more prevalent. Automated data collection and processing of collected pavement condition data can provide considerable cost savings to user agencies, and improve the mechanisms through which agencies effectively manage their pavements. Various automated pavement data collection processing equipment B-19

such as deflection measuring equipment and roughness data collection equipment have been discussed In detail this paper. The roughness measuring equipment discussed include the rod and level, the Dipstick Profiler, ProfiIographs, Response type road roughness meters (RTRRMs) and Profiling Devices. Technologies which have been incorporated in automated data collection equipment such as voice activated systems, acoustic devices, lasers and video technology are covered in this paper. Federal Highway Administration (FHWA), "Road Profile The Bottom Line," Pavement Newsletter Issue 18,1991, pp. 9-91. This issue of the Pavement Newsletter presents articles on roughness equipment measurement and associated operating costs which includes the South Dakota Road Profiler. Also presented in this issue is an article on profiling in Michigan. The article covers the profiling equipments and techniques employed in data collection. Mention is made of Ride Quality Index (RQ1) anct the International Roughness Index (IRI) as indices used for roughness evaluation. The roughness data collection devices used by all states is presented In this newsletter. Another article entitled "Why {RT," which discusses the limitations of {R! as a standard roughness inclex is presented in this issue. The TRT is however mentioned as the best index currently available to compare roughness on the national network. Fernando, E. G. and D. R. Luhr, "Sensitivity Analysis of Predicted Pavement Performance, Transportation Research Record, Number 1200, Transportation Research Board, 1988, pp. 32-41. A sensitivity analysis of a performance mode} is conducted. The performance mode} evaluated was cleveloped from AASHO Road Test clata, and it uses pavement surface roughness as the distress criterion. In order to evaluate the sensitivity of predicted pavement performance to various design factors, a factorial experiment was established assuming a three-layer mode} of the pavement structure. Eight different factors were considered! in the development of the factorial experiment: (~) nutial Present Serviceability Inclex (PSI), (2) asphalt concrete mod~us, (3) asphalt concrete thickness, (4) granular base thickness, (5) coefficient k sub ~ of the base resilient modulus-bulk stress relationship, (6) exponent k sub 2 of the base resilient modulus- bulk stress relationship, (7) coefficient m sub ~ of the subgrade resilient modulus-cleviatoric stress relationship, and (~) exponent m sub 2 of the subgrade resilient modulus-deviatoric stress relationship. Predictions of service life from the mode! evaluated were founc} to be sensitive to asphalt concrete thickness, initial PST, asphalt concrete modulus, and He constants m sub ~ and m sub 2 defining the stress dependency of He resilient modulus of He subgrade soil. In addition, because of the influence of the stress dependency of unbound pavement materials, there is strong indication that optimum values for base-related variables exist for different pavement conditions. The results obtained showed the importance of a sensitivity analysis for evaluating the behavior of a performance mode} over a range of conditions considered to be of practical interest. The information generated from a sensitivity analysis is of value in evaluating the most effective pavement design for a given set of conditions and in developing guidelines for He proper application of a performance model. B-20

Fernando, E. G. and R. S. Walker, "Evaluation of the Siometer as a Device for Measurement of Pavement Profiles," Transportation Research Record, Number 1260, Transportation Research Board, 1990, pp. 112-124. Highway engineers have always been concerned with providing pavements of acceptable serviceability. The serviceability of a highway segment, which is largely a function of pavement roughness, is a widely used criterion for cleciding when pavements are in need of rehabilitation. For this application, various statistics are currently used as indicators of pavement serviceability, the most common being the present serviceability index. These statistics are largely determined from measurements of pavement roughness. Various devices and procedures have been developed for accomplishing these measurements. Of practical necessity, devices for measuring pavement roughness must be capable of providing repeatable measurements at normal highway speecis. In addition, devices that do not require difficult calibration procedures, that possess the capability for field processing of the data collected, and that are relatively inexpensive to own, operate and maintain are most desirable. The Siometer, which is currently used by He Texas State Department of Highways and Public Transportation (SDHPT) for evaluation of pavement riding quality, holds promise as an instrument for the routine collection of profile data on a network-wide scale. The Texas SD~T has recently begun investigating the profile-measuring capability of the Siometer. A unique feature of this device is the statistical modeling procedure for characterizing the vehicle on which it is installed, which lends portability to the Siometer. In it, the parameters of the statistical mode! are determined In a self-calibration procedure that is run before profile data are collected. To evaluate the applicability of He Siometer as a device for profile measurements, profile measurements with the Siometer were compared with those from a profilometer. Fleming, M. I. and l. C. Wambold, "Penn State Automatic System for Collecting and Processing Road Meter Records," Transportation Research Record, Number 946, Report HS-037 870, Transportation Research Board, 1983, pp. 25-29. A nucrocomputer-based data acquisition and processing system developed as a replacement for the Mays ride meter is described. The system retains the same basic operational characteristics as He Mays meter but offers improvements In resolution, cost-effectiveness, and ease of use and requires a minimum of operator Gaining. System operation is interactive, and the operator is prompted by an alphanumeric display and backlighting of the data input keyboard. Highway event data and roar] roughness measurements are stored on magnetic cli~tal cassette tape for automatic transfer to a road Inventory or pavement management system data base. Garg, A., A. Horowitz and F. Ross, "Establishing Relationships Between Pavement Roughness and Perceptions of Acceptability (with Discussion and Closure)," Transportation Research Record, Number 1196, Transportation Research Board, 1988, pp. 276-285. A psychological scaling experiment was conducted in Wisconsin to establish relationships between pavement roughness and users' perceived need to improve the road. A total of 32 roar! segments were selected for user evaluation. Except for their surface, they had very similar characteristics (speed limit, length, terrain, traffic volumes, scenery, etc.~. Physical roughness was measured with both a response-type instrument (roadmeter) and a profiIometer. Fifty paid subjects were selected randomly from He general population. They were asked to rate ride quality on both the traditional Weaver/AASHO categorical scale and on a newly designee! B-21

magnitude estimation scale. In addition, subjects were asked, using a Likert scale, about their willingness to resurface and were asked to estimate the amount of extra time they would be willing to spend to avoid a particular segment, considering its roughness. The experiment yieldeci several useful mathematical relations between physical roughness and users' willingness to resurface. It was found that the magnitude estimation scale was preferable to the Weaver/AASHO scale for measuring subjective roughness. Surprisingly, the roadmeter was better than the profilometer for measuring physical roughness. Gillespie, T. D. and M. W. Sayers, "Calibration of Response-Type Road Roughness Measuring Systems," NIP Repod, Number 228, Transportation Research Board, December 1980, Blp. This report contains the results of an intensive stucly of response-type road roughness measuring systems (primarily Mays- and PCA-type road meters) for the purpose of developing calibration and correlation procedures. An artificial road bump approach is described as a simplified method for a calibration check of road meter systems. This method offers potential for calibrating systems over the moderate-to-rough range of Me roughness scale. Currently available road meters are not generally suitable for assessing Me roughness (smoothness) of newly constructed roads. The findings of this study win be of particular interest to highway and airport personnel responsible for collection and analysis of data on pavement surface characteristics, pavement rehabilitation and management programs, and testing and research activities. Gillespie, T. D. and M. W. Sayers, "Methodology for Road Roughness Profiling and Rut Depth Measurement. Final Report," FHWA/RD-87-042;UMTRI-8~54;FCP 31w3-062, University of MVFHWA, December 1987. This document presents an overview of a profiling and rut depth project. The objectives were to (~) assess the capabilities that are needed to measure profile and rut depth at highway speeds, (2) develop a design tailored to minimize life costs of the system, (3) build the system for delivery to FHWA, and (4) validate the system. A system based on the IBM PC microcomputer was designecl. With the exception of a signal conditioning unit, the system is constructed from commercial components. The software controls the measurement of road profile and rut dentin ~ ~ ~ , .. . . . .. . . . . .. . . . .. . . . . .. . . . .. the viewing of the data, and daily checks of the hardware integrity. A prototype- presently known as the PRORUT system- was built and delivered to the FHWA. A Road ProfiIometer Meeting (RPM) was organized to determine performance limits of the profiling capabilities of the PRORUT anci 10 over profilometers. (The capability for measuring rut depth was acided after the meeting; thus, He rut depth performance has not yet been tested to the same extent as the profiling capabilities). Gillespie, T. D. and M. W. Sayers, "Role of Road Roughness in Vehicle Ride," Transportation Research Record, Number 836, pp. 15-20. This paper describes the gross mechanics of motor vehicle ride vibrations to acquaint the highway engineer with the role played by road roughness. The acceleration spectrum observed on a typical passenger car is compared against reliable measures of human vibration tolerance to illustrate the frequency range of general Interest. The characteristics of road roughness are presented in term of both the elevation spectral density and the equivalent acceleration B-22

expansion to the vehicle. The mechanisms of ride isolation achieved through the suspension systems of motor vehicles are illustrated by attenuation of the response gain at high frequency. Examples are given to show effects of mass suspension and tire properties. Additional attenuation effects derive from wheelbase filtering and tire envelopment. In the case of commercial trucks, the compromises that occur In the ride isolation as a result of suspension friction and low frequency structural resonances are illustrated. Gillespie, T. D., S. M. Karamihas, M. W. Sayers, M. A. Nasim, W. Hansen, and N. Ehsan, "Effects of Heavy-Vehicle Characteristics on Pavement Response and Performance," National Cooperative Highway Research Program, Report 353, Transportation Research Board, 1993. This report will be of special interest to pavement-design and pavement-management engineers, as well as the transportation planners and transportation-agency chief administrative officers responsible for funding the transportation network, allocating costs, and developing truck regulation. Truck and tire manufacturers will find the information useful in analyzing consequences of contemplated changes in design. Researchers in the highway community should find the tools and methoclologies developed here useful for investigation of the mechanics of pavement structural damage, while those from the trucking community can use the tools and methods to guide development of more "user-friendly" trucks. In the study, heavy- truck characteristics (axIe loads and spacing, suspensions, and tire pressures and configuration) were investigated to determine their influence on pavement distress. The research results provide a systematic overview of Interactions among the truck, tire, pavement, and environment, and they can facilitate more rational truck regulation; more informed pavement design with respect to traffic factors; and, in the long term, improved road-user cost allocation. Gomaco World, "Equipment, Capabilities Can Influence Rideability," Vol. 2l, No. 2, ~ 993, pp. 20-21. One of the many factors to take into consideration when working toward concrete pavement smoothness is paving equipment. This article presents the opinions and insights of a pane} of contractors ant] engineers interviewed by GOMACO Corporation. Discussions focus on the selection of paving equipment for the job In function with respect to equipment characteristics such as size and weight. Also discussed is the importance of a properly functioning paving equipment and the efficient operation of the equipment. Gomaco World, "Number of Tracks, Widths add to Concerns with Ride," Vol. 21, No. 3,1993, pp. 20-21. The article presents the opinions and insights of a pane! of contractors and engineers interviewed by GOMACO Corporation. The interview focused on the influence of the size and capability of the slip form paver on the smoothness of the finished concrete pavement. The result of the interview indicate that, respondents favor a four track paver and a single pass paving operation to meet or exceed rideability specifications, although they agree that rideability can also be achieved with a two-track paver. B-23

Gomaco World, "Uneven Tracklines and Headers Influence Ride," Vol. 21, No. 1,1993, pp. 20- 21. This article presents the opinions and Insights of a pane! of contractors and engineers interviewed by GOMACO Corporation. The article focuses on the influence on rideability of uneven tracklines and headers. Some solutions which have been proven to be effective in alleviating ride problems are discussed In this article. Gorski, M. B., "The Implication of the International Road Roughness Experiment for Belgium," Transportation Research Record, Number 1084, Transportation Research Board, 1986, pp. 59-65. The International Road Roughness Experiment ERRED has had a double impact on the current practice of roughness evaluation. First it has upgraded the moving average statistics (CP) developed and used in Belgium for the assessment of evenness. The latter is based on a dynamic profilometer monitoring of the lon~tuct~nal profile of the road surface. Its scale of representation can be interpreted from different points of view (acceptability criteria associated with comfort and security, maintenance levels associated with structural integrity, and methods of assessment such as visual inspection). The link between CP scale and the roughness measures generated by response-type road roughness measurement systems (RTRRMS) acids a new dimension to the interpretation of the BeIgian scale. It enables roughness to be predicted or estimated in terms of vehicle behavior because the RTRRMS results are expressed In scales simulating quarter-car response. The second impact is a consequence of the first. The IRRE demonstrates the need for further development of roughness evaluation and enhances the pavement management systems approach developed in Belgium in such a way that economic considerations can be assessed through relations between roughness and users' costs. Goulias, D. G., T. Dossey, and W. R. Hudson, "End-Result Smoothness Specifications for Rigid and Flexible Pavements in Texas," Number FHWA1X-93+1167-2F, Texas Department of Transportation, 1992. This report focuses on the development of a methodology for determining an end-result smoothness specification for use on newly constructed flexible and rigid pavements. Details of the experimental study and data analysis undertaken to define acceptance levels using several criteria are presented, along with necessary guidelines that can be used for the training of personnel involved in the implementation of the smoothness specifications. Finally, the report correlates profile index win other roughness Indices. Griffin, R. G., "Acceptance Testing for Roadway Smoothness. Follow-up Report,'' CDOH-DTP-R-8~13CO, DOH/FHWA, June 1986. Smoothness on I! asphalt concrete paving projects was tested with a Rainhart Profilograph. Each project was tested four times; before the overlay, after the overlay, six months after construction, and one year after construction. The overlays resulted in an 89°/O reduction in pavement roughness. Post construction smoothness measured from 2 to 17 inches per mile. After six months of service, the roadways on the average were as smooth as they were the clay they were overlaid. Typically, the roadways became slightly smoother after six months of B-24

service, but two projects became significantly rougher and brought He average down for the entire study. No correlation was found between smoothness deterioration rates and the initial smoothness. A profiIograph based smoothness specification for asphalt paving is not being implemented at this time. The lack of a significant problem at the present and the lack of a long term benefit are two of the reasons. Gulden, W., "Calibration Procedures for Roadmeters. Final Report," FHWA-TS-8~201;RP8309;FCP 34ZA-168, GA DOT/FHWA, April 1986, 85p. The research project was conducted to evaluate the performance of an inexpensive non-contact roughness measuring device, Roughness Surveyor, as well as the potential use of this device as a calibration reference for Response-Type Road Roughness Measuring (RTRRM) systems. A correlation was also conducted between RTRRM systems from three different States (Georgia, Florida, and Minnesota) against the Roughness Surveyor, the inertial profilometer owned by the Ohio DOT, and the profiIometer designecl and operated by the South Dakota DOT. A total of sixteen test sites were selected for the correlation and calibration study with a total of 52 individual test sections encompassing a variety of roughness levels and pavement surface types. The results of the roughness testing showed an excellent correlation between ad the devices. The standard error of estimate, however, was rather large for some of He linear regression equations. The units from Florida, Ohio, and South Dakota provider} serviceability index ratings. An analysis of these ratings indicated that different values were obtained between the units on the same test sections. The evaluation of the Roughness Surveyor indicated that the roughness results obtained were insensitive to speed variations. Problems were encountered with obtaining valid roughness readings on extremely rough textured surfaces, such as surface treatment. The testing repeatability of the Roughness Surveyor was not as good as that obtained with the Ohio ProfiIometer and slightly better than two of the three RTRRM systems. The day-to-day variability was much higher for the Roughness Surveyor than for the Ohio ProfiIometer and the RTRRM systems. v v - v , GU1denr W.J recomparison of Rainhart and California Style Profilographs," Special Report, Research and Development Bureau, Office of Materials and Research, Georgia Department of Transportation, September, 1985. The Rainhart ProfiIograph and California-style ProfiIograph are used by various agencies for measuring road surface roughness. Many references to profiIographs in industry specifications and agency specifications do not distinguish between the two types. This report compares He Rainhart Profilograph and the California-style ProfiIograph focusing on major differences and similarities between the two profiIographs. Results of a correlation study based on data from 40 tests conducted in Georgia using the two types of profiIograph are reported. The correlation results Indicate a general correlation between the results obtained with the Rainhart and California style profiIographs. The analysis of profile traces obtained for identical sections using the two ProfiIograph types are also discussed. B-25

Gulden, W., J. Stone, and D. Richardson, "Use of Response-Type Roughness Meters for Pavement Smoothness Acceptance in Georgia," Transportation Research Record, Number 946, Report HS-037 869, Transportation Research Board, 1983, pp. 20-25. The use of response-type, road-roughness-measur~ng systems as part of surface tolerance specifications is attracting increasing interest among highway agencies as a rapid, inexpensive means of measuring the smoothness of roads during and after construction. Problems such as calibration, vehicle maintenance, and the repeatability of test results must be taken into account and resolved or minimized when these roughness-measuring systems are used for acceptance or rejection of projects for smoothness. The Georgia Department of Transportation has been using road meters In its specifications since 1972 for acceptance of projects and since 1979 for both rejection and acceptance. The evolution of the road-roughness-measuring program in Georgia, the calibration and operating procedures, the current smoothness specifications, and the use of Mays meter data during construction are described. Gulden, W., J. Stone, and D. Richardson, "Georgians Use of Response Type Roughness Meters for Pavement Smoothness Acceptance," Transportation Research Board, 1983. The use of response type road roughness measuring systems as part of surface tolerance specifications is gaining increasing interest with highway agencies as a rapid and inexpensive Hearts of measuring the smoothness of roads during and after construction. Problem such as calibration, vehicle maintenance, and repeatability of test results must be taken into account and resolved or minimized when these roughness measuring systems are used for acceptance or rejection of projects with respect to smoothness. The Georgia DeparUnent of Transportation has been using roadmeters In their specifications since 1972 for acceptance of projects and since 1979 for bow rejection and acceptance. The paper describes He evolution of the road roughness measuring program In Georgia, He calibration and operating procedures, the current smoothness specifications, and He use of Mays Meter data during construction. HadIey, W. O. and H. Roper, "Comparative Testing of Strategic Highway Research Program Profilometers," Transportation Research Record, Number 1311, Transportation Research Board, 1991, pp. 15-25. The comparative testing workshop conducted among He Strategic Highway Research Program (SHRP) profiIometers in Austin, Texas, during the week of February 12 through 16, 1990, is described. The workshop involved roughness measurements of six test sites at two different speeds by the Law profiIometers from the four SHRP regions. The test sections were selected as representative of smooth, medium, and rough sections. The test program consisted of five individual runs by each profiIometer for the two speeds on the six test sections. The testing revealed several data anomalies In the results from the profiIometers including random and systematic sensor separation and lost lock. The results contain information that can be useful In interpreting the output of the Law profiIometer in the development of surface profile data anct pavement roughness TR! Law values. Finally the experunental design used in the comparative testing, analysis performed, results generated by the analysis, approach to consideration of data anomalies, and recommendations for further studies are discussed. B-26

