Measuring, Characterizing, and Reporting Pavement Roughness of Low-Speed and Urban Roads (2019) / Chapter Skim
Currently Skimming:
Pages 9-25
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 9... ...
9 This chapter describes features that are commonly observed in urban and low-speed road profiles. Like high-speed limited- access freeways, urban and low-speed roadways include roughness caused by construction defects, pavement distress, and environmental degradation.
|
From page 10... ...
10 This chapter presents a limited set of examples of roughness at built-in features present on urban and low-speed roadways in support of the technical discussion. Appendix A provides a broader set of examples.
|
From page 11... ...
11 The roughness profile rises to a peak value of 890 in/mi (14.05 m/km) at the utility cover.
|
From page 12... ...
12 the profiler tracked over the left edge of the cover or detected unevenness of the pavement near the cover. Figure 5 shows a segment of a drawbridge with drainage inlets at the right lane edge.
|
From page 13... ...
13 hard to identify the individual contribution of each feature to localized roughness. Locations where this phenomenon occur are referred to as a compound event in this report.
|
From page 14... ...
14 visible, such as the crown of the cross street, disturbances at the concrete strips located on both sides of each pedestrian crossing and the surrounding pavement, and the utility covers. Figure 11 also shows a roughness profile using a base length of 10 ft (3 m)
|
From page 15... ...
15 Figure 10. Elevation and roughness profiles through a crowned intersection.
|
From page 16... ...
16 with "average distance between them of 83 m" (272 ft) and changes in slope "from 0.66% to 0.82%." Roughness profiles using a base length of 61 ft (20 m)
|
From page 17... ...
17 (12.7 mm) high registers a peak value in the roughness profile of 427 in/mi (6.7 m/km)
|
From page 18... ...
18 density plot is more informative, the long-wavelength content accounted for a larger share of the overall roughness than on typical high-speed, limited-access roads. Figure 17 shows the slope spectral density plot for a lowspeed roadway without localized roughness.
|
From page 19... ...
19 into the longitudinal profile that is disproportionate to their likely effect on ride quality. These include longitudinal construction joints within driving lanes and trolley tracks within a lane that run in the same direction as the pavement.
|
From page 20... ...
20 positive slope break is followed by a swell and each negative slope break is followed by a dip. The anti-smoothing moving average and the third-order Butterworth filter illustrate a common trade-off in digital filtering.
|
From page 21... ...
21 Figure 20 shows a profile with a narrow bridge joint at 28,865 ft (8,798 m)
|
From page 22... ...
22 The bridging filter discussed above would not remove the influence of the upward spike. The most effective way to identify and eliminate this type of error would require automated inspection of the height sensor signal for anomalous readings or implementation of a sample and hold strategy.
|
From page 23... ...
23 eastbound in Ann Arbor through the S State Street intersection.
|
From page 24... ...
24 with profile. This level of accuracy required real-time kinematic (RTK)
|
From page 25... ...
25 Figure 30. Agencies with inventories that include built-in road features.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.