Harrison, R. and C. Bertrand, 'the Development of Smoothness Specifications for Rigid and Flexible Pavements in Texas," Report Number 1167-1, The University of Texas-Austin, Center for Transportation Research, 1991. Because both the highway agency and the traveling public desire a smooth pavement surface, there exists a need to ensure smoothness and ride quality. Indeed, a smooth road profile has become a standard measure of pavement quality. Smoothly constructed roads are associated with minimal vehicular wear (and therefore cost), user perceptions of quality and acceptability, and, finally, long pavement service lives. In the early years of highway paving operations, smoothness-and thus ride quality-was dependent upon motivated and experienced construction crews, most of whom used a straightedge to locate individual pavement deformities. As vehicle speeds gathered pace, it became increasingly clear that these early methods were inadequate for ensuring smoothness and ride quality, and that some other, more rigorous measure of smoothness (as a measure of pavement quality) would be necessary. Efforts made in the late 1950's-the most important of which was the AASHO Road Test-continued to make progress toward a smoothness specification, but such efforts were ultimately limited in that they were merely subjective assessments and, hence, inappropriate for highway agency use. In 1987 the Texas State Department of Highways and Public Transportation (SDHPT) commissioned the Center for Transportation Research (CTR), The University of Texas at Austin, to develop smoothness specifications for both flexible and rigid pavements. These standards were to be of the "end-use" variety; that is, the standards, applied after the contractor had completed paving a section, would be used to compare the as-built profile with that smoothness desired by the highway agency, using a designated instrument and measurement unit. Deviations from the acceptable profile range would result either in monetary rewards to the contractor for high-qualify work exceeding standards or in corrections/penalties for work falling below standard. In 1984 AASHTO began conducting a survey into state smoothness specifications with the objective of recommending a draft smoothness specification for state use. This specification, reported In 1987, was to be evaluated as part of the CTR 1167 study. This report, then, details the initial work on pavement smoothness criteria, induding in particular the issues related to financial incentives and the instrumentation used for measuring profiles on newly-laid rigid pavements. Haviland, J. E. and R. W. Rider, "Construction Control of Rigid Pavement Roughness," Highway Research Record 316J Highway Research Board' 1970. Results of a 2-year study of cause-effect relationships involved in roughness of concrete pavement are reported. Data were derived both from analog traces obtained in each wheelpath within hours after concrete placement on randomly selected pavements, and from qualitative observations of paving methods. Sampled construction consisted of 184 sections of 1- and 2-lane pavement built under 62 different contracts with 8 different form-type finishing machines and 3 different slipform pavers. Statistical analysis was held to a minimum by uncontrolled interactions, but 5 factors were found to be common and outstandingly significant in relation to roughness throughout the contracts studied: a) backing up of the last finishing machine, b) absence of a float, c) use of less than 3 screeds, d) use of a crown section as compared to a uniformly sloping section, and e) lane-at-a-time paving. Nine other construction phenomena B-27

producing roughness, common to many projects but found less frequently than these five, are also covered in some detail. Hayhoe, G. F., "Spectral Characteristics of Longitudinal Highway Profiles as Related to Ride Oualit~r," Vehicle, Tires Pavement Interface, ASTM SIP 1164, American Society for Testing and _ , . . . Materials, 1992, pp. 32-53. The spectral characteristics of 162 pavement profiles are examined and compared with subjective ratings of the ride quality of the profile sections in a search for explanations of certain apparent anomalies in the relationship between ride quality and profile characteristics. Many of the profiles are fount] to contain large numbers of puIse-like disturbances, with the pulses contributing a significant proportion of the energy in the profiles at high frequencies. It is argued that the presence of pulses in pavement profiles could be a significant factor in subjective response to road roughness, but no firm evidence could be found to support the proposal. The synthesis of pavement profiles for use in computer simulations is also discussed, and Were is reason to suppose that the simple random process frequently used to describe pavement surfaces is a poor mode} of profile characteristics for many pavements. Hegmon, R. R., "A Close Look at Road Surfaces," Public Roads, 1993, pp. 4-7. To most people, including the majority of readers of Public Roads, road surfaces are just gray areas stretching for miles and miles. Road surfaces are expecter! to provide safe driving conditions in dry and wet weather, provide a smooth ant! quiet ride all the time, minimize splash and spray during rain, provide good visibility under adverse conditions, and have a long service life. A close look at the surface reveals many features including texture, which is needec} to provide skid resistance, reduce splash and spray In heavy rain, and reduce headlight glare In night driving. But texture may increase noise and reduce the life of both pavement and tire. Further, as roads age and deteriorate from the effect of heavy truck traffic and weather, signs of distress appear. Road roughness is one sign of distress and is detrimental to both pavement life and ride quality. This article discusses only road roughness, how roughness is measured, and the effect of roughness on Me highway user and on pavement life. Hegmon, R. R., "Measuring Road Roughness in Condition Surveys and Construction Control," 1992. Road roughness is of major concern In pavement management and in the acceptance of newly paved surfaces. One measure of a well-maintained highway system is the public's satisfaction with the "ride." This article examines the need and capability to build ever-smoother pavements. The Soup Dakota roughness measuring device is mentioned as a low cost equipment commercially available. The article notes the use the International Roughness Index (IRI) by States for reporting to the Highway Performance Monitoring System. A brief discussion on the use of profilographs in acceptance testing of new pavements is presented in this article. B-28

Henry, ]. ]. and ]. C. Wambold, "Vehicle Fatigue Induced by Road Surface Roughness," Vehicle, Tire, Pavement Interface, (SIP 1164), ASTM, 1992, pp. 97-111. The purpose of this paper is to present the results of an experiment to determine surface roughness effects, as measured by a response meter, on vehicle suspension. The results suggest that accelerated vehicle suspension fatigue begins to occur on road surfaces with measured road roughness less than 2.5 on a Present Serviceability Index (PSI) scale (State of Pennsylvania conversion), and greatly accelerated vehicle suspension fatigue occurs at PSIs less than I.0. The basis of vehicle suspension design is to absorb road load inputs to protect the vehicle and driver from variations in the traveled surface. The load input into the suspension depends on the roughness of the surface and the vehicular weight and speed over the surface. Pavement engineers often use PSI to classify pavement wear on the individual roads in their jurisdiction. This paper examines field data from 25 sites ranging in PSI from O to 2.5. Using two different instrumented vehicles, load input was measured on each vehicle for eight road load caring components. The data was analyzed for approximate fatigue response and then compared to the site PSI. The results suggest that for most measured suspension components, fatigue response is affected for PSIs between 2.5 and I.O and greatly accelerated for PSIs less than I.O. Vehicle manufacturers should be aware of their products' usage In the real world and design their vehicles to be able to accept the appropriate amount of road load input from roads with 2.5 ratings or less. Also, when determining maintenance and resurfacing schedules, road planners should understand at what point the customer may experience significant vehicle damage. Holbrook, L. F. and I. R. Darlington, "Analytical Problems Encountered in the Correlation of Subjective Response and Pavement Power Spectral Density Functions," Highway Research Record, Number 471, Highway Research Board, 1973, pp. 83-90. It is argued and demonstrated that, when human subjective response to road roughness is functionally related through multiple regression to power spectral density frequencies of the road profile, highly unreliable estimates of frequency coefficients result. Hence, one will be misled in assuming Hat such roads are especially detrimental to ride. The problem, generally designated "multicollinearity," is caused by extremely high intercorrelation of many of these frequencies. This follows from the mathematical treatment required in power spectral density analysis as well as from the inherent nature of roar! profiles. Nor is the situation any better if frequency selection procedures such as stepwise multiple regression are used in an attempt to capture only the most important frequencies. The presence of high multicollinearity between frequencies makes trivial the statistical selection and rejection criteria and thereby allows sampling error to essentially determine which frequencies are selected. A proposed solution to this problem is taken from the econometrics literature and applied to a small amount of subjective ride data for illustrative purposes only. The conventional full multiple regression estimates of frequency coefficients give totally unreasonable results, and He proposed solution gives results consistent with known automobile pass-band characteristics. Hossain, M. R., "Analysis of Concrete Pavement Smoothness & Fast-Track Concrete in Kansas," KS DOT, 1992. This report describes a research project under way for the Kansas Department of Transportation. The objectives of the study are to systematically document the profilograph trace reduction work B-29

that has been performed by Me Kansas DOT and conduct an overall cost analysis. In addition, the study will document the construction and performance of fast-track concrete pavements and work to correlate this concrete mix with the observed pavement performance. Housel, W. S., "Cumulative Changes in Rigid Pavements with Age in Service," Highway Research Board BuiZetin 32S, Highway Research Board, pp. 1-23. This paper presents the analysis of some 6,000 mi of pavement profile obtained by the Michigan Pavement Performance Study in the 3-year period of 1958-1960. This mileage on the Michigan State trunklines consists largely of reinforced concrete pavement with service periods of up to 35 years, under a considerable range of traffic intensity, soil conditions, and climatic environment. Procedures developed for evaluating pavement performance are based on two basic criteria for measuring pavement change. ~ rid -a-- The first, or roughness index, is riding quality based on pavement profiles and recorded in inches of vertical displacement. The second is structural continuity, based on the cracking pattern, expressed as a continuity ratio, and defined as the ratio of uncracked slab length to an assumed slab length of 15 ft. Both of these measures are recorded on pavement condition surveys. The dominant effects of soil conditions, frost action, drainage, and other environmental conditions are revealed on certain projects. Construction control is revealed as an important factor In riding quality, with "built-in roughness" varying through wide limits. Subgrade preparation is also found to be an important influence on initial riding quality and subsequent performance. Hudson, W. R., "Road Roughness: Its Elements and Measurement," Transportation Research Record, Number 836, pp. 1-7. The purpose of this paper is to summarize the importance of rational and compatible measurements of road roughness and to point out some of the problems of and possible methods for making such compatible measurements. Some ideas are also set forth for a general roughness index that could be used on a worldwide basis for comparing roughness of both paved and unpaved surfaces and for evaluating bow road serviceability and vehicle operating costs. It is intencled to provide an assessment of the current state of Me art and a comparative evaluation of alternative surface (paved and unpaved) roughness measurement methodologies, with particular attention to evaluating and using the important relationships between vehicle operating costs and road surface condition. There is a need for a common scale for measuring roughness. First, we must be able to compare results of research on vehicle operating costs relationships from several research studies (for example, In Kenya, Brazil, and India) and to evaluate He magnitude and nature of errors associated with applying relationships developed in one country to other countries. Second, if we apply the vehicle operating costs ant] react deterioration relationships to other countries (which is already being done), then we obviously need to measure roughness on a common scale. B-30

Hudson, W. R., W. Uddin, and G. Elkins, "Smoothness Acceptance Testing and Specifications for Flexible Pavements," Second North American Conference on Managing Pavements, Volume ITI, Federal Highway Administration, 1987, pp. 3.331-3.362. The ultimate beginning of pavement management resides in the quality of the smoothness of the pavement as it is constructed. There is evidence that currently constructed pavement surfaces new or overlaid are not always berg built to the desired level of ride quality. This is primarily due to inadequate specifications and acceptance testing for pavement smoothness. The resulting excessive nutial roughness can lead to increased maintenance and user costs, inadequate pavement life and early rehabilitation or reconstruction. This study describes the results of field testing and comparison of the Surface Dynamics 690D Profilometer, the K. I. Law Mode! 8300 Roughness Surveyor, the Maysmeter, the California ProfiIograph, and the Rainhart ProfiIograph for evaluating pavement smoothness. The operating characteristics, the robustness, the cost, and the simplicity of each device is also evaluated. The results of these comparisons are presented in this paper. It outlines the benefits and discrepancies of each device in terms of its use as a smoothness acceptance test device for construction of new pavements and pavement overlays. The 690D Profilometer rates highest overall in all phases of field evaluation. Other equipment showed some limitations associated with one or more evaluation criteria. The relation of a suitable device for cleveloping and implementing an improved smoothness specification and acceptance testing procedure depends upon the specific requirements of an agency. ~ . ~. .~. ~ Specific recommendations are inclucled. The results and recommendations will be useful for any state province or over agency desiring to improve its pavement management system. Huft, D. L., "Analysis and Recommendations Concerning Profilograph Measurements on F0081~501107 Kingsbury County," Transportation Research Record, Number 1348, Office of Research, South Dakota Department of Transportation, 1992, pp. 29-34. 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 profiIograph 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 profiIographs pending improvement of the filtering algorithm. Preliminary experiments indicate Hat although the computerized profiIograph'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. B-31

Further research is needed to confirm this hypothesis and to establish a foundation for standard filtering procedures. Huff, D. L., "South Dakota Profilometer," Transportation Research Record, Number 1000, Report HS-039 019, Transportation Research Board, 1984, pp. 1-8. In order to provide accurate and consistent pavement roughness measurements for its pavement management system, the South Dakota Department of Transportation designed and constructed a profiIometer system cluring the fall and winter of 1981-1982. A linear accelerometer and a noncontact ultrasonic ranging device mounted on a standard automobile and controlled by an on-board microcomputer measure a vehicle's independent profile at normal urban and rural highway speeds. In approximately 10 weeks of operation during the summer of 1982, more than 8,000 lane-miles of highway were tested; because of the high degree of automation in processing the measurements, the entire state highway system's roughness ratings were computed and entered into the Department's central highway data base within 3 weeks following completion of field measurements. The roughness measurements are a major input component in the analysis the Department uses to assign priorities and program construction projects. Huff, D. L. and D. C. Corcoran, "Status of the South Dakota Profilometer," Transportation Research Record, Number 1117, Transportation Research Board, 1987, pp. 10~113. During 1981-1982, the South Dakota Department of Transportation (SDDOT) developed a low- cost profilometer system to replace its response-type roughometer. Since ~en, the unit has been used to conduct annual statewide profile surveys primarily for pavement management purposes. In September 1984, SDDOT participated in the University of Michigan Transportation Research Institute (UMTRI) Road ProfiIometer Meeting. The UMTRI draft report of October 1985 showed that the performance of the SDDOT profilometer was deficient in two respects. First, the beginnings of measured profiles showed extraneous long-wavelength content. Second, the system unclerestimated the profile magnitudes generally, but most severely on smooth highway sections, at lower test speeds, and at longer wavelengths. After the draft report was reviewed the system was examined to deterIrune whether these deficiencies were symptoms of inherent system shortcomings, or whether they resulted from correctable implementation errors. The errors were In fact determined to be correctable, and the system was modified accordingly. In addition, other changes have been made to allow rut depth measurement and visual rating of highway condition parameters to occur simultaneously with profile measurement. Hutter, W., "Long-Term Pavement Monitoring. Final Report," Number CDOH-DTD-R-88-18, CO Dept of Hwys/FHWA, December 1988. The primary purpose of this study was to add pavement monitoring. · . to the findings of a two-year pilot study on ,, The investigation centered on monitoring equipment as well as monitoring methodologies. The long-term nature of the study permitted observations of pavement performance from essentially new, or rehabilitated pavements to a deteriorated state where rehabilitation was once again needed. Testing equipment ranged from high-speed profiIometers to a simple six-foot straight edge. Results of this study show a typical slow increase in rutting, and relatively stable deflection values. A remarkably characteristic trend was B-32 C7 ~1 ~C' {J 1

found in pavement cracking, showing an exponential growth pattern. In the area of equipment it was found that because of lack of calibration, continuity in the database was not feasible. Hveem, F. N., Devices for Recording and Evaluating Pavement Roughness, State of California, Division of Highways, Paper presented at the 39th Annual Meeting of the Highway Research Board, January 1960 (also found in Highway Research Bulletin 264, 1960~. This paper provides a historical overview of the development of roughness-measuring devices. A variety of devices are described, and the evolution of roughness-measur~ng technology is traced. Developments In the California Division of Highways are also described, including the use of the profilograph for measuring and specifying pavement smoothness. Factors affecting the profile measurements taken with the profilograph are also discussed. Ivey, D. To. and W. F. McFarland, "Economic Factors Related to Raising Teevees of Skid Resistance and Texture," Transportation Research Record, Number 836, pp. X2-86. An evaluation of the requirements for skid resistance and pavement texture is presented. Economic factors other than accident costs are considered for the first time. The primary economic factors recognized at this time, in addition to accident costs, are fuel cost and tire wear. The study indicates Mat significantly increasing levels of skid resistance and texture will result in decrease In fuel economy and tire life. These losses wall have a major economic impact. The extent of this impact is estimated. A method of calculating the comparative cost of using polish- resistance aggregates and polish-susceptible aggregates for surface treatments is presented. A method to determine the increase In cost that is economically justified to acquire polish-resistant aggregates is developed. Janoff, M. S., "Methodology for Computing Pavement Ride Quality from Pavement Roughness Measurements (Discussion and Closurel," Transportation Research Record, Number 1084, Transportation Research Board, 1986, pp. 9-17. The objective of this paper is to report on the development of a methodology for computing pavement ride quality from pavement roughness measurements. This methodology is based on a statistical transform between physical profile measures and subjective pane! ratings that allows the mean pane! rating for a given pavement section to be accurately predicted from the profile measure of We pavement section. The physical profile measure, clenoted the Profile Index (Pl), is a measure of pavement roughness In Me frequency band extending from 0.125 to 0.630 cycles/ft (10 to 51 Hz at 55 mph). A second transform has been developed from a pavement section's mean pane! rating that provides an accurate prediction of its need for repair. Janoff, M. S., "Pavement Roughness and Rideability Field Evaluation," National Cooperative Highway Research Program, Number 30S, Transportation Research Board, 1988. This report describes the results of a fielc! evaluation to validate a new method for assessing pavement roughness developed in an earlier study and documented in NCHRP Report 275, "Pavement Roughness and Rideability". The pavement ricleability number (RN) is predicted from the physical measurement of the pavement profile by means of a transform or relationship B-33

between the profile measurement and subjective ratings of the pavement rideability. Also included in the report are models to determine the need for pavement repair based on the RN computed from the pavement profile. An accurate, valid, and uniform measure of pavement surface ride characteristics is presented for consideration for adoption as an AASHTO standard. The findings will be of particular interest to highway personnel responsible for pavement management, rehabilitation, and reconstruction; for collection, analysis, and reporting data on pavement surface characteristics; and for testing and research activities. Janoff, M. S., "The Prediction of Pavement Ride Quality from Profile Measurements of Pavement Roughness," Surface Characteristics of Roadways: [nternationaZ Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 259-267. This paper summarizes the results obtained In five different states when profiles were used to develop transforms that predict rideability from pavement roughness. The five individual state transforms are very similar and have similar accuracy and validity. As a result, one transform~erived from He combined data from all five states-can be used to accurately predict rideability from profile measures of roughness in any of the five states. The resulting transform is applicable to bituminous, Portianct cement, and composite surfaces and the Free types combined, and to both interstate and over classes or road. Use of this transform provides an efficient and accurate method for determining the rideability of pavement surfaces from physical measures of pavement roughness. This transform provides a basis for a system of measuring and reporting totally comparable roughness and rideability data that can also be used to assist highway agencies to determine when existing pavements should be repaired and to evaluate newly constructed pavements. anoff, M. S. and G. F. Hayhoe, 'the Development of a Simple Instrument for Measuring Pavement Roughness and Predicting Pavement Rideability," Surface Characteristics of Roadways: International Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 171-183. Based on the results of recent research, it is possible to develop performance specifications for a simple instrument that would measure profile-type roughness In only one wheelpath instead of two, as in the profiIometer-and which would compute a roughness index that is as highly correlated with pavement rideability measurements as the roughness indexes derived from the full profile. This paper summarizes the results of the research that led up to the clevelopment of these specifications, describes the potential accuracy and validity of this instrument in measuring pavement roughness and predicting rideability- including comparisons with a profiIometer and summarizes its design specifications. This instrument would retain the advantages of the profilometer in terms of accuracy and validity in predicting pavement rideability from pavement roughness measurements, while also retaining He advantages of a response-type roughness measuring system in terms of low cost, ease of use, and data analysis. B-34

Janoff, M. S. and I. B. Nick, "Effect of Vehicle and Driver Characteristics on the Psychological Evaluation of Road Roughness," Abridgement, Transportation Research Record, pp. 38-39. The objective of this paper is to summarize the results of an experiment that evaluated the effects of vehicle size, vehicle speed, residence of rating panel, and training of rating panel on the subjective evaluation of road roughness. The results of the panel ratings indicated that Were was no significant effect of the different vehicle sizes or vehicle speeds used on the subjective evaluation of road roughness, and that trained raters (i.e., experts) evaluated roads the same as untrained raters (i.e., laymen). A small but significant effect of panel residence was found. lanoff, M. S. and I. B. Nick, "Pavement Roughness and Rideability," NCHRP Report, Number 275, Transportation Research Board, September 1985, 69p. This report describes the clevelopment of a new method for assessing pavement roughness. The method is based on a statistical transform between the physical measure of a pavement profile and the subjective rating of the pavement rideability. It is expressed as the pavement sections rideability number (RN). The report also contains a mode! for determining a pavement section's need for repair based on the RN computed from the pavement profile. lThe findings of this study will be of particular interest of highway personnel responsible for pavement rehabilitation and management programs, for collection and analysis of data on pavement surface characteristics, and for testing and research activities. Janoff, M. S. and P. S. Davit, "Correlation of Subjective Pane] Ratings of Pavement Ride Quality with Profilometer-Derived Measures of Pavement Roughness (Abridgment)," Transportation Research Record, Number 1000, Report HS-039 026, Transportation Research Board, 1984, pp. 40-41. Results of a series of comparative, statistical analyses that were accomplished to relate subjective ratings of pavement ride quality to profiIometer-clerived measures of pavement roughness are reported. The goal was to develop preferred methods of analysis that can be used to develop transforms that will allow subjective ratings to be predicted from objective measures. The major conclusions are that: (a) it is possible to determine those frequency bands that are most related to subjective ride quality and (b) the correlations between the profile power levels in these frequency bands and the mean pane} ratings are very high, indicating excellent agreement. Jensen, C. C., "Pavement Smoothness," Irving F. Jenson Co., Inc., 1987. This report summarizes points of discussion by stating who the Irving F. Jensen Co., Inc. is, how they fee} about the profiIometer specification, what they fee! affects pavement smoothness and their experience and some of the studies they have conducted on the factors affecting pavement smoothness, our employee reaction to the specification, and some of the operational changes they have made. It concludes with recommendations for contractors and engineers in the implementation of Me pavement quality control through the proXIometer specification. B-35 . .

Jordan, P. G., "Measurement and Assessment of Unevenness on Major Roads," Transportation Research Record Laboratory Repoff, Number [R 1125 Monograph, Transport and Road Research Laboratory, 1984, 23p. The report describes the derivation of evenness criteria for use on new and in-service roads. Separate criteria for the evaluation of ride over road subsidence and overlay ramps are also presented. The evenness criteria were developed by comparing the unevenness of new and ~n- service roads with the subjective assessments of road users. The application of the criteria using profile measurements made by the TRRL high-speed road monitor is described and examples are presented illustrating how the system might be usect In practice. Jordan, P. S. and J. Porter, "High-Speed Road Monitoring System," Transportation Research Recordi, Number 946, pp. 13-20. A high-speed road monitoring system has been developed at the Transport ant! Road Research Laboratory. It consists of four laser sensors mounter! on a 4.5-m-Iong beam that is supported by a two-wheeled trailer towed behind a small van. Measurements are made by the configuration of laser sensors under the control of a computer system located in the vehicle behind which the trailer is towed. Longitudinal profile, wheel-track ruing, and surface macrotexture are measured as the system travels over the road networks in the normal traffic stream; provision is being made for the measurement of road crossfall, gradient, and horizontal curvature. The principles of system operation In the different measurement mocles are described and illustrated. Use of the measurements made by the high-speed system in studies of the effects of unevenness on the road user and In detecting structural deterioration of roads is described. Its potential for use in making surveys of the road network at a relatively low cost, locating areas of distress and guiding the cleployment of over, more specialized equipment is discussed within the context of the development of a cost-effective maintenance management system. Josey, I. L., "Evaluation of a Pavement Roughness Measuring Device (Mays Ride Meter)," Number FHWA-SC-~-02, South Carolina Dept. of Highways and Public Transoortation. 1981. -r - ~ -, ~ The Mays Ride Meter (MRM), manufactured by Rainhart of Austin, Texas, was field tested to determine its operational characteristics. Several speeds were tested to find the most efficient operating speed for the MRM in measuring road r~deability. A speed of 50 mph was selected. The roughness of segments on a number of highways was measured using the MRM and compared to subjective ratings given these same segments by a pane! of engineers. These comparisons were then used to draft suggested roughness tolerances for quality control during construction. A technique of calibration was developed that wait provide an inexpensive method to maintain current calibration of the MRM. Kamplade, J., "Analysis of Transverse Unevenness with Respect to Traffic Safety," Surface Characteristics of Roadways: international Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 211-223. SAQ, a device to measure and evaluate transverse unevenness due to ruts in asphalt roadways, is described. This is a mobile system used to record horizon referenced transverse profiles in B-36

a drive/stop process. It includes a microcomputer for processing all relevant parameters on board the measurement vehicle. Methods of the automated profile analysis are discussed, and different characteristic values for the evaluation of transverse unevenness are proposed. Tracking and hydroplaning effects are caused by ruts which may affect traffic safety. In wet weather, skid resistance and the effects of transition zones (areas where the transverse slope changes) also have an influence on the accident figures in conjunction with the rutting problem. These parameters were investigated on the accident figures in conjunction with the ruding problem. These parameters were investigated on a large number of autobahn segments. The results show that on roadways with mean and gooct skid resistance, accident rates under wet conditions tend to decrease as the rut or water depth increases. Only in transition zones, which feature unexpected obstructions to water run-off for the driver, is there an increase in the accident rate under wet conditions with increasing hypothetical water depth in the ruts. In addition, the accident risk in transition zones under wet conditions is also generally higher. The skid resistance always has a dominant effect on the accident rate under wet conditions. For road-maintenance measures, skid resistance therefore must be accorded clear priority over transverse unevenness. Kombe, E. M., and S. A. Kalevela, "Evaluation of Initial Pavement Smoothness for the Development of PCCP Construction Specifications, Number AZ-SP-9302, Arizona Transportation Research Center, 1993. The Arizona Department of Transportation (ADOT) uses the Califor~ua ProfiIograph and the K. I. Law 690 DNC ProfiIometer for measuring pavement roughness. However, ADOT has not used the profiIometer on PortIancI Cement Concrete (PCC) pavement construction contracts because the current smoothness specifications are given in terms of the California profiIograph index (PRI). This study was Initiated to determine the feasibility of including the profiIometer as one of the principal roughness measuring devices and of revising the current smoothness specifications. To accomplish that objective: (i) PCC pavement sections were selected for use in the testing of the K. J. Law profiIometer and the California profilograph, (ii) pavement roughness data were obtained from the selected sections by both the profiIometer and profiIograph, anti (iii) precision and correlation analysis were conducted for the two types of devices. In addition, an existing profiIograph calibration program developed by the Pennsylvania Transportation Institute (PTI) was reviewed. It was found from this study that: (i) The format of data from ADOT's profiIographs and profiIometer were not compatible with the PTI programs. Therefore, the PT] profiIograph calibration procedure could not be used with ADOT's devices, (ii) Between 3 to 5 replicates are required to obtain a good estimate of the PRI, and (iii) A good linear relationship is obtainable between the mean values of profilometer Mays index (MI) and PR] and also between the profilometer I:ntemational Roughness Index (IRI) and PR! values. The coefficients of determination, R2, obtained for the regression models developed during this study were 0.95, 0.93, 0.95 and 0.68 for the regressions of Mays vs. PRT, TRI vs. PR! (for both wheel paths), {R} vs. PRI (for the left wheel path) and IRI vs. PRI (for the right wheel path), respectively. On the basis of this study, it was concluded that: (i) it is feasible to calibrate the California profilograph by the profilometer, (ii) it is not practical to interchangeably use the profilometer and profilographs without instituting a significant modification to the current ADOT smoothness specifications, and (iii) the profilometer must be calibrated first before it can be used to calibrate B-37

profiIographs. Further, it is recommended that generalized use of these results (for all profiIograph devices) should be preceded by a validation study and that the ADOT pavement smoothness specifications be modified to reflect the precision capability of the smc~othness measuring equipment currently In use. Ksaibati, K. and K. Kercher, "Evaluation of the FHWA Profilometer and Rut-Measuring (PRORATE) Device in Indiana," Transportation Research Record, Number 1260, Transportation Research Board, 1990, pp. 14~32. Purdue University anct the Indiana Department of Transportation have evaluated the performance of a profile and rut depth (PRORUT) device developed by the University of Michigan Transportation Research Institute. Several pavement sections with different characteristics were included in the evaluation. Accurate profiles were determined with manual surveying techniques. Subsequently, the PRORUT device was operated over the same pavement sections and an analysis was made to find the variance of the results. The PRORUT profiles agreed closely with the rod and level survey profiles in all cases except for one chip and seal section. hnpro~rements were suggested to enhance the PRORUT operation. Ksaibati, K., S. Asnani, and T. M. Adkins, "Factors Affecting Repeatability of Pavement Longitudinal Profile Measurements," Transportation Research Record, Number 1410, Committee on Surface Properties-Vehicle Interaction, 1993, pp. 59-66. When looking at the accuracy of profilometers, most agencies are mainly concerned with hardware precision rather than the errors caused by the human operators or environmental factors. The Wyoming Transportation Department and the University of Wyoming conducted a joint research project to determine the effect of these two factors on the accuracy and repeatability of roughness and rut depth measurements. The Wyoming Transportation Department's road profiler, which is a duplicate of the Soup Dakota road profiler, was used in this stucly. A total of 36 test sections were tested by three different operators to determine the effect of human factors on measurement repeatability. In addition, a concrete test section was monitored and tested several times In the 1991 testing season to examine the effect of various combinations of environmental factors on the measured roughness. The ciata collected were then tabulated and statistically analyzed. The design of the experiment is summarized, the data that were collected are described, and specific conclusions with regard to the effect of human and environmental factors on the accuracy of roughness and rut depth measurements are discussed. , ~ Kulakowski, B. T., "Critical Evaluation of the Calibration Procedure for Mays Meters," Transportation Research Record, Number 1084, Transportation Research Board, 1986, pp. 17-22. A procedure for calibrating Mays meters using a standard quarter-car mode} is reviewed. Uncertainties of the calibration method caused by lateral nonuniformity of the road surface and differences between the dynamics of calibrated and standard vehicles are discussed. The results of a statistical analysis of experimental data used for Mays meter calibration are presented. Investigation of the effects of the number of raw data on the accuracy of calibration leads to some practical recommendations for the number and length of the calibration sites. B-38

Kulakowski, B. T. and C. Lin, "Effect of Design Parameters on Performance of Road Profilographs," Transportation Research Record, Number 1311, Transportation Research Board, 1991, pp. 9-14. Roacl profilographs are commonly used to measure roughness of new and newly surfaced pavements. Because new pavements are usually smooth, profiIographs must have high measuring sensitivity, particularly in the range of profile wavelengths responsible for dynamic pavement loading applied by heavy trucks and for ride comfort. Simple analytical and computer models were developed to examine the effects of basic design parameters on the performance of California and Rainhart profiIographs. It was found that the quality of measurements obtained with the two profilographs can be improved by mollifying some of the design parameters (e.g., length of main truss and number and spacing of supporting wheels). The improvement should be more significant for the California profiIograph. The design parameters of the existing Rainhart profilograph are close to the values recommended in the paper. Kulakowski, B. T., D. ]. Chapman, and I. C. Wambold, "Acceptability of Shock Absorbers for Road Roughness Measuring Trailers," Transportation Research Record, Number 1117, Transportation Research Board, pp. 164-170. The accuracy of the response-type road roughness meters depends primarily on how the dynamic characteristics of the test vehicles adhere to prescribed standards. The stanciarcis for shock absorbers used In roughness-measuring vehicles as defined by ASTM are discussed in this paper. A new acceptability criterion is proposed that assures a higher overall accuracy of the measuring system and at We time allows for larger cleviations of the shock absorber parameters from the standard values. The method allows for verifying the acceptability of shock absorbers mounted in road roughness measuring vehicles. The effects of typical nonI~nearities In shock absorber characteristics are also presented. Kulakowski' B. T. and I. C. Wambold, "Development of Procedures for the Calibration of Profilographs. Final Report," Number FHWA-RD-89-llO;PT! 8920, PA Trans Institute/FHWA August 1989. A review of current Information concerning the methods and equipment for measuring the roughness of new pavements revealed that most States use ricleability criteria to determine the quality of newly laid pavement, with the California profilograph as the dominant type of equipment employed. Bump specifications, which have been used throughout the highway construction industry for many years, are useful in controlling ~ndiviclual vertical deviations of pavement profile, but provide no information on the overall roughness over a longer distance. A h~-scale testing program investigated the basic roughness characteristics of new pavements, represented by power spectral density functions which were then used to generate average- profile data. Road roughness measuring devices, including the California, Rainhart, and Ames profiIographs, profilometer, and Mays meter, were evaluated on the basis of frequency response, precision, repeatability, reliability, and ease of operation. Researchers sought to determine whether correlations can be established between the profilographs and other roughness measuring devices. Computer simulation of a profilograph, In which the effect of varied design parameters on profiIograph performance was investigated, yielded the formulation of an optimal profilograph design as a general optimization problem. B-39

Kulakowski, B. T., I. J. Henry, and I. C. Wambold, "Relative Influence of Accelerometer and Displacement Transducer Signals in Road Roughness Measurements," Transportation Research Record, Number 1196, Pennsylvania Transportation Institute, pp. 313-317. Highway agencies conduct regular testing programs to monitor road roughness characteristics. Measurement of road roughness does not present an extremely challenging problem conceptually. On the other hand, the cost of the measuring equipment is significant. In this paper, the possibility of evaluating road roughness without an accelerometer is considered. The analysis of the frequency characteristics of displacement transducer and accelerometer signals indicates that the latter signal carries very little additional profile-related information within the frequency range of interest in the measurement of road roughness. The analytical conclusions are confirmed by statistical analysis of actual road roughness data. Larsen, H. I. E., "Comparative Measurements With Bump Integrator, DK-Profilometer, JULY ant! Laser RST," Road Directorate, Note 22S, Danish Road Institute, 1991. This technical Note contains the results of comparative longituctinal evenness measurements carried out with four different types of equipment: J1JLY, which is based on measuring by means of ultrasonic sensors, developed by Veglaboratoriet (the Norwegian Road Laboratory), Osio, Norway. DK-profiIometer, a laser-based equipment, developed by Leif Grinskov, manufacturer ant! engineer, Denmark. Laser RST, developed approx. 10 years ago by States Vag -och Trafikinstitut (the National Road and Traffic Institute of Sweclen), Linkoping, Sweden. Bump Inegrator, used by the Danish Road Institute, developed by TRRL, Great Britain. The comparative measurements include measurements on 5 road sections, subdivided into smaller sections, with a total measuring length of Il.4 km; 6.8 km paved with asphalt and 4.6 km paved with cement concrete. With two or three measurings on each road section the tests are based on data corresponding to a total measuring length of 29.6 km. Based on average values for 100 m sections an examination of the measurement results' reproducibility has been carried out, partly by calculating the deviation of the results from aD measurements, partly by examining the linear correlation between results from two measurements. The correlation between Me evenness Indexes from the four types of equipment has been examined by linear regression analysis. The analysis results are available as figures and diagrams for each sub-section, for sections with asphalt, for cement concrete, anct for the total number of sections as a whole. In this Note the results are mainly available for all sections collectively. However, this has not altered the conclusions of Memo No. 29. B-40

On one of the road sections measurements with DK-profiIometer and PUTTY were carried out on wet pavement In order to examine if the results deviated from those measured on dry pavement. The results from a previous measurement with TRRL's High-speed Road Monitor on one of the road sections have been compared to the measurement values from all four types of equipment. Lenke, L. R.) "Suggested Improved Methodology for Relating Objective Profile Measurement with Subjective User Evaluation," Transportation Research Record, Number 893, Committee on Pavement Condition Evaluation, pp. 12-20. Considerable effort has been directed at relating subjective user evaluation with pavement profile characteristics. Improvements in the methodology for conducting subjective evaluations have recently been macle and are cited. Profile characteristics that describe subjective evaluation have previously included statistical properties of elevation and slope. This paper questions the theoretical validity of correlating profile elevation and slope with subjective evaluation. Profile curvature is suggested as a theoretically sound profile measurement that can be related to subjective evaluation. Recommendations are made for verifying a relation between profile curvature and subjective evaluation, and the potential is outlined for its application in highway practice. . . LUG JO C. Bertrand, and W. R. Hudson' Speed Effect Analysis and Canceling Model of a Response-Type Road Roughness Measuring System,' Transportation Research Record, Number 1260, Center for Transportation Research, The University of Texas at Austin, 1990, pp. 12~134. Response-type road roughness measuring (RTRRM) systems have been widely used in the United States and ~nternationaDy In the evaluation of pavement surface roughness. One of the major problems associates with the calibration and operation of RTRRM systems has been the speed dependence of the systems. A reporting statistic from an RTRRM system has to be reported and qualified with speed of operation before the statistic has a mearungful relationship with surface roughness. Because the frequency pass band of an RTRRM system is limited, the outputs of the instruments are also affected by the frequencies of the surface profile. The Center for Transportation Research (CTR) of The University of Texas at Austin has been in the process of calibrating Highway Product International's Automatic Road Analyzer (ARAN) unit for the Texas State Department of Highways and Public Transportation (SDHPT). During the process, a statistical mode} was developed to cancel the speed effect from the ARAN output. The methodology for generating this mode} can be applied to any of the various types of RTRRM instruments. The research effort concerning the mode} being conducted by CTR is introduced. The testing speed is analyzed by use of the transfer function of a simulation mode} of an RTRRM system (i.e., the reference quarter-car simulation (RQCS). The amplLitude-frequency characteristics of the vehicle axle's vertical acceleration due to changing profile elevations are obtained. In order to quantitatively see the effect of the testing speed on the RTRRM system, it was necessary to simulate the RQCS by the digital difference equation approach with a sine function as the simulation input. A speed effect canceling mode! unit was generated, and also applied to the ARAN unit. The resulting mode} will be used to standardize the roughness outputs of the RTRRM system and eliminate the operational speed effect from the output statistics. The methodology is explained and can be applied to other types of RTRRM instruments. B-41

[u, I. and W. R. Hudson, "Evaluation of the Roughness System of the Automatic Road Analyzer (ARAN)," Number 940110, Transportation Research Board, 1994. The Automatic Roact Analyzer (ARAN) is a multi-function road-quality surveying instrument. The roughness measuring system is one of the subsystems of the ARAN unit. To enhance the understanding of the response of this instrument (so as to apply it more efficiently to pavement management), a research study was conducted by the Center for Transportation Research, University of Texas at Austin to comprehensively evaluate this instrument. This paper presents the results of evaluating the roughness subsystem of the ARAN unit, including roughness correlation analysis and development of a new PST (present serviceability index) moclel. In the correlation analysis, roughness data was collected in Texas by the ARAN unit and the Texas DOT modified K. l. Law profiIometer that was used as a standard reference. The evaluated roughness statistics of the ARAN unit were RMSVA, MAS, and TEXTURE. These roughness statistics were correlatect with the roughness statistics of the profiIometer (MO, SI, and {RI). The PST mode! developed in this study is based on the roughness statistic S! of He modified K. l. Law profiIometer. This PSI model, Including RMSVA and MAS that are independent variables, shows good correlation with SI of the profiIometer. Lu, I., W. R. Hudson, and C. Bertrand, "Evaluation of the Roughness System of the Automatic Road Analyzer (ARAN)," Number 940110, Transportation Research Board, 1994. The Automatic Roact Analyzer (ARAN) is a multi-function road-quality surveying instrument. The roughness measuring system is one of the subsystems of the ARAN unit. To enhance He understanding of the response of this instrument (so as to apply it more efficiently to pavement management), a research study was conducted by the Center for Transportation Research, University of Texas at Austin to comprehensively evaluate this instrument. This paper presents the results of evaluating the roughness subsystem of the ARAN unit, including roughness correlation analysis and development of a new PSI (present serviceability index) model. In the correlation analysis, roughness data was collected in Texas by the ARAN unit and the Texas DOT modified K. l. Law profilometer that was used as a standard reference. The evaluated roughness statistics of the ARAN unit were RMSVA, MAS, and TEXTURE. These roughness statistics were correlated with the roughness statistics of the profilometer (MO, SI, and IRI). The PSI mode} developed in this study is based on the roughness statistic S! of the modified K. I. Law profilometer. This PST model, including RMSVA and MAS that are inclenendent variables, shows good correlation with SI of the profiIometer. l Lundy, J. R., R. G. Hicks, T. V. Scholl, and D. C. Esch, 'Wheel Track Rutting Due to Studded Tires," Transportation Research Record, Number 1348, Committee on Surface Properties- Vehicle Interaction, pp. 18-28. The extent of pavement ruling attributable to studded tires was investigated to cleterm~ne the extent to which pavement wear has contributed to rut clevelopment in Alaska. The investigation is based on an extensive literature review as well as a survey questionnaire sent to all highway agencies in the snow zones of North America and Northern Europe. In addition, measurements of studded tire use and wheel track rutting taken at several locations in Alaska during the winter of 1990 provided new information. Very little research has been clone since 1975 in this area, except in Scandinavia. Nearly all agencies continue to prohibit or restrict the use period of studdecl tires, but enforcement of stud use is typically minimal. Very little new information on B-42

the percentage of vehicles using studded tires or on tire wear studies is available, except for recent stud use surveys performed in Alaska from 1989 to 1991. At the sites studied, approximately 25 percent of all tires were studded during winter. Factors affecting wear rates are cleaned, and limited wintertime wear rate measurements in Alaska indicate that pavement wear occurs at a rate of about 0.! to 0.15 in/m~lion stuccoed tire passes. The contributions of wear from studded tire abrasion in pavement rut development must not be ignored when factors in pavement rutting are analyzed. This analysis will be very difficult in many states because there is almost no information available on actual stud use or on the wear rates from modern vehicles and fire types. McKenzie, D. W. and W. R. Hudson, "Road Profile Evaluation for Compatible Pavement Evaluation (ABRIDGMENT)," Transportation Research Record, Number 893, Report HS-035 160, Transportation Research Board, 1982, pp. 17-19. An important application of the Surface Dynamics profilometer is to provide a stable calibration reference for response-type road roughness measuring (RTRRM) instruments. The latter devices, of which the Mays meter is typical, are relatively inexpensive and are used by many agencies for routine pavement monitoring. A special class of profile statistics, termed root-mean-square vertical acceleration (RMSVA), has been shown to reveal many of the road surface properties normally associated with roughness, including those measured by Mays meters. An RMSVA- based roughness index, which was tailored to describe the behavior of eight Mays meters run on 29 pavement test sections, is now the basis of a large-scale calibration program by the Texas State Department of Highways and Public Transportation. Although the Mays meter calibration problem motivated the development of RMSVA roughness indices, careful monitoring of a set of calibration test sections and other pavements has revealed interesting surface properties that could never be detected by Mays meters or by other RTRRM devices that reduce roughness evaluations to a single number. The RMSVA indices computed from a road profile can provide a signature that reflects roughness over a broad range of profile wavelengths. Distinctive signatures that correspond to certain pavement classes, or types of deterioration, have been tentatively identified and are presented here. Their interpretation remains a prosing subject for future research. McQuirt, I. E., E. B. Spangler, and W. I. Kelly, "Use of the Inertial Profilometer in the Ohio DOT Pavement Management System," The Tire Pavement Interface, Special Technical Publication, Number 929, American Society for Testing and Materials, 1986, pp. 288-304. Pavement roughness and rifle quality information, for the Ohio Department of Transportation (DOT) Pavement Management System, can be accurately computed directly from highway pavement profiles measured with the Ohio DOT Inertial profiIometer. The pavement ride quality information includes the present serviceability Fancied (PSI) and PS} trigger values for nonroutine maintenance. Pavement profiles measured with the Ohio DOT inertial profiIometer have also been used to calibrate the Ohio DOT Mays rifle meter system, to analyze the Mays Ride meter system performance, and to provide a link between that system and pavement roughness and ride quality information obtained from the Ohio DOT inertial profiIometer. B-43

Miller, A. S. and W. Candace E., "Pavement Rideability Study," Central Direct Federal Division, 1987. The study focused on the determining the correlation between the rolling straightedge and a California-type profiIograph. Also discussed is the suitability of using a Califo~a-type profiIograph for statistically-based specifications for newly constructed AC pavements in variable terrain and Me development of specifications. The report details the methods and results of the stud ant! a description of the California-type profilograph. Molenaar, A. A. A. and G. T. Sweere, "Road Roughness: Its Evaluation and Effect on Riding Comfort and Pavement Life," Transportation Research Record, Number 836, pp. 41-49. This paper describes the evaluation of road roughness and its influence on driving comfort and pavement deterioration. Distinction is made between an inventory and a diagnostic survey. The equipment used for both surveys is described. They are a ridemeter for the inventory survey and a high-speed profiIometer for the diagnostic survey. Since the ride index, which is given by the ridemeter, is dependent on the measuring vehicle, relations are established between the ride index and fundamental indicators of road roughness as determined with the high-speed profiIometer. Based on measurements with the high-speed profiIometer, the impact of roar! roughness on the structural deterioration of the pavement and on the riding comfort is calculated. Also, the impact of road roughness on the safety of the road user is described. By using the results of these calculations and the relation that exists between ride index and funciamental indicators of road roughness, acceptance levels for the ride index were established. These acceptance levels can be used as a guide in the evaluation of the results of the inventory survey. Moore, R. K. and G. N. Clark, "Present Serviceability-Roughness Correlations Using Rating Pane] Data," Transportation Research Record, Number 1117, Transportation Research Board, 1987, pp. 152-158. The Kansas Department of Transportation (KDOT) has completed an extensive study of pavement serviceability using 24-member rating panels. The AASHIO five-point segmented rating scale and the three-point segmented rating scale designed to develop serviceability estimates directly related to KDOT pavement management system roughness levels were used. The average standard deviation of individual pane! ratings over all pavement types was approximately 12 percent of the maximum scale value. This value corresponds to 0.60 for the AASHIO five-point scale and 0.36 for the KDOT three-point scale; these standard deviations appear to be consistent for pane! sizes greater than or equal to 24. The standard deviation of He individual pane} ratings for a given test section appears to be independent of the mean pane! rating. Although statistically significant linear, log-Iog linear, and exponential linear models were developed, they were not completely satisfactory for the prediction of the present serviceability Index (PSI), given Mays ncle meter (MRM) roughness values. None of these functions are conceptually correct for smooth pavements (Iow MRM values). A statistically significant correlation was established between the AASHTO five-point and KDOT three-point present serviceability rating (PSR) values. It appears that the three-point PSR data are consistent at terminal serviceability values associated with the AASHTO five-po~nt scale. B-424

Moore, R. K., G. N. Clark, and A. I. Gist, "An Evaluation of Two Pavement Surface Distress Measurement Systems," Preprint Number 930614, Transportation Research Board, 1993. Two state-of-the-art (late 1989) pavement distress data collection devices which used different technologies were used to evaluate fifteen 500-ft asphalt concrete surfaced test sections. The Infrastructure Management Services (IMS) Teaser Road Surface Tester was a laser-based system and produced a comprehensive continuous array of ruling and cracking statistics for nominal O.-m. pavement segments. The PAVEDEX PAST video system recorded the pavement surface condition on video tapes, which were visually analyzed by PAVEDEX technicians using KDOT EMS crack distress criteria. Data developed by these two systems were compared to the distress as manually measured and mapped by KDOT engineering technicians. The average maximum rut depth measured by the IMS laser system provided a relatively precise estimate of rut depth severity. The differences between IMS and KDOT rutting data were not affected by KDOT Pavement System pavement type. Only one correlation between IMS cracking data and KDOT cracking data was significant. Given the comprehensive array of IMS cracking width and depth measurements, the absence of linear association with the field data was unexpected. PAVEDEX video data appeared to be sensitive to the presence of transverse and fatigue cracking. However, the video interpretation had difficulty In assigning the correct KDOT severity code since the PMS rating system uses perceived roughness associated with transverse cracking and the difference between hairline and spelled cracking associated with fatigue cracking as criteria. The PAVEDEX data also appeared to classify sever transverse cracking with secondary distress as block cracking. Moore, R. K., G. N. Clark, and A. I. Gist, "Comparison of Pavement Surface Distress Measurement Systems," Transportation Research Record, Number 1410, Committee on Pavement Monitoring, Evaluation, and Data Storage, 1993, pp. 11-~. Two state-of-~e-art (late 1989) pavement distress data collection devices were used to evaluate 15 bi~ninous-surfaced test sections 152 m (0.1 ma.) long. The Infrastructure Management Services (IMS) road surface tester was a laser-based system Mat produced a comprehensive array of ruling and cracking statistics for nominal pavement segments 0.16 km (0.! mid long. The PAWDEX PAST system recorded the pavement surface condition on videotape, which was later visually analyzed by PAVEDEX technicians using Kansas Department of Transportation (KDOT) pavement management system network-level distress identification criteria. Data from the two systems were compared win distresses measured and mapped by KDOT engineering technicians using a ground survey. The average maximum rut depth measured by the IMS laser system provided a relatively precise estimate of rut depth severity. Only one linear correlation between IMS cracking data and KDOT distress data was significant at Me 5 percent level. Given the comprehensive array of ten IMS cracking width and depth measurements, the absence of linear association with KDOT field ciata was unexpected. PAVEDEX video data generally detected the presence of transverse and fatigue cracking but had difficulty In assigning the correct KDOT seventy code because perceived roughness associated with transverse cracking and differences between hairline and spelled fatigue cracking are used as criteria. Transverse cracks with secondary cracking were interpreted to be block cracking. As a general conclusion, the stucly B-45

incticatec! that the current KDOT distress rating criteria are not compatible with the capabilities of the two distress measurement systems. Moore, W., "What's Your Profilograph I?," Paving Technology '90,1990. As more state highway departments establish smoothness or rideability specifications for road surfaces. The profiIograph is becoming the preferred method for checking the roughness of pavement surfaces. Increasingly, states are requiring contractors to furnish profiIograph test results for completed work. Some states require the contractor to buy a profiIograph as part of the contract. Knowing the basics about profiIographs may come in handy when faced with acquiring profiIographs. This article discusses profiIographs currently available on the market, how they cliffer, and the cost of these machines. California-type profiIographs commercially available, such as models manufactured by lames Cox and Sons, McCracken Concrete Machinery Company and the Ames Profilograph Co have been mentioned. Another profiIograph machine which is different from the California-type and manufactured by Rainhart Company is mentioned and compared to the California-type profilographs. Mechanical and computerized profilographs which are currently on the market are compared. Nair, S. K. and W. R. Hudson, "Serviceability Prediction from User-Based Evaluations of Pavement Ride Quality," Transportation Research Record, Number 1084, pp. 66-75. Presented in this paper are the results of research conducted to develop predictive serviceability equations to upgrade those currently in use by the Texas State Department of Highways and Public Transportation (SDHPT). The method has been based on the serviceability-performance CAPS concept. Experiments were designed to study two types of variables, one associated with the rating process and the other related to pavement characteristics. The rated sections were profiled using the new Mode! 690D surface dynanucs profilometer (SDP). From Me profile data, a family of profile summary statistics caned root-mean-square vertical accelerations (RMSVAs) was computed. A calibrated Mays meter and Walker accelerometer device (SIometer) were also operated on these sections. A multiple linear regression procedure was used to develop reliable serviceability equations (with good predictive capabilities) by regressing the mean pane! ratings On the set of RMSVA indices. Correlation analysis of the Mays meter and SIometer measurements with the panel ratings showed that the calibrated Mays meter predicts panel ratings better than the SIometer. The best prediction of the panel ratings, however, is achieved by the 690D profilometer. Nair, S. K., W. R. Hudson, and C. E. Lee, "Realistic Pavement Serviceability Equations Using the 690D Surface Dynamics Profilometer. Final Report," Number FHWA/TX-86/09+354-1F; Res. Rept. 354-1F, Texas University-Austin, Center for Transportation Research, 1985, 238p. 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 CAPS concept that was developed at the AASHO Road Test by Carey and {rick. The study was conducted in two phases, the screening experiments and the main raking sessions. Two types of variables were identified for study, one associated with the rating process and the other related to pavement characteristics. Experiments were designed for both the screening and the main rating sessions. Rating panels were appropriately constituted to evaluate He riding quality B-46

of selected sections of pavement. For the main rating sessions, the rated sections were profiled using the new Model 690D Surface Dynamics ProfiIometer (SDP). From the profile data, a family of profile summary statistics called Root-Mean-Square Vertical Accelerations (RMSVAs) were computed. A calibrated Maysmeter and Walker accelerometer device (SIometer) were also operated on these sections. Rigorous statistical techniques were used to analyze the data. Analyses of variance revealed the significant effects of the rater variables and the pavement variables studied. A multiple linear regression procedure was used to develop reliable serviceability equations (with good predictive capabilities) by regressing the mean pane! ratings on the set of RMSVA indices. Correlation analysis of the Maysmeter and SIometer measurements with the pane! ratings showed that the calibrated Maysmeter predicts pane! ratings better than the SIometer. The best prediction of the pane! ratings, however, is achieved by the 690D ProfiIometer. Nakatsuji, T., T. Kaku, T. Fujiwara, T. Hagiwara, and Y. Onodera, "Dynamic Behavior of a Vehicle on a Rutted Road," Surface Characteristics of Roadways: International Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 198-210. Wheel ruts on paved roads affect the maneuverability of a vehicle and sometimes trigger fatal accidents. At present, however, not enough is known about the cause of this unstable maneuverability on a rutted road. It is the purpose of this paper to provide some information on the dynamic behavior of a vehicle running on a rutted road. In order to evaluate the stability and controllability of a vehicle on a rutted road, we performed various running tests both on a rutted road and on a flat road. Based on analyses using root-mean-squared (RMS) values and the Developing Spectrum, the following conclusions were obtained: (~) RMS values for the vehicular motion on a rutted road are much greater than those on a flat road; (2) low-frequency contents below ~ Hz play an important role In the behavior of the vehicle on a rutted road; (3) visual guidance by ruts occasionally leads to stable straight runnings on a rutted road; and (4) the severer the lane- changing conditions, the larger the interaction between sprung mass and unsprung masses. National Asphalt Pavement Association, "Pavement Smoothness," Information Series 53, Riverdale, Maryland, 1982. This report discusses the causes of roughness ~ asphalt pavements and shows that hot-m~x asphalt paving equipment are capable of producing smooth pavements. In this report no specific mention is made of smoothness measuring equipment or specifications. Nick, I. S. and M. S. lanoff, "Evaluation of Pane} Rating Methods for Assessing Pavement Ride Quality," Transportation Research Record, Number 946, pp. 5-13. The results of a pilot study that attempted to determine the preferred psychological scaling method for obtaining pane} ratings of pavement ride quality are reported. Five principal tasks were undertaken: site selection, scale selection, pane! selection, design and conduct of the experiment, and analysis and interpretation of the results. Thirty-three flexible road sections covering a wide range of roughness (uniform within each site) were selected, and a 92-m~le route that could be traversed, at normal operating speeds, In 3.5 hr was established. Three candidate B-47

scales were selected for evaluation: the original AASHO rating scale, a scale developed by Holbrook that uses precisely defined and positioned word cues, and a nonsegmented scale with word cues only at the end points. Fifty-four average drivers were divided into 3 panels and rates the 33 sites in groups of 3. Each pane! member used only one of the 3 scales and rated each section only once. A Mays ride meter was used to obtain roughness measurements for each section. The analysis was designed to (a) determine which scaling method resultect In the greatest agreement between raters and (b) determine which of the three scaling methods resulted in the best correlation between subjective and objective measures of road roughness. The results indicated that either subjective scale, if carefully user} (i.e., with exact instructions and precise control of conclitions), can provide high agreement between raters and exceptionally high R2 values. Noss, P. M., "The Noss Roughness Meter: A Norwegian Road-Roughness Measurement System," Surface Characteristics of Roadways: International Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 237-244. ~, The development of a new Norwegian device for the measurement of road roughness started in 1985. A prototype is now finished. Tests demonstrate that longitudinal profiles of wheel~acks measured win this equipment meet the requirements to qualify as "Class I: Precision profiles" all, which represent the highest standard of accuracy for measurements of the International Roughness Index (IRI). The longitudinal profile is given as elevation points with 25-cm spacing along the measured wheeltrack, and different criteria for road roughness can be computed from this profile. In February 1988, necessary software was completed to compute TRI as described by The World Bank Ail. In addition, computed straightedge values can be presented as histogram for any section length chosen by the operator. The measurements are independent of traveling speed, and the calibration of the equipment is very simple. The production of We first series of the equipment will start in 198S, and it will be used bow for detailed studies on test sections and for road network surveys in Norway. Novak, E. C. Jr., and L. E. DeFrain Jr., "Seasonal Changes in the Longitudinal Profile of Pavements Subject to Frost Action," Transportation Research Recordt, Number 1362, pp. 95-100. The use of profilometers for detenn~ning pavement surface roughness has been gaining favor because the results of profilometers are accurate and reproducible. It will be illustrated that using longitudinal profiles has far greater utilizer than simply determining pavement roughness. The winter and summer longitudinal profiles of Tree sites from each of three projects are presented to illustrate how these data can be used to determine cause of deterioration, appropriate maintenance, rehabilitation, and reconstruction treatments to improve ride quality, and cause of surface roughness. Another proposed use for longitudinal profile data is to estimate the ride quality that can be expected as a result of overlaying an existing pavement. B-48

Organization for Economic Cooperation and Development (OECD), "Dynamic Loading of Pavements," IRRD No. 847714, Paris, France, 1992. A group of vehicle, pavement, and policy experts and industry representatives were brought together by OECD to perform this examination of dynamic road loacl~ng. Seventeen countries participated, as well as the Commission of the European Communities and four truck manufacturers. This report covers the nature of dynamic wheel loadings and their effects on pavements and bridges. Also included are discussions on vehicle design and operation, policy issues, and need for future research cooperation. Research has shown that vertical dynamics, exciter} by road roughness of various wavelengths, cause moving dynamic wheel loads of up to 40 percent of the static load. The report recommends a cooperative international research program involving an accelerated loacling facility, development of simulation techniques for assessing clynam~c pavement loading, and research into the spatial distribution of moving dynamic wheel load peaks from actual heavy vehicle traffic. Page, C. G., "Pavement Rideability," ASTM Standardization News, July 1984. This article discusses five types of roughness measuring equipment currently hardware). ~' ~ -' in use (the the equipment discussed range from the simple straight edge type to the sophisticated CHLOE profiIometer. Reasons for conducting roughness measurements have been presented. Ongoing and recently accomplished activities for pavement rideability have been discussed. Parcelis, W., "Comparison of Profilograph Ride Values Using 0.0 and 0.2 Blanking Bands on New PCCP and ACP Overlays Greater than 4," KS DOT, July 1992. The sensitivity of the 0.2 in blanking band on asphalt concrete overlays is not great enough to distinguish between good and mediocre overlays. The objective of this study is to compare traces reduced using both the 0.0 in and 0.2 in blanking bands on a number of projects and based on the results of the study propose modifications to the ride specifications. A number of PCCP and ACE overlay traces have been reduced using both methods. Several internal memos with graphs 'showing results on individual projects are available. ParcelIs, W. H. Jr., "Control of Pavement Trueness in Kansas," Bureau of Materials and Research, Department of Transportation, Kansas, November, 1991. The smoothness of new pavements in Kansas has shown significant Improvement within the period 1986 through 1991 when the profiIographs were used in evaluation of roughness on newly constructed pavements. The report discusses profiIograph of Portland concrete cement and asphaltic concrete pavements within He period. The evolution of smoothness limits and the zero blanking band used for the evaluation pavement smoothness with the period mentioned above is discussed. Smoothness limits for PCC and AC pavements with respect to monitory incentives and disincentives in the Kansas Special Provisions to Stanciard Specifications for AC and PCC pavements have been discussed. Typical examples of the application of smoothness limits applied to various projects in Kansas have been presented. B-49

ParcelIs, W. H., and M. Hossain, "Kansas Experience with Smoothness Specifications For Concrete Pavements," Number 940153, Transportation Research Board, 1994. The "smoothness" or "riding comfort" determines the quality of newly constructed pavements since it affects the road users directly. There is a growing interest In the industry In attaining smoother and smoother pavement surfaces. Smoothness specifications for Portland Cement Concrete Pavements (PCCP) now in effect In Kansas have evolved through applications over the last eight years. Pavement profiles of short wave lengths and smaller amplitucles than ~ndustry- accepted 5.~-mm (0.2 in) can adversely affect the ride quality of pavements. This experience has led KDOT to eliminate the blanking band width in the profilograph trace reduction process. The implementation of this "zero" or "null" blanking band was successful ant! has resulted in better quality pavements. The latest proposed specifications will increase the amount of bonus that can be achieved but might result in more grinding unless the PCCP pavers were able to improve the pavement smoothness in the middle (full-pay/grind) ranges. An analysis of effect of as- constructed smoothness on the roughness history of pavements has shown that the ride quality over the service life of pavements is highly dependent on the smoothness achieved during construction. Limited cost analysis has shown an increasing amount of bonus achieved in PCCP construction over the last few years indicating quality pairing in Kansas. Paterson, W. D. O., "international Roughness Index: Relationship to Other Measures of Roughness and Riding Quality," Transportation Research Record, Number 1084, Transportation Research Board, 1986, pp. 49-59. Different measures of road roughness with varying degrees of reproducibility and repeatability have been applied by various agencies in the world, but the exchange of roughness information has been hampered by a lack of an acceptable reference and a quantitative basis for relating the different measures. Presented in this paper is such a basis developed from an analysis of data from the International Road Roughness Expenment (IRRE) and other sources. The International Roughness Index (IRI), developed from the TRRE as a suitable calibration standarc! for ah response-type and profiIometric instruments, is the transferable reference scale. It is the metric equivalent of a reference ~nches/m~le index. Two-way conversion relationships and confidence intervals are presented for the Quarter-car Index (Qua. British Bump Integrator trailer index (Bl), and various profile numerics of the French Analyseur de Profit en Long (APL) (Iong~tudinal profile analyzer) profilometer from the DIRE, and for the Serviceability Index from other sources. The characteristics of each scale, and Me sources of variation and range of application of the conversions are discussed. Paterson, W. D. O.' "Road Deterioration and Maintenance Effects, Models for Planning and Management," The Highway Design and Maintenance Standard Series' A World Bank Publication, 1987, pp 11-53. Perceptions of the riding quality have long been considerecl important criteria for the acceptability of the service provided by the road. The focus of this report is on the standardization of roughness measurements. The concepts and principles involved in analyzing road profile and vehicle dynamics are discussed in this report. The selection of a standard is discusser! focusing on the International Roughness Index (IRI) which was established In this study. The advantages and disacivantages associated with using IRT as a standard measure have B-50

been discussed. Conversion relationships between profile roughness {RT and some routinely used scales from other equipment such as the Bump Integrator trailer (Bl), have been de~relopect in this study. Practical problems associated win roughness measurement, effectiveness of calibration, accuracies associated with different types of equipment and the effects of speed have been discussed in this study. ~ ~ . ,, Perera, R. W., and S. D. Kohn, "Road Profiler Data Analysis and Correlation," Final Report, Number 92-30, Pennsylvania Department of Transportation, 1994. A variety of devices are available today to measure road profiles. These range from the hand held FACE Dipstick to high speed vehicle based profilers. High speed profilers are generally based on an ultrasonic, laser or optical system. With the advent of these different profile measuring systems, questions have been raised regarding the accuracy of these devices when variables such as speect, surface texture and surface type are considered. To address these issues, a calibration study of road profilers was conducted prior to the Fifth Road Profiler User Group (RPUG) meeting in Pennsylvania. In this study, four regional calibration sites were established in Mississippi, Nevada, Pennsylvania and Soup Dakota. In Mississippi, Pennsylvania and South Dakota, eight test sites were established while in Nevada six test sites were established. State highway agencies and private agencies were invited to run their profilers on the test sites at any of these regional calibration sites. The FACE Dipstick was also used to measure the profiles at ad test sites. The collectec] data was analyzed to determine the accuracy and the precision of each profiler and to compare the profilers with each other. Me effect of speed of testing and macrotexture on profile measurements was also investigated. Perera, R. W., S. D. Kohn, and C. A. Richter, "Profilometer Comparative Testing," Paper 940812, Transportation Research Board, 1994. A comparative testing experiment between the four K. I. Law ProfiIometers used by the four regional contractors to collect data for the FHWA LTPP program was conducted In Ames, Iowa In August 1992. The objectives of He comparison were to: (~) Determine if the four ProfiIometers can collect similar data win respect to each other (2) Determine if the ProfiIometers can collect repeatable data at a section and (3) Determine if the ProfiIometers are collecting accurate data when compared to the Dipstick and the rod and level. Pour asphalt concrete ant] four Portland cement concrete sections were selected for testing. Each ProfiIometer tested the sections at 40 mph and 50 mph. At each section the ProfiIometers obtained six error free runs for each test speeci. The TR] computed from the profile data was used as the statistic to analyze profiles. An Analysis of Variance was separately conducted on He left anci right wheel path IRI. This analysis showed that similar profile data are collected by the Profilometers In both left and right wheel paths. In addition, the speed of testing did not have a significant effect on He computed IRI. All ProfiIometers showed good repeatability in collecting data at a section in He left and the right wheel paws. Generally good agreement was obtained between the IRI computed from profiles measured by He Dipstick and the ProfiIometers. A study on the effect of random measuring errors showed that In pavements which have low TR] values, random measuring errors can have a considerable effect on the computed IRI. When the {R] values computed from profiles measured by the rod and level were compared with those B-51

computed from Profilometers, poor agreement was found for pavements which generally had an {RT of less than 100 inhale. This is attributed to random measuring errors during rod and level measurements. However, better agreement was found between the rod and level and ProfiIometer {RI for profiles which generally had an {RT greater than 100 inhale. Poelman, M. A. and R. P. Weir, "Vehicle Fatigue Induced by Road Surface Roughness," Vehicle, Tire, Pavement Inte Pace, ASTM STP 1164, American Society for Testing & Materials, 1992, pp. 97-111. ~. ~it. ~ ~< ~- ~J ~. ~. ~. The purpose of this paper is to present the results of an experiment to determine surface rou~hne.ss effect.~. as measured bv a response meter, on vehicle suspension. The results suggest that accelerated vehicle suspension fatigue begins to occur on road surfaces with measured road roughnesses less than 2.5 on a Present Serviceability Index (PSI) scale (State of Pennsylvania conversion), and greatly accelerated vehicle suspension fatigue occurs at PSIs less than I.0. ~. ~. The basis of vehicle suspension design is to absorb roar! loaci inputs to protect the vehicle and driver from variations in the tra~relect surface. The load input into the suspension depends on the roughness of the surface and the vehicular weight and speed over the surface. Pavement engineers often use PST to classify pavement wear on the inclividual roads In their jurisdiction. This paper examines field data from 25 sites ranging in PST from O to 2.5. Using two different instrumented vehicles, load input was measured on each vehicle for eight road load carrying components. The data was analyzed for approximate fatigue response and then compared to the site PSI. The results suggest that for most measured suspension components, fatigue response is affected for PSIs between 2.5 and I.0 and greatly accelerates! for PSIs less than I.0. Vehicle manufacturers should be aware of their products' usage in the real world and design their vehicles to be able to accept the appropriate amount of road load input from roads with 2.5 ratings or less. Also, when determining maintenance and resurfacing schedules, road planners shouIcl understands at what point the customer may experience significant vehicle damage. Pong, M-F. and I. C. Wambold, "Evaluation of Computation Methods for Accelerometer- Established Inertial Profiling Reference Systems," Transportation Research Record, Number 1348, Pennsylvania Transportation Institute, 1992, pp. 8-17. Current accelerometer-established inertial profiling reference (AElPR) methods are reviewed and their computation methods are evaluated. Four AElPR were reviewed and computer-simulated to test profile computation. These methods are Installed in the K. I. Law ProfiIometer, the Swedish Road and Traffic Research Institute's (VTI) Laser Road Surface Tester, the University of Michigan Transportation Research Institute/FHWA Road Profiling (PRORUT) system, and the Pennsylvania Transportation Institute profiling vehicle. The South Dakota system was not included when this work started, but it uses a computation method similar to the VTI and PRORUT methocis. Seven tests were developed to examine the profiling methods from many angles: amplitude errors, wavelength response, phase shift, transient response, roughness errors, profile reprocluction, and computational time. B-52

Prem, H., "A Comparative Study of Two Automated Road Paving Machines," Australian Road Research 19~2), 1989, pp. 109-128. This paper presents the results of a comparative study of two automated pavers used during construction of sections of the Hume Freeway in Victoria, Australia. The pavers were a Con Autograde paper and an ABG paver fitted with a locally produced system for level control, called a Paveset Grade Control System (PGCS). For the purpose of comparing pavement rideability and road surface unevenness characteristics, the ARRB high-speed profiIometer was used to take longitudinal road profile measurements on a number of test sections produced by the two pavers. Standard NAASRA roughness measurements were also taken during profile measurement. However, they were of limited use because of differences In the lengths of test sections and because the variations in the roughness were moderate along each test section. Preliminary analyses using profile-basec! {RI revealed statistically significant differences in {RT roughness between the two pavers. Test sections with higher roughness, i.e., poorer rideability, were producer! by the ABG paver with the PGCS. Detailed analysis of the profile data in both the spatial domain and spatial frequency domain identified the nature of the differences revealed by the IRT roughness comparisons. The primary differences in road profile produced by the papers appear to be confined to wavelengths of either less Han about 0.5m or greater than about 2.5m. Increased roughness In the short wavelength range is associated with the CM! Autograde paver and has been attributed to the pavement surface trimming operation. Increased roughness in the long wave-length range associated with the ABG paver with PGCS appears to be due to characteristics of He leveling beam, whim does not seem to adequately filter profile roughness components affecting pavement rideability. An analytical investigation into the response characteristics of the leveling beam is included. Queiroz, C. A. V., "Calibrating Response-Type Roughness Measurement Systems Through Road-and-Leve] Profiles," Transportation Research Record' Number 898, Transportation Research Board' 1983, pp. 181-~. Road roughness is highly correlated with serviceability and various components of user costs. Response-type systems (e.g., the Mays meter, the roughometer, and the bump Integrators are frequently used to measure roughness mainly because of their relatively low cost and high measuring speecI, whereas a sophisticated device such as the Surface Dynamics ProfiIometer is necessary for calibrating those systems. An analysis of rod-and-level measurements of pavement profile is presented. Rod-and-leve! measurements represent a feasible alternative to the ProfiIometer In that they provide an accurate means for calibrating response-type roughness- measuring systems. Four different profile summary statistics from the literature are used to establish a stable roughness scale: wave amplitude, root mean square vertical acceleration (RMSVA) mean absolute vertical acceleration (MAVA), and slope variance. RMSVA computed for different base lengths is recommen~ied for characterizing road roughness. Accurate RMSVA estimates can be obtained when a 500-mm sampling interval is used to collect pavement profile data with rod anct level. It is found that rod-and-level measurements of pavement profile currently constitute the most feasible means for the general transfer of roughness standards. Moreover, the rod-and-level method is particularly appealing for developing countries, where the social costs of labor-~ntensive procedures may be significantly less than the costs of procedures that depend on sophisticated imported instruments. Rod-and-leve! measurements are very slow when a short sampling interval of 500-mm is used. Therefore, use of the method is recommended for keeping updated records of pavement roughness on about 20 control B-53

sections. These sections, in turn, can be used for calibrating response-type roughness-measuring instruments. Queiroz, C. A. V. and W. R. Hudson, "A Stable, Consistent, and Transferable Roughness Scale for Worldwide Standardization," Transportation Research Record, Number 997, Transportation Research Board, 1984, pp. 46-55. Since the AASHO Road Test there has been great interest in the measurement of roar! roughness for evaluation of serviceability as defined by Carey and trick, and, perhaps more broadly and importantly, for evaluation of road roughness as it affects vehicle operating costs and road maintenance, particularly in developing countries. In this paper work done in the United States, Brazil, Canada, Bolivia, Nigeria, Panama, and elsewhere with respect to the selection of a uniform method for calibrating rough roughness devices is reviewed. Because most roughness measurements are made with response-type roughness measuring instruments, there needs to be a calibration technique for such instruments that can be easily user! by any country. It is essential that the method be based on characteristics of the road surface and not on characteristics of any individual vehicle or measuring velocity of the response-lype roughness meter. A specific calculation aIgori~m is also needed. A calibration technique is recommended that is based on a true profile of the roadway surface analyzed with wavebound analysis to determine root-mean-square vertical acceleration for several applicable waveband statistics that are combined to produce the calibration factor. The clevelopment of the methodology is presented. Quinn, B. E., ''Problems Encountered in Using Vehicle Ride as a Criterion of Pavement Roughness," Transportation Research Record, Number 946, pp. 1-4. One criterion of pavement roughness has been the ride experienced in a passenger vehicle. This ride depends on the properties of the vehicle as well as those of the pavement. Recent changes in vehicle design (less weight and front-wheel drivel may affect this pavement criterion. To show the relationship between vehicle properties and ride, a simple mathematical mode} was selected for the vehicle. Vertical vehicle acceleration was used as a measure of the ride. For a pavement of known properties, the ride was determined for different speeds and different vehicle suspension characteristics. Significantly different values for the pavement criterion were obtained for the same section of pavement. It is believed that ride can still be used as a criterion of pavement roughness but that operating speeds and vehicle characteristics must also be considered in establishing this criterion. Quinn, B. E. and D. R. Thompson, "Effect of Pavement Condition on Dynamic Vehicle Reactions," Highway Research Board Bulletin 32S, Highway Research Board, pp. 24-32. Laboratory tests were conducted to determine the frequencies of vibration at which passenger vehicles would develop large forces between the tires and pavement. The relationship between force exerted by the tire and vertical displacement of Me tire tread was measured at all frequencies at which any appreciable force was cleveloped. The vehicle characteristic thus obtained included the actual effects of all components of the vehicle suspension system. B-54

A criterion of pavement condition was established by making power spectral density analyses of highway elevation measurements. A brief description of the physical significance of this criterion is included. - ~ ~-A r A procedure is discussed for combining the vehicle characteristics with an elevation power spectrum (pavement condition criterion) at a selected vehicle velocity to obtain a dynamic force power spectrum. The usefulness of this result is discussed and curves of the root-mean squared value of the dynamic force vs. vehicle velocity are included for three different pavement conditions. Raczon, F., "Pavement Smoothness Goal of PCC Slipform Paving," Roads and Bridges, April 1989. Faced with increased pressure from public agencies to produce smoothest pavements, slipform concrete paver operators need to properly balance a number of factors in order to achieve quality concrete pavement. This article focuses on some typical job site and operational factors such as subgrade preparation, weight of balance and vibration which affect Me smoothness of the finished urocluct in concrete pavement construction. Profilo~ranhs are mentioned In general as - -- rat -- r ~ -- - - - - -w ~ playing a major role in measuring smoothness on PCC pavements in recent nmes. Richardson, D. G., "Evaluation of the Automatic Road Analyzer "ARAN" for Measuring Roughness and Rut Depth," Number FHWA-DP-88-072-007, U. S. Department of Transportation, 1988. This project was conducted to evaluate the performance of Highway Products International, Inc.'s Automatic Road Analyzer (ARAN). Even though the ARAN is a multi-dimensional testing unit, the primary objectives were the roughness and rut measuring modes. A total of 56 test sections of varying roughness levels, surface types and rutted wheel tracks were tested In this correlation study. The results of the roughness test between the ARAN and the Georgia Modified Rainhart Mays Trailer (GMRT) showed there is a very good correlation. The evaluation of the ARAN's ability to recognize ruing was also performed with less favorable results. The measurements made by the ARAN unit and manual measurements made of the roadway, when compared, showed no correlation could be made. Even though a correlation conic! not be made, it is recognized the ARAN unit could still determine where rutting did occur on the road surfaces. During operation, there were very few problems with the ARAN equipment that could not be explained. The usual driver-operator and environmental factors could be corrected. Richardson, D. G., "Evaluation of the K. I. Law 8300A Roughness Surveyor- Version 3," Number FHWA-GA-X710-8X, Georgia Department of Transportation, 1988. ~, This project was conducted to evaluate the K. I. Law, Inc. 8300A Roughness Surveyor as an acceptable and dependable field testing unit to measure surface roughness. The primary focus B-55 V J

was on day-to-day repeatability, effect of surface texture, versatility of software, ease of operation and cost. A total of 48 test sections were chosen for use In the correlation with Me Georgia Modifier! Mays Roughness Trailer. The sections selected were located on Interstate, primary, secondary routes and county maintained roads. These selections provided a variety of surface types, road conditions and levels of roughness. The evaluation of the 3300A Roughness Surveyor data shows the Surveyor is capable of giving data that is acceptable and repeatable. The day-to-day variability was much better than experienced with Version 2 when performing work for RP 8309 "Calibration Procedures for Roadmeters." The results of roughness testing also shows a very good correlation between the 8300A Roughness Surveyor and the Georgia Modified Mays Meter Trailer. Richardson, D. G., "Evaluation of the PRORUT Equipment to Measure Road Profile and Rutting," Number DTFH61-87-P-00800, Georgia Department of Transportation, 1989. This study was performed to evaluate the device constructed by the University of Michigan Transportation Research Institute known as the PRORUT. A correlation was performed between the PRORUT and the Georgia mollified Mays meter trailer (GMMT) to evaluate the PRORUT's ability to measure roughness and manual measurements of rutting to compare the devices ability to detect ruing. A total of 48 test sites were selected for this correlation study encompassing a variety of roughness levels and pavement surface types. While Me correlation results for the PRORUT vs. AMMO were good, the correlation to rutting was not good. Overall, however, the PRORUT device for measuring profile and rutting should be pursued further. Rizenbergs, R. [., I. L. Burchett, and L. E. Davis, "Pavement Roughness: Measurement and Evaluation," Highway Research Record' Number 471, Highway Research Board, 1973, pp. 46-61. Vertical accelerations of a passenger traveling in an automobile on a section of road at 51.5 mph (23.0 m/s) are automatically summed. A roughness index is obtained by dividing this sum by the time elapsed during the test. Continuity in measurements since 1957 has been preserved through correlations among successive vehicles involved and reference pavements. In general, bituminous construction has smoother riding surfaces than concrete construction. The smoothness of concrete pavements, however, has improved on those projects where slip-form paving was used. Interstate highway and parkway construction continues to yield smoother pavements than other major construction. The rate of increase in roughness was found to be different for each pavement type and varied according to the original or as-constructed roughness of the pavement, structural number, and type of highway facility involved. Road Profiler User Group, "Road Profiler Analysis," SME Project No. PP19567, Fifth Annual Meeting, Pennsylvania, October 13,1993, pp. 24-93. A variety of devices are available today to measure road profiles. These range from the hand held FACE Dipstick to high speed vehicle based profilers. High speed profilers are generally B-56

based on an ultrasonic, laser or optical system. With the advent of these different profile measuring systems, questions have been raised regarding Me accuracy of these devices when variables such as speect, surface texture and surface type are considered. In this study, four regional calibration sites were established in Mississippi, Nevada, Pennsylvania and South Dakota. In Mississippi, Pennsylvania and South Dakota, eight test sites were established while In Nevada six test sites were established. State highway agencies and private agencies were invited to run their profilers on the test sites at any of these regional calibration sites. The FACE Dipstick was also used to measure profiles at all test sites. The data collected was analyzed to determine Me accuracy and precision of each profiler and to compare the profiIometers with each other. The effect of speed of testing and macrotexture on profile measurements was also investigated. Road Survey Technology (RST), "Teaser RST: Fast Non-Contact Measurement of Road Surface Conclitions," RST Sweden AB, SoIna, Sweden, 1990, pp. 7-90. Information on the state of a road network is a prerequisite for an efficient surface maintenance system. The Laser Road Surface Tester (~-RST) is an advanced system for obtaining this information. Laser RST is a system for fast non-contact measurement of road surface conditions. This brochure describes seven objective measurements which can be carried out using Laser RST. The measurements which can be carried out with speeds up to 90 mph include rut depth, roughness, cracks, texture, crossfall, curvature and hilliness. Specifically roughness is measured in each wheel track with a 32 kHz laser and accelerometer both providing profile information. The road profile data is used In the calculation of the International Roughness Index (IRI), the May's Orcler Index (MO), as well as numerous Root Mean Square Error values. Roads and Bridges, "Profile Measurement Technology," Edited by Frank Raczon, April, 1988, pp. 11-~. Eight routinely used profile measuring equipment are briefly described in this article. Data processing features anct equipment calibration are discusser} for some of the equipment. The equipment discussed in this article include; the Rainhart No. 860, the Ames ProfiIograph, the Edward W. Face Company's Dipstick Profiler, the McCracken Profile, K.~. Law Engineers' Mode! 690DNC Non-Contact Profilometer, Infrastructure Management Service's Laser Surface Road Tester and Midwest Pavement Management's Road Rater. Roads and Bridges, "Profile Measurement Technology Changing," Editorial Article, April 1988, pp. 11-~. The changing technology with respect to profile measuring equipment is the focus of this editorial article. The use of sensors such as light, sounc! or laser sensors to read road profile are discussed. The use of computers for digital analysis and simulation of road profiles are covered In this article. Calibration of profilographs and Weir use for construction acceptance is discussed In this article. B-57

Roberts, F. L. and W. R. Hudson, "Pavement Serviceability Equations Using the Surface Dynamics Profilometer," Highway Research Board Special Reports, Number 116, 1970, pp. 68-79. This paper deals with a methoc! for reducing roughness obtained from a continuous-output road profiIometer to a compact and useful form for highway engineers. It is assumed that a voltage signal representing vertical irregularities in the road surface as a function of distance has been recorded on magnetic tape. An analog method is described for processing this signal and reducing the roughness description of the road to a simple table relating roughness heights and wavelengths. Analog computer requirements are stated for the proposed signal-process~ng method. Results obtained by this method are presented for both ideal and actual road profile examples. The clevelopment of the surface dynamic profiIometer (SDP) has made it possible to obtain a magnetically taped record of any road surface profile In the direction of vehicle travel. For a given section of road, this recorc! is a randomly varying analog voltage that represents true road roughness within the accuracy limitations of Me SDP system. Having obtained a profile record, the highway engineer is faced with the problem of transforming this random signal into an index, graph, or set of numbers he can use to specify quantitatively the roughness of the road. This report describes a practical method for analyzing SDP records and for reducing each of these records to a simple form usable In highway operations. Rogers, R. B., I. M. Wyatt, and C. Bertrand, "A State's Concerns with the FHWA's Highway Performance Monitoring System Roughness Requirements," Transportation Research Record, Number 1311, Texas State Department of Highways and Public Transportation 1991 An. 7-~. -- r - ~ --a -- --~ r r When the I;HWA issued requirements for the collection of roughness data for the Highway Performance Monitoring System In December 1987, it was well received In Texas. The benefits of a national pavement roughness standard and the concerns that evolved from a study conducted by the Center for Transportation Research at the University of Texas at Austin to ensure compliance with the new FHWA pavement roughness requirements, and from the experience Gannett from collection of pavement roughness data on a state-wide basis since 1983 are discussed. Measures for alleviating the issues presented are recommended. Ross, F. R., "Effect of Pavement Roughness on Vehicle Fuel Consumption," Transportation Research Record, Number 846, Committee on Theory of Pavement Systems, pp. 1-6. Several published research reports have shown that vehicle fuel consumption increases as pavement roughness increases. The existence of such a relation is today of particular interest to state departments of transportation for use In cost-benefit analysis of potential highway improvement projects. For a variety of reasons, however, the results of the earlier studies are not readily usable in benefit calculations. Therefore, in 1980 the Wisconsin Department of Transportation conducted a local field study that sought to define, for practical application, the relation between automobile fuel consumption and pavement roughness. Three different automobiles traveled on five pavement sections that, collectively, represented a wide range of roughness. For these pavements, roughness was expressed in terms of serviceability index, as measured by Wisconsin's electronic road meter. Fuel consumption was measured by a specially designed fuel meter mounted In each test vehicle. To minimize the influence of variables other than pavement roughness on fuel consumption, test conditions and procedures were highly controlled. The collected data suggest that there is in fact a quantifiable, but very modest, B-58

increase in automobile fuel consumption as pavement roughness increases. Over the range of roughness typically associated with state trunk highways (serviceability values between 1.5 and 4.5), this Increase was (a) about I.5 percent, (b) linear, and (c) not related to vehicle size. For the entire range of roughness included in this study (serviceability values between 0.9 and 4.4), the increase in fuel consumption was about 3.0 percent, which suggests that the overall relation between fuel consumption and pavement roughness may be nonlinear. Sayers, M. W., "Profiles of Roughness," Transportation Research Record, Number 1260, Transportation Research Board, 1990, pp.106-111. Road roughness is normally characterized by a summary index that applies over a length of road. Summary index measures are obtained most directly by measuring the longitudinal profile and then applying a mathematical analysis to reduce the profile to the roughness statistic. The moving average smoothing filter can be used to obtain a profile of one such roughness measure the International roughness index (IRI). The roughness profile provides another dimension to the description of roughness, showing with maximum detail how the roughness is distributed over the length of the road. The baselength used for the {R} averaging must be considered. Specifying the baselength becomes particularly important when specifications for road quality are formulated, or when profiling accuracy is prescribed. That the variation in {RT found over the length of a road is more extreme when the baselength is short should be take into account when reporting instrument accuracy or writing roughness specifications. Specifically, the accuracy of high-speed profiling systems should be specified according to baselength. Sayers, M. W., "Two Quarter-Car Models for Defining Road Roughness: IR] and HRI," Transportation Research Record, Number 1215, Transportation Research Board, 1989, pp. 165-172. There is now a movement in the United States toward standarct~zing road roughness measurements by using a scale called He International Roughness Index (IRI). The TRT was defined by the World Bank (based on earlier work performed for the NCHRP) and is required by the Fecleral Highway Administration (FHWA) for the roughness database of the Highway Performance Monitoring System (HPMS). The IR] is defined as a roughness description for a single wheel~ack profile, obtained by using a quarter-car mode! with certain specified parameter values. A related roughness measure is obtained by using bow wheeltrack profiles as Inputs to the same computer algorithm used for the IRI. This analysis is mathematically equivalent to a half-car mode! and produces a roughness measure called the half~ar roughness index (HRI). There is currently a mixture of {R! anc! HR] data being measurer! in the United States. The two analytic methods are so similar in concept that many practitioners are not aware of the difference between them. As a result, there has been occasional confusion and error when data are reported. The purpose of this paper is to identify and discuss the differences and similarities between IRI and HRI. The paper also summarizes technology (automated profiling systems) used to measure {RT and HRI. B-59

Sayers, M. and T. D. Gillespie, "Better Method for Measuring Pavement Roughness with Road Meters," Transportation Research Record, Number 836, Committee on Pavement Condition Evaluation, pp. 35-41. Recent research on methods for calibrating road roughness measuring systems has shed new light on improving the use of the currently popular Mays and PortIanc! Cement Association (PCA) roacimeters. The measurement provided by these meters (accrued displacement between the rear axle and vehicle body) is discussec! and shown to relate best to pavement serviceability when normalized by the time duration of the test, thus yielding a simple statistic called the average rectified velocity (ARV) of the axIe-body motion. Unlike the inches per mile statistic that is commonly calculated, the ARV is shown to be valid for comparing pavements that are measured (and used) at different speecis. At the same time, the ARV concept provides a logical basis on which to establish calibration for roadmeter systems. In the absence of a universal calibration, the measurements obtained from different systems cannot be compared except in the special case where empirical correlations have been established. Accordingly, an absolute roughness scale is specified based on a reference ARV (RARV) statistic cleterm~ned from a quarter~ar simulation. RARV constitutes an absolute roughness statistic, rigorously definect at a given test speect, whose validity as a calibration reference has been established from field-test experience with Infuse roacimeter systems. An appreciation for the ARV is important to highway engineers because the concept provides the link In understanding between current roughness measurement practice ant} serviceability of roads as seen by the public at normal traffic speeds. Sayers, M. W. and T. D. Gillespie, "Guidelines for Conducting and Calibrating Road Roughness Measurements," Number HS-039-587, International Bank for Reconstruction & Development, 1986. This paper defines roughness measurement systems hierarchically into four groups, ranging from profiIometric methods (2 groups) through responses-type road roughness measuring systems (RTRRMS). The general planning of read roughness measurement programs is outImed, as well as the criteria for selection of measurement system to meet the objective. The procedures for carrying out surveys In the 4 groups of systems are explained, including Instrument characteristics, the need for adequate checking and verification ant! the importance of traveling speed, as well as the methodology for data analysis. The International Roughness Index (IRI) is defined, and the programs for its calculation are provided. The TR! is baser! on simulation of the roughness response of a car travellina at 80 km/in - it is the Reference Average Rectified A. . . . . ~ . . . . . ~ . . . , . . . . ~ ~lope, WhlCn expresses a rano ot the accumulated suspension monon ot a vehicle, divided by the distance traveled during the test. The report explains how all roughness measurements can be related to this scale, also when traversing at lower speeds than 80 km/i\. Ibe {R! therefore emerges as a scale that can be used both for calibration and for comparative purposes. Sayers, M. W. and T. D. Gillespie, "Overview of Road Meter Operation in Measuring Pavement Roughness, with Suggested Improvements (Abridgment)," Transportation Research Record[, Number 836, Transportation Research Board, 1981, p. 29-35. Road meter systems that measure vehicle response to pavement roughness have limited accuracy, but more importantly, cannot be calibrated validly for use on all types of roads without access to a General Motors Research Laboratory-type profiIometer. Even with good B-60

practice on the part of the users that eliminates the obvious effects of varied tire pressure, cargo weight, faulty components, and the like, limitations inherent to the road meter system remain. These limitations are due to the unique dynamic properties of each vehicle, the nonlinearities inherent to the vehicles and road meter instruments, and non-unifornuties of the tire and wheel assemblies. This paper explores various improvements to road meters that will reduce the required calibration effort. The major source of nonlinearities in the vehicle-road meter systems are due to the road meter instruments and can be eliminated by the use of an equivalent electronic meter based on a linear transducer. With linear meters, it becomes possible to measure and correct for vehicle motions caused by tire and wheel non-uniform~ties. This can be done in the laboratory on a smooth drum roller or by special processing of on-roacI measurements keyed to wheel rotation as detected by an inductive pickup. However, even then, reference road-type surfaces are still required for calibration to scale the vehicle dynamic response. Only by the addition of accelerometers is it possible to compensate for vehicle dynamic response by simpler means of calibration. With this level of Instrumentation, the road profile can be roughly determined and the road meter system has become a crude profiIometer. Sayers, M. W. and T. D. Gillespie, "The Ann Arbor Road Profilometer Meeting. Final Report," FHWAIRD-86/100;UMTRI-86-19;FCP 31W3-062 MI Universit~r/FHWA, April 1986, 237p. The Road Profilometer Meeting was held in Ann Arbor in September 1984. In this meeting, I! agencies used their profiIometer equipment to provide measures over 27 test sites. Overall, 13 independent instruments were used, including static rod and level measures on 10 of the sites. Analyses of the profiles obtained In the experiment were used to determine and compare some of the performance characteristics of profiIometers in use today. The profiles from each system were processed to yield quarter-car roughness. RMSVA roughness, power spectral density functions, and waveband indices. Plots of filtered profiles were also compared. These results were used to determine the performance limits of the profiIometers, In terms of operating speed, surface type, and roughness level. Most of the profilometers were demonstrated to measure valid profiles over a full range of pavement roughness, with varying degrees of accuracy that depend on the particular profiIometer and the analysis used. Some of the profiles submitted were not valid, indicating that better data-checking methods need to be adopted. Sayers, M. W. and T. D. Gillespie, 'the International Road Roughness Experiment: A Basis for Establishing a Standard Scale for Road Roughness Measurements," Transportation Research Record, Number 1084, Transportation Research Board, 1986, pp. 76-X5. With the general lack of equivalence between the many methods and measures by which roar] roughness is characterized, standardized indices offer the means to achieve a time-stable data base that can be utilized by all. The International Road Roughness Experiment (IRRE) was organized in Brasilia, Brazil, to find a suitable index and to quantify the relationships between different equipment and roughness indices in use. Roughness measurements were made on 49 test sites by diverse types of equipment in common use. The data were analyzed to determine the equivalence between the roughness measures that could be obtained with each type of equipment and whether one common measure was applicable to all. The results from the {RRE showed that a standard roughness index is practical and measurable by most of the equipment in use today, whether of the profilometer or road meter type. As a result of the IRRE, a standard index was selected that is based on the quarter-car analysis method with standard parameter values and a reference speed of 80 km/in. Provided in this paper is the background B-61

on the funciamental of roughness characterization that guided the selection of the standard road roughness index. Sayers, M. W. and T. D. Gillespie, "The International Road Roughness Experiment. Establishing Correlation and a Calibration Standard for Measurements," Number HS-039-586, International Bank for Reconstruction & Development, 1986. The International Road Roughness Experiment (IRRE) covered two categories of instruments, profiIometers and response type road roughness measuring systems (RTRRMs). The analyses demonstrated a good correlation between the RTRRMs and between the RTRMMs and profilometer records, and showed that they could ah be calibrated to a single roughness scale without compromising their accuracy. Thus, all the instruments tested will give outputs which are sufficiently accurate and reproducible for comparative evaluation, but will need to be correlated to some given standard to ensure transferability and consistency over time. A large array of standard Indices were evaluated, some based purely on Me geometric characteristics of the road profile, some based on simulation of the road profile - vehicle interaction, and some based on spectral analysis of the roughness recorder output. These analyses, which also Include measurement traversing speed are described in the text, and elaborated in the Appendices. Scofield, L. A., "Profilograph Limitations, Correlations, and Calibration Criteria for Effective Performance-Based Specifications," NCHRP Project 20-7, Task 53. The purpose of this study was to assess the state-of-~e-practice In the use of profiIographs for measurement of pavement smoothness. The critical objectives were to evaluate the nature and extent of problems and to recommend research to accomplish solutions to these problems. The study conducted a survey of Me states and industry to identify problems and to determine the state-of-the-practice. A literature search was performed and a limited analysis of the automated profiIograph filters conducted. The results of this study depict the state-of-the- practice through 1992. The California style profilograph has been successfully used for over one half a century to measure pavement profiles. It has been the principal Instrument used in the acceptance of concrete pavement ride qualities. During the 19SOs, the profiIograph was automated by computerizing the data collection and trace reduction and analysis. This created concern in the industry regarding the appropriateness of the results produced by the newer version. At this same time there was increasing interest in development and use of ~ncentive-disincentive specifications which placed higher emphasis on measurement accuracy. The results of the state surveys Indicated that 90°/O of the respondents believe that smoother pavements reduce life-cycle costs and that smoothness requirements will Increase in the future. Currently, the majority of the states use the profiIograph for acceptance of pavement smoothness. Approximately 25% of the profiIographs In use by the states are computerized. The five highest ranked problems cletermined by the state survey ~nclucle, from highest to lowest; comparing profilographs to other roughness measurement devices, trace reduction repeatability, effect of short wavelengths on profile index, interpretations of profiIograph traces, and production rate of testing. B-62

The literature search revealed that the variability of mecharucal profilographs increases with pavement roughness. The variability of the computerized profilographs is constant and typically ranges between a standard deviation of 0.5 to 1.0 inches per mile. For pavement roughness levels below five inches per mile, the mechanical and computerized profiIographs exhibited similar variability. The variability of mechanical profiIographs is attributable to trace reduction. High degrees of correlation exist between mechanical and computerized profiIograph test results. While Ames and California style profilographs produce similar results, Rainhart and California style profilographs often do not. The results of this study indicate a strong need to develop national standards for both the mechanical and computerized test procedures. Trace reduction procedures for mechanical profilographs are vague and rely on indiviclual judgment. Current profiIograph procedures do not address the filtering and computational accuracy found in the computerized profilographs. ASTM is currently evaluating modifications to El274. These modifications will address the sampling Interval, treatment of scallops which exist between two adjacent sections, how discrete sections are analyzed, and how the computational algorithms are executed including specifications regarding the cut-off frequency. States need to adopt the ASTM specifications and/or modify the California 526 procedures to properly account for the use of computerized profiIographs. No acceptable precision and bias statement presently exists regarding profilograph testing. Although significant testing has recently been conducted by the Texas DOT, additional testing is warranted to adequately define the interactions between equipment, operator, and pavement. During 1993 several alternate profile measurement devices will become available which could replace the profilograph. In the next two to five years the profilograph will remain the backbone of pavement smoothness determination. Within the next ten years there should be little doubt that more sophisticated an accurate equipment will be used for pavement smoothness measurement. . ~ The Industry currently lacks a cradle-to-grave roughness statistic which can be used for pavement design, construction acceptance, and pavement management. Aclditional work is necessary in this area. Comparisons between PST and PI reporter} in the literature suggest that current profiIograph specifications do not produce the as-constructed levels of serviceability which are used in design equations. The profile index roughness statistic has an advantage over other roughness statistics because it allows visual representation of the pavement and its points of deficiencies. This provides clear and meaningful results to contractors and Having crews alike. Scofield, To. A. and S. A. Kalevela, "Evaluation of California Profilograph," Transportation Research Record, Number 1348, Transportation Research Board, 1992, pp. 1-7. The Arizona Department of Transportation evaluates Portland cement concrete pavements by testing with mechanical as well as electronic profiIographs. The precision of the two types of profilograph was evaluated. More than 100 profiIograph runs were conducted on a selected pavement section. The range of replicate readings of pavement profile index could be as much as 2.0 income for a rough pavement. Electronic profiIographs adjusted to operate at low fitter B-63

settings gave lower profile index values than those obtained with the same profilographs at higher filter settings. Scofield, L. A., S. A. Kalevela, M. Anderson, and A. Hossain, "A Half Century with the California Profilograph. Phase ~ Experiment," Number FHWA-AZ-SP9102, Arizona Department of Transportation, 1992. This study was performed to establish equipment and operator variability for mechanical and computerized California profilographs. Future work, based on testing conducted during this study, should develop precision and bias statements for profilographs. The research consists of two phases. Phase I, reported herein, provided a literature review, performed the field testing and conducted the statistical analysis. The historical development of the profilograph and California test procedures and specifications were evaluated in relationship to todays incentive/disincentive specifications. Additionally, equipment parameters which influence test variability were reviewed. Two field experiments were conducted. The first equipment, designed to evaluate variability consisted of a 4x4x2 randomized block design with replication. Two levels of pavement roughness, four operators, and four profilographs were utilized. The second experiment, designed to evaluate the effects of data filter settings on profile index obtained with computerized profilographs, consisted of a 3x2x2x2 randomized block design with replication. Two levels of pavement roughness, two computerized profilographs, two operators, and three data filter settings were used. The results of the study Indicated that the average repeatability was 0.75 ~nches/mile and 0.56 ~nches/mile for the rough and smooth track conditions, respectfully. The average repeatability for an operator performing trace reduction was 0.94 inches/mile for one device and 1.72 ~nches/m~le for a second device. The data filter setting used on computerized profilographs has a significant affect on the resulting profile index. For each 1000 unit change In the data filter setting, a 7°/O reduction in the profile index was obtained when compared to the manufacturers recommended value of 8000. Sebaaly, P. E., and N. Tabatabaee, "Influence of Vehicle Speed on Dynamic Loads and Pavement Response," Transportation Research Record, Number 1410, Committee on Vehicle Counting, Classification, and Weigh-In-Motion Systems, 1993, pp. 107-114. Weigh-in-Motion systems have been used extensively to measure dynamic loads imparted by traffic vehicles. One of the major uses of these load data is to evaluate the equivalent s~ngle-axle loads (ESALs) generated by each load level. The cumulative ESALs are then used in the design or rehabilitation procedures, or both, for the existing road. In situ pavement response parameters, such as the strains at the bottom of the asphalt concrete layer, can also be used to evaluate ESALs. The findings of a research program aimed at evaluating the effect of vehicle speed on the measured dynamic loads and pavement response are documented. The data were measured through a full-scale field experiment. The analyses of the data indicated that vehicle B-64

speed has a significant effect on both the measured dynamic Toads and the actual response of the pavement system. However, the effects of vehicle speed on dynamic loads and pavement response are not identical. For example, higher vehicle speed generates higher dynamic loads, whereas the strains at the bottom of the asphalt concrete layer are significantly reduced as the speed increases. This discrepancy has been shown to have a great impact on the final design of the pavement system. Shahin, M. Y. and M. I. Darter, "Pavement Functional Condition Indicators," Report C-15, 1975. Functional performance is defined as the trend of the level of service provided to the pavement users through the initial life of the pavement and between major rehabilitations. The information presented in this report includes: (~) identification of pavement functional condition indicators, (2) state of the art of measuring and evaluating the most significant functional indicators (roughness and skic} resistance). Soil and Materials Engineers, Inc., "Profilometer Comparison," prepared for the Strategic Highway Research Program (SHRP), Ann Arbor, June, 1991, pp. 23-92. A comparative study between the profilometers was conducted In Ann Arbor, Michigan in June, 1991. The main objectives of the study was to determine if profilographs can collect repeatable data and if accurate data are being collected by the Profilometers. The study involved the use of four profilographs manufactured by K.J. Law Engineers and the "Dipstick" roughness measuring equipment for profile data collection at various sites in each SHRP region (North Central, Western, North Atlantic ant] Southern). Profile data was collected for both left and right wheel paths and used to compute the International Roughness Inclex (IRI) of each wheel path. Major topics discussed in the report include design of the experiment, description of data collection procedures and comparison of computed TRI from the Profilometers and the Dipstick. Based on the results of this study various recommendations have been made including Increase in the speed of testing and the relaxation of some existing criteria which have been found difficult to achieve. Spangler, E. B. and W. J. Kelly, "Servo-Seismic Method of Measuring Road Profile," Highway Research Board Bulletin 32S, Highway Research Board, pp. 33-51. At the General Motors Research Laboratories, a ride simulator is used for the study of ride characteristics of the many different General Motors products. The input to this rifle simulator is the road profile of actual roads whose measurements have been stored on magnetic tape. This paper is about the method Hat was developed for measuring road profile. Spangler, E. B., "Inertial Profilometer Uses in the Pavement Management Process," Transportation Research Record, Number 893, Report HS-03~161, Transportation Research Board, 1982, pp. 20-27. , ~ The inertial profiIometer has He potential to become one of the most important tools in the pavement condition evaluation process. This paper discusses its continuing development, B-65

including a noncontact profile sensor, digital profile computation, and an array of computer software developments that will further enhance the inertial profiIometer's contribution to the pavement management process. for historical purposes Me paper also discusses the original development of the inertial profilometer at the General Motors Research Laboratories in the early 1960s and its introduction into the user community by K. J. Law Engineers, Inc. Spangler, E. B. and R. L. Rizenbergs, "Use of the Inertial Profilometer to Calibrate Kentucky Department of Highways Mays Ride Meter Systems," Transpoftation Research Record, Number 1196, Transportation Research Board, 1988, pp. 286-293. The National Institute of Standards and Technology (NIST), the Commonwealth of Kentucky Department of Transportation (DOT), and Surface Dynamics, Inc., joined in a project In the Commonwealth of Kentucky to calibrate five Kentucky DOT vehicle-mounted Mays Ride Meter (MRM) systems. In this project, a NIST-operated inertial profiIometer system was used to measure the elevation profiles of selected pavement test sections. The measured elevation profiles were used to compute the Standard Mays Ride Meter Index (SMRMI) values for each pavement test section. The computed SMRM! values were then used as reference values for the calibration of the actual Kentucky DOT MRM systems. The profiIometer was used to identify suitable pavement sections from test sites selected by the Kentucky DOT using an MRM system. The site selection process included sufficient repeat runs to establish a mean SMRM! value for each pavement and a standard deviation from that mean for the repeat runs. Six pavement test sites with the clesired SMRMI values and low standard deviations were selected. The five Kentucky DOT MRM systems were then driven over the selected test sites a number of times to determine a mean measured value and a stanciard deviation about that measured mean value for each system on each pavement test site. The test data from the profiIometer and the five Kentucky DOT MRM systems were used to develop a calibration equation and expected standard deviation for each of We MRM systems. The resulting calibration equations will be used by the Kentucky DOT to compute SMRMI values for each system. Included in the project was a correlation of the Ohio Department of Transportation inertial profiIometer with the NIST- operated inertial profilometer to establish the validity of using another identically constructed inertial profiIometer for the same calibration procedure. Spangler, E. B., R. [. Rizenbergs, I. To. Burchett, and D. C. Robinson, "Use of the Inertial Profilometer to Calibrate the Commonwealth of Kentucky Department of Highways' Mays Ride Meter Systems," Surface Characteristics of Roadways: International Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 292-3020 In May 1987, a project was undertaken in Kentucky to calibrate five Kentucky Department of Highways vehicle-mounted Mays Ride Meter (MRM) systems. An inertial profiIometer operated by the National Bureau of Standards was used. Multiple elevation profiles were taken in order to evaluate the precision of the measuring method. Mean MRM Index values were computed for each MRM system. A second profiIometer was used to determine that equivalent calibrations can be expected from identical inertial profiIometers. A method was clevisec} by which real measurements by individual MRM systems can be converted into Standard MRM Index values. Additional research is neecled to determine the time stability of bow the MRM systems and the pavement sections used in calibration. B-66

Spangler, E. B. and W. I. Kelly, "Integration of Inertial Profilometer in ODOT Pavement Management System. Final Report," Number FHWA/OH-87/005, Surface Dynamics/OH DOT/FHWA May 1987. Pavement roughness and ride quality Information, for the Ohio Department of Transportation (Ohio DOT) Pavement Management System, can be accurately computed directly from highway pavement profiles measured with the Ohio DOT Inertial Profilometer. The pavement ride quality information Includes Present Serviceability Rating (PSR) and PSR trigger values for non- routine maintenance. Pavement profiles measured with He Ohio DOT Inertial Profilometer have been used to calibrate the Ohio DOT Mays Ride Meter System, to analyze the Mays Ride Meter System performance, and to provide a link between that system and pavement roughness and ride quality information obtained from the Ohio DOT Inertial ProfiIometer. Pavement profiles measured with the Ohio DOT Inertial ProfiIometer have also been used to compute expected overlay material quantities and pavement ride quality on an Ohio DOT demonstration resurfacing project. Still, P. B. and P. G. Jordan, "Evaluation of the TRRE High-Speed Profilometer," Number TRRT [R922 Monograph, Transport & Road Research Laboratory, 1980, 45p. A high-speed laser-based profiIometer has been designed and developed at He laboratory to measure surface profiles of roads and airfield runways. This report describes the theoretical and experimental studies carried out to identify and to evaluate the factors that influence the accuracy of measurement of the profilometer. Detailed comparisons between test profiles measured by survey techniques and by the profiIometer are presented and discussecI. The factors that are of most importance in determining the profiIometer's accuracy of measurement are the imprecision in He determination of the non-colinearity of the laser transducers and In the transducers' calibration coefficients, together with the magnitude of the vertical temperature gradient across the profiIometer beam and the effect of surface texture. Phase and amplitude comparisons show good agreement between profiIometer and survey-measured profiles over the range of wavelengths that are of Interest in studies of riding quality. In operation, the profiIometer can measure road and runway profiles at speeds between 5 anct 80 kilometers per hour but with an error that Increases with speed. Facilities permit on-site analysis of the measured profiles ant! the measurement of surface texture if required. Stoffels, S. M., and R. L. [ytton, "Development of a Utility Evaluation for Nondestructive Testing Equipment Used on Asphalt Concrete Pavements," Transportation Research Record, Number 1117, Committee on Monitoring, Evaluation and Data Storage, pp. 134-142. Nondestructive testing of pavements has become a cost-effective and invaluable aid in determining the actual condition of pavement sections in a highway network. Because the number of nondestructive testing devices in use grows each year, the choice of the best method involves a complex comparison of alternatives involving the test equipment itself, the resulting data, and the available methods of analyzing the data provided. All of these factors are consiclered In a systematic way by the application of utility theory. A hierarchical weighing system is developeci using nonlinear utility curves. Each of the independent decision criteria is carefully cleaned. Weighing factors are developed using the Churchman-Ackoff technique. The analysis is performed with uncertainty obtained by using a beta probability distribution. The calculated results are expressed in terms of an expected value and a 95 percent confidence B-67

interval. Five generic nondestructive testing devices are evaluated for use on asphalt concrete pavements for both project-level design and network-level planning. The characteristics of these devices used In the calculations were deliberately revised so that none of them represent actual commercially available equipment. The generic devices are used to demonstrate the evaluation technique. The formulated utility analysis framework can be applied to real devices. Furthermore, the analysis can be extended to other situations by appropriate modification of the criteria, weights, or utility curves. Stone, I., "Evaluation of the Teaser Road Surface Tester For Measuring Pavement Roughness and Rut Depth," Number FHWA-DP-88-072-OOX, U. S. Department of Transportation, 1988. This project was conducted to evaluate the performance of the Laser Road Surface Tester (RST) operated by Infrastructure Management Services (IMS). The work was done for Demonstration Project No. 72, "Evaluation of Equipment for Measuring Pavement Roughness and Rut Depth". The RST provides Quarter Car roughness, rut depth, and crack information. Correlations were made to the Georgia Modified Rainhart Mays Trailer (GMRMT), stringline rut depth measurements, and visual crack counts. A total of 17 test sites were selected for the correlation. These sites provided 56 Individual test sections encompassing a variety of pavement roughness levels and surface types. So far as possible, these sites were the same used In a previous study of other roughness measuring equipment, "Calibration Procedures for Roadmeters" Gil. A minimum of three repeat runs were made at each site. Each site was tested at two different times during the week for repeatability comparisons. Roughness data was obtained simultaneously with the GMRMT for comparison. String line rut depth measurements and visual crack counts were made for each flexible pavement test site for comparison to the Road Surface Tester. A good correlation was obtained for the GMRMT vs RST Quarter Car. The RST rut depth and manual string line measurements also correlated well. There was a poor correlation between visual crack counts and the RST crack count. The RST Quarter Car and rut depth readings are not speed dependent. They repeated well at speeds from 50 down to 20 mph. Suprenant, B., "Public Perception of Pavement Ride," CO DOH, July 1990. A panel of 30 to 40 people will be formed of volunteer employees from the Colorado Denartment of Hi~hwavs. Thev will be driven over a varie~tv of roads to e~tahli~h their opinions of pavement rideability. Their ratings will be correlated with smoothness measurements from a K. T. Law 8300 profiIometer, and will be used to establish categories of good, fair, and poor ride for the statewide pavement management system. Temple, W. H. and S. [. Cumbaa, "Serviceability Index Base for Acceptance of Jointed Concrete Pavements," Transportation Research Record, Number 1196, Transportation Research Board, 1988, pp. 251-256. This paper describes the techniques and relationships developed to design a Serviceability Index (SI)-based measurement system for acceptance of jointed concrete pavement construction in Louisiana. Pavement roughness statistics obtained from Mays Ride Meter equipment, a Surface B-68

Dynamics Profilometer, and a Chioe Profilometer were regressed to establish an AASHO Road Test-based SI measurement system for concrete pavements with 20-foot joint spacings (ST ICE 20~. A 1986 pane! rating of 25 concrete pavements confirmed the validity of the model. Field testing of 50 newly constructed concrete pavement test sections provided a relationship between the ST JCP 20 mode! and profile statistics from rolling profilograph equipment and a lO-ft rolling straightedge. The research resulted in the development of a rational method of providing specification limits for profiIograph equipment that relate to pavement ricleability. Specification Omits In terms ot prone stansucs are provided to indicate the quality of paving necessary to construct a jointed concrete pavement with a Serviceability Inclex of 4.5. .. .. . . , ,. ~. .. .. . . ~. .. . .. ~. Todd, K. B. and B. T. Kulakowski, "Simple Computer Models for Predicting Ride Quality and Pavement Loading for Heavy Trucks," Transportation Research Record[, Number 1215, Transportation Research Board, 1989, pp. 137-150. ~, Increasing pavement damage caused by the increasing number of heavy trucks on today's highways has promoted concern about the dynamic pavement loads and the ride quality of trucks. So far, these concerns have been analyzed using only experimental studies and complex computer programs. This paper presents three possible simple truck models a quarter-truck, a half-single-unit truck, and a half-tractor semitrailer that can be used on personal computers to predict ride quality and pavement loading. Numerical values for the model parameters are suggested for possible standardization. Sample results are presented in the form of vertical acceleration frequency responses and root mean square vertical acceleration for ride quality and tire force frequency responses and dynamic unpact factors for pavement loading. The quarter- truck model overestimated both ride quality and pavement loading when compared to the half- single-un~t truck modele Uddin, W., W. R. Hudson, and G. Elkins, "Surface-Smoothness Evaluation and Specifications for Flexible Pavements," Surface Characteristics of Roadways: International Research and Technologies, ASTM STP 1031, American Society for Testing and Materials, 1990, pp. 224-236. The quality of smoothness of a newly constructed or overlaid pavement dictates the beginning of pavement management. Adequate acceptance testing procedures and specifications for pavement smoothness have not been available for flexible pavements. Smoothness specifications based on a lO-ft (3.05m) straightedge has a number of Mutations and is difficult to Interpret and administer. This paper describes the results of a comprehensive study of several different roughness measuring devices undertaken to select suitable device in order to develop and implement improved specifications for pavement smoothness. The candidate devices included the 690D Profilometer, Model 8300 Roughness Surveyor, Maysmeter, California Profilograph, and Rainhart Profilograph. In this study, the 690D Profilometer ranked highest in overall performance. The paper describes the benefits arid negative aspects of each type of equipment related to its use for surface- smoothness measurement and acceptance testing of newly constructed pavements and pavement overlays. The results are useful for any agency desiring to improve its smoothness measurement and acceptance testing procedures. B-69

Vorburger, T. F., D. C. Robinson, S. E. Fick, and D. R. Flynn, "Calibration of Road Roughness Measuring Equipment. Volume I: Experimental Investigation," Number FHWA-RD-89-077, Federal Highway Administration, 1989. An extensive series of measurements was made of the performance of a particular mode! of an inertial road profiling system (IRPS), including evaluation of the noncontact height sensors, the accelerometers used to establish the inertial reference frame, the distance encoder, the associated Instrumentation, and the software used to convert the raw data into road elevation profiles. A field program was carried out which Included rod-anci-leve! surveys of several roads which were also profiled using the IRPS. The DIPS was also equipped with a commercial response-type road roughness measurement (RTRRM) system, with accelerometers to measure the vertical vibration of both the axle and the body of the vehicle, and with a linear potentiometer to measure the relative displacement between the axle and the body of the vehicle. Separate laboratory measurements were made to characterize the performance of the commercial RTRRM. Data collected with the RTRRM and with the auxiliary accelerometers and the linear potentiometer were compared with s~ngle-number ratings of road roughness as computed from He profiles measured using the TRPS. This report documents the measurements and analyses that were carrier! out In order to enable rational development of the calibration and testing procedures that are given In the companion report, FHWA-RD-89-07S, Calibration of Road Roughness Measuring Equipment, Volume H: Calibration Procedures. Vorburger, T. V., D. C. Robinson, S. E. Fick, and D. R. Flynn, "Calibration of Road Roughness Measuring Equipment. Volume Il: Calibration Procedures," Number FHWA-RD-89-078, Federal Highway Administration, 1989. A separate report (FHWA-RD-89-077, Calibration of Roact Roughness Measuring Equipment, Volume I: Experimental Investigation) documents an extensive series of measurements of the performance of a commercial inertial road profiling system PEPSI and a commercial response- type road roughness measurement (RTRRM) system. Based upon the results of these measurements and upon an analysis of the operation of such equipment, calibration and testing guides, given in the present report, were developed to assist users in assessment of DIPS and RTRRM functionality and operating performance. Walker, R. D. and W. R. Hudson, "Practical Uses of Spectral Analysis with Surface Dynamics Road Profilometer," Highway Research Record, Highway Research Board, Number 362, 1971, pp. 10~19. A brief description of spectral and coherence analyses is provided, along with some practical examples of their use. The first application is an investigation of differences between an inexpensive replacement road-foDow~ng wheel and the standard wheel that comes with the profiIometer. The second example involves construction control and identification of differences between 2 methods for laying asphaltic base materials. Both of these investigations Involved statistically designed experiments so that more reliable conclusions could be obtained and confidence limits defineci. Slope variance and roughness index statistics were examined and compared with the spectral and coherence analyses results. Extension of these methods may provide the best approach yet available for development of adequate road profile specifications and construction condor. B-70

Walker, R. S., "Profilograph Correlation with Present Serviceability Index - Asphalt Pavements. Final Report," Number DT-FH-7188-72-TX-24; Res. Rept. 579-1 F. Texas University- Arlington, Texas State Depl. of Highways & Public Transportation, 1989, 53p. A number of States are beginning to use roughness measurements from the California and Rainhart profilographs for construction control of rigid pavements. A recent Texas study, Research Study 8-10-87-56, provided correlations between Present Serviceability Index (PSI) as obtained from profile measured by the Surface Dynamics Profilometer (SD), and profile index (Pl) obtained between these profiIographs for rigid pavements. The PI was computed using the 0.! and 0.2 inch blanking bands, which are the ones most commonly used for computing Pl. This current report provides details on similar study which investigates correlations of PS} with Rainhart and California profiIograph PI measurements for asphalt pavements and concrete pavements with asphalt overlays. Two-tenths Ale sections in six different areas of Texas were measured with these devices for the study. Additionally, as in the first stucly, the 0.1 ant! 0.2 blanking bands were used to compute the Pl. In addition to the correlations with PST, correlations are also provicled between each profiIograph with one another. Walker, R. S., "Use of the Siometer for Profile Measurement. Research Report. Final Report," FHWA/TX-89-1203-IF;Res Rept 1203-1F, Texas University/FHWA, March 1991. This project was initiated to Investigate the profile measuring capability of the Siometer or "Walker self-calibrating process" so that it might be used for various profile measuring applications. Since the Siometer is capable of providing pavement profile estimates, it was desired to determine how closely these estimates were to actual profile, or to profile measurements made by the Surface Dynamics ProfiIometer (SDP) owned by the State. For the study, profile data from the Siometer was compared to that from the SDP for the same sections. From the results of the study the self-calibrahng process does a good job of measuring the longer profile wavelengths (about eight feet and greater). The shorter wavelengths are somewhat attenuated. The Siometer has been modified to implement the acceleration only, and South Dakota processes for measuring profiles anct rutting. The acoustic sensor provides better estimates of the shorter wavelengths which could also make the unit more suitable for profile measurements. Walker, R. S. and H-T Lin, "Profilograph Correlation Study with Present Serviceability Index (PSI). Demonstration Project No. 72. Automated Pavement Data Collection. Final Report.," Number FHWA-DP-~072-002; Res. Rept. 569-lF, Texas University-Arlington, Texas State Department of Highways & Public Transportation, 1988, 71p. The report provides correlations between Present Serviceability Index (PSI), as obtained from the Surface Dynamics Profilometer (SDP), and Profile Index (Pl) from He Califor~ua and Rainhart ProfiIographs. Two tenths mile sections in three areas of Texas new and old rigid pavements were measured with these devices for the study. In acidition to the correlations with PSI, correlations are also provicled between roughness data from the Walker Roughness Device (WRD). A mathematical mode! of the two profilographs is provided and the measuring capability of He two profilographs to various road profile frequencies or wavelength components is illustratecI. Power Spectral estimates of the road profile for the various PST classes are also presented. B-71

Walker, R. S. and H-T Lin, "Profilograph Correlation Study with Present Serviceability Index," Transportation Research Record, Number 1196, Transportation Research Board, 1988, pp. 257-275. Several states are beginning to use roughness measurements from the Rainhart and California profiIographs for construction control of rigid pavements. Texas is also considering using the profiIograph for such purposes. However, the relationship between the roughness measurements provided by these devices and Present Serviceability Index (PSI), as obtained from the Surface Dynar~ucs Profilometer (SDP), is unknown. Since the Initial PSI of pavements is currently used in estimating the life of a pavement, the relationship between measurements from the profilograph and PST is needed. The other two roughness measuring devices used by the state, He Walker Self-Calibrating Roughness Device (WRD) and the Mays Ride Meter (MRM), have been correlated to PSI. A common measure of roughness, the PSI, is needed for all roughness measuring units to maintain consistent measurements. The paper provides correlations between PSI, as obtained from the SDP, and Profile Index (PI) from the California and Rainhart Profilographs. In addition to the correlations with PSI, correlations are also provided between each profilograph with one another and between roughness data from the WRD. A mathematical model of the two profilographs is provided, and the measuring capabilities of the two profilographs to various road profile frequencies or wavelength components are illustrated. Walker, R. S. and [. T. Phung, "The Walker Roughness Device for Roughness Measurements. Final Report," FHWAJTX-87/75+479-IF;Res Rept 479-IF, Texas University/Vrexas Dept. of Hwys./FHWA, July 1987. A Self-Calibradng Road Roughness Device known as the Walker Roughness Device (WRD) or Siometer has been under study and evaluation by the Department for the last several years. This crevice looks promising as a too! to collect road roughness for He Pavement Evaluation System. There is a very definite need for an automated data collection system for road roughness to eliminate some of the cost for this operation. This project was Initiated to upgrade the WRD and develop procedures so it can be used for collecting serviceability index roughness measurements for the state. This report describes the procedures for correlating the WRD with He SDP and using the WRD for roughness measurements. v Walker, R. S. and R. Beck, "Field Implementation of Non-Contact Profiling and Road Roughness Equipment. Final Report," Number FHWA/TX-88+394-lF;Res Rept 394-1F, Texas University/FHWA, August 1988. The Surface Dynamics ProfiIometer, which has been used for several years by the Texas State Department of Highways and Public Transportation for road profile and roughness measurements, was recently updated to include non-contact or laser probes In place of the road following wheels. The upgrade also included a more up-to-date on-board computing capability. Likewise, procedures and enhancements to the Walker Roughness Device (WRD, or Siometer) was also recently completed. This current project was initiated to monitor the usage of this equipment, making any necessary improvements, etc., as the equipment was being used in actual field use. The report provides results of various applications of this equipment during the past year. The data were taken primarily by D-IO personnel. B-72

Walker, R. S. and W. R. Hudson, "Use of Profile Wave Amplitude Estimates for Pavement Serviceability Measures," Highway Research Record, Highway Research Board, Number 471, 1973, pp. 110-117. For a number of years, engineers were interested in developing objective criteria for designing and maintaining highways on the basis of pavement performance, i.e., riding quality. The development of the serviceability performance concept by Carey and Trick provided a methoct for developing such criteria. Although this method may seem rather crude to some, it is still the best methoc] available of those that consider the subjective riding-quality measurements of highway users. Several classes of instruments have been used for obtaining the objective measurements required for this concept; one that is the sIope-variance measuring device. Serviceability index models were developed based on slope variance of road profile ciata obtained with the surface dynamics profiIometer. Subsequently, a serviceability index model was cleveloped based on profile wave amplitude estimates of the road profile clata. This latter mode} has been found to be superior to the slope variance mode} and has now been used extensively for providing measurements in Texas. This paper describes this mode! and some of the results of its uses In field operations. Wambold, }. C. and [. E. DeFrain, "State of the Art of Measurement and Analysis of Road Roughness," Transportation Research Record, Number 836, Transportation Research Board, 1981, pp. 21-29. This paper is a review of the state of the art of the measurement and analysis techniques used to evaluate road roughness. A summary of some European work is included in this review; however, the emphasis of this paper is on work done in the United States. Road roughness is defined as the deviations of a pavement surface from a true planar surface with characteristic dimensions that affect vehicle dynamics, ride quality, dynamic pavement loads, and pavement clra~nage. Road roughness is measured by two general types of equipment: profiIometers, which measure these characteristic dimensions directly, and response-type equipment, which measure surface roughness as a dynamic response of the measuring equipment to that roughness. This paper discusses (a) the characteristic of road roughness, operating characteristics, and output of each Ape of roughness measuring equipment and (by the various methods of analysis and their application to highway safety, ride comfort, dynamic pavement loading, and pavement serviceability. These methods of analysis have been categorized into two general groups: those that provide a single number of index such as root mean square, slope variance, or present serviceability index and those Mat statistically provide more detail than a single index, such as harmonic analysis or power spectral density. Finally, a summary of present research projects on new equipment and analysis methods is given. Woodstrom, I. H., "Measurements, Specifications, and Achievement of Smoothness for Pavement Construction," NCHRP Synthesis of Highway Practice, Number I, Transportation Research Board, November 1990, 40p. This synthesis wiD be of interest to construction engineers, pavement designers, contractors, and others Interested in construction of new highway pavements with smooth surfaces. Information is provided on the various devices and specifications Hat are being used to obtain smooth pavements. The public rates a pavement primarily on its smooth-riding characteristics and highway agencies recognize that constructing smooth pavements results in fewer problems later B-73

and lower annual maintenance costs. This report of the Transportation Research Board describes the devices and specifications highway agencies use to ensure that newly constructed pavements will provide a smooth ride. Woodstrom, I. H., "The California Profilograph," ASTM Symposium on Measurement, Control, and Correction of Pavement Roughness in Construction, Phoenix, Arizona, December 8, 1982. This paper focuses on the California ProfiIograph. The equipment which is a rolling straight edge type of Profilograph and has been used by California for 25 years for evaluating and controlling pavement smoothness. Current use of the equipment In evaluating pavement profiles in accordance with Test Method No. California 526 is discussed. The determination of profile index used in the evaluation processes is discussed. Typical trigger values of profile index that may warrant correcting profile defects together with the type of repair technique are presented. The use and development of other profiIographs in California since the late 1920s is mentioned. Also mentioned in this paper are typical ProfiIograph information collected using some earlier profilograph models. Woodstrom, J. H., 'rThe California Profilograph," Transportation Research Board, 1988. After experimentation with a lO-foot model, California developed a 25-foot rolling straightedge profilograph In the early 1950's. This was followed by the development of a test procedure and specifications which became standards by 1960. These standards and the profilograph equipment, with only minor changes, have been successfully applied to approximately 15,000 lane miles of concrete pavement construction in California since that time. Yoder, E. J., "Pavement Evaluation Using Road Meters," Number ^133, Highway Research Board, 1973. This workshop brought together engineers and researchers from the United States and Canada to discuss the development and uses of the road meter. The meeting was divicled into 5 distinct phases: 2. 3. 4. 5. Concepts ant! development of the road meter; Evaluation of the road meter; Correlation of road meter data with information obtained from other instruments. Road meter correlation with rating panels and effects of variables; and Use of the road meter for mass inventories and maintenance studies. In addition to the formal sessions, a I/2-day session was devoted to field inspection of several meters. During the field inspection, the participants were permitted to observe operation of the meters and to ask questions pertinent to their performance. It is difficult to summarize in several paragraphs the results of a comprehensive extension such as this, but several points were brought up from time to time by the participants that suggest needed areas of research. It was agrees! by all attendees that the road meter offers a quick and easy too! for obtaining a large number of measurements in a short period of time. It was brought out that its greatest usefulness is probably in mass inventories and in maintenance and priorities planning. \ B-74

The ctiscussions at several points brought out the need for establishing some type of standards against which road meters of various makes can be calibrated. Perhaps this standard can take the form of a specially instrumented car or a standard pavement section at some central locale to which the various meters could be brought for comparative purposes. Another point that came up on several occasions was the manner In which correlations between road meter data and serviceability ratings can be made. Some individuals correlate road meter data with information from the CHLOE, roughometer, or some other instrument, and they then rely on established serviceability equations previously set up for these instruments. Other individuals establish their own equations by correlating road meter data with information obtained from rating panels. This latter method is the preferred method. Throughout the meeting a great deal of discussion was centered on the accuracy of data obtained by the roac3 meter. It was recognized that the shock absorbers on the car, the type of vehicle, the temperature, and many other factors have their effect on the data obtained from the instrument. However, great advances have been made in eliminating much of the variance caused by these factors. The null-seeking device recently cleveloped is a major step In this direction. The null device accounts for shifting of the readings as the test car progresses down the road. This and other refinements in the instrument have increased its accuracy greatly. There is little question that additional research should be conducted on this method of measuring pavement condition. Nevertheless, it is apparent that a great deal of information is already on hand and that the device can be put into routine use by highway departments In all parts of the world. Zhu, I. J. and R. Nayar, "APPARE: A PC Software Package for Automated Pavement Profile Analysis and Roughness Evaluation," Number 930963, Transportation Research Board, 1993. ProfiIographs are widely used instrument for characterization, specification and quality contra! Of initial pavement roughness during highway construction. Pavement roughness is usually evaluated manually from the profilograms, which are strip charts of profile traces, using a Blanlcing Band Profile Index (BBPI) algorithm to derive a Profile Index (PI). Consensus appears to be that the manual BBPI algorithm is laborious, subjective, and prone to operator errors. Consequently, the results are highly unreliable and unrepeatable. It appears that to date the BBPI algorithm has not yet been satisfactorily automated. Moreover, it is well-known that the PI correlates poorly with other widely used roughness indexes, such as the International Roughness Index (IRI). In this paper we report a new PC software APPARE currently being developed at the Louisiana State University for Automated Pavement Profile Analysis and Roughness Evaluation (APPARE) using the profilogram and other types of digitized pavement profile data. APPARE has an interactive graphical user interface and an image processing engine capable of digitizing profilograms using commercially available, low cost desktop scanners, and evaluate the PI and other widely used roughness indexes such as IRT using digitized pavement profile data from any profiling and roughness measuring instrument. In particular, a fine tuned computer BBP! algorithm and a new statistical algorithm are developed and successfully implemented. In addition, the evaluation of a newly proposed statistical roughness index is implemented for mathematical correlation between the various commonly used roughness indexes. Future development of this software is also discussed. B-75

on the funciamental of roughness characterization that guided the selection of the standard road roughness index. Sayers, M. W. and T. D. Gillespie, "The International Road Roughness Experiment. Establishing Correlation and a Calibration Standard for Measurements," Number HS-039-586, International Bank for Reconstruction & Development, 1986. The International Road Roughness Experiment (IRRE) covered two categories of instruments, profiIometers and response type road roughness measuring systems (RTRRMs). The analyses demonstrated a good correlation between the RTRRMs and between the RTRMMs and profilometer records, and showed that they could ah be calibrated to a single roughness scale without compromising their accuracy. Thus, all the instruments tested will give outputs which are sufficiently accurate and reproducible for comparative evaluation, but will need to be correlated to some given standard to ensure transferability and consistency over time. A large array of standard Indices were evaluated, some based purely on Me geometric characteristics of the road profile, some based on simulation of the road profile - vehicle interaction, and some based on spectral analysis of the roughness recorder output. These analyses, which also Include measurement traversing speed are described in the text, and elaborated in the Appendices. Scofield, L. A., "Profilograph Limitations, Correlations, and Calibration Criteria for Effective Performance-Based Specifications," NCHRP Project 20-7, Task 53. The purpose of this study was to assess the state-of-~e-practice In the use of profiIographs for measurement of pavement smoothness. The critical objectives were to evaluate the nature and extent of problems and to recommend research to accomplish solutions to these problems. The study conducted a survey of Me states and industry to identify problems and to determine the state-of-the-practice. A literature search was performed and a limited analysis of the automated profiIograph filters conducted. The results of this study depict the state-of-the- practice through 1992. The California style profilograph has been successfully used for over one half a century to measure pavement profiles. It has been the principal Instrument used in the acceptance of concrete pavement ride qualities. During the 19SOs, the profiIograph was automated by computerizing the data collection and trace reduction and analysis. This created concern in the industry regarding the appropriateness of the results produced by the newer version. At this same time there was increasing interest in development and use of ~ncentive-disincentive specifications which placed higher emphasis on measurement accuracy. The results of the state surveys Indicated that 90°/O of the respondents believe that smoother pavements reduce life-cycle costs and that smoothness requirements will Increase in the future. Currently, the majority of the states use the profiIograph for acceptance of pavement smoothness. Approximately 25% of the profiIographs In use by the states are computerized. The five highest ranked problems cletermined by the state survey ~nclucle, from highest to lowest; comparing profilographs to other roughness measurement devices, trace reduction repeatability, effect of short wavelengths on profile index, interpretations of profiIograph traces, and production rate of testing. B-62

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