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Coordinating, Developing, and Delivering Highway Transportation Innovations

 
REPORT
This report is an archived publication and may contain dated technical, contact, and link information
Publication Number:  FHWA-HRT-14-092    Date:  February 2015
Publication Number: FHWA-HRT-14-092
Date: February 2015

 

Long-Term Pavement Performance Automated Faulting Measurement

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FOREWORD

This report documents the development of the Long-Term Pavement Performance (LTPP) automated faulting measurement (AFM) algorithm to identify transverse joint locations on jointed plain concrete pavements and compute faulting at these locations using the profile data collected by LTPP high-speed inertial profilers. The LTPP AFM algorithm is intended to replace traditional manual faulting surveys that entail traffic control and significant survey time from State departments of transportation and highway agencies. The software program developed based on this algorithm will serve as an automated tool for highway engineers to significantly increase their productivity when detecting transverse joint locations with acceptable accuracy.

Jorge E. Pagán-Ortiz
Director, Office of Infrastructure
Research and Development

 

 

Notice

This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the use of the information contained in this document. This report does not constitute a standard, specification, or regulation.

The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers' names appear in this report only because they are considered essential to the objective of the document.

Quality Assurance Statement

The Federal Highway Administration (FHWA) provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement.

 

Technical Report Documentation Page

1. Report No.

FHWA-HRT-14-092

2. Government Accession No. 3 Recipient's Catalog No.
4. Title and Subtitle

Long-Term Pavement Performance
Automated Faulting Measurement

 

5. Report Date

February 2015

6. Performing Organization Code
7. Author(s)

Mahesh Agurla and Sean Lin

8. Performing Organization Report No.

 

9. Performing Organization Name and Address

Engineering & Software Consultants, Inc.
14123 Robert Paris Court
Chantilly, VA 20151

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

DTFH61-12-C-00002

12. Sponsoring Agency Name and Address

Office of Infrastructure Research and Development
Federal Highway Administration
6300 Georgetown Pike
McLean, Virginia 22101-2296

13. Type of Report and Period Covered

Research Report

14. Sponsoring Agency Code

 

15. Supplementary Notes

Contracting Officer's Representative (COR): Aramis Lopez; Task Manager: Larry Wiser
HRDI LTPP Data Analysis Contract

16. Abstract

This study focused on identifying transverse joint locations on jointed plain concrete pavements using an automated joint detection algorithm and computing faulting at these locations using Long-Term Pavement Performance (LTPP) Program profile data collected by the program's high-speed inertial profilers (HSIP). This study evaluated two existing American Association of State Highway and Transportation Officials R 36-12 automated faulting measurement (AFM) models: ProVAL (Method-A) and Florida Department of Transportation (FDOT) PaveSuite (Method-B). A new LTPP AFM was developed using LTPP profile data. The LTPP AFM is an automated algorithm to identify joint locations where faulting is also computed for each joint identified to replicate the manually collected faulting data using the Georgia Faultmeter (GFM), which has been used on LTPP test sections since the program's inception.

The study compared the LTPP manual faulting measurements collected using the GFM with the ProVAL AFM and the LTPP AFM using LTPP profile data. Similarly, the FDOT GFM measurements were compared with the FDOT PaveSuite AFM and the LTPP AFM using the same FDOT profile data. The initial results for six LTPP test sections show that the LTPP AFM can identify joint locations with a joint detection rate (JDR) ranging from 95 to 100 percent. ProVAL's JDR range is from 58 to 99 percent for the same six LTPP test sections. Similarly, for the one FDOT test section available, the LTPP AFM's and FDOT PaveSuite's JDRs are approximately 96 percent. This study outlines the LTPP AFM algorithm, discusses the comparison of the three AFM results, and recommends future research needs in this area.
17. Key Words

Automated faulting measurement, LTPP high-speed inertial profiler data, Georgia Faultmeter, jointed plain concrete pavement, joint faulting measurement, transverse joint location detection

18. Distribution Statement

No restrictions. This document is available to the public through the National Technical Information Service, Springfield, VA 22161.
http://www.ntis.gov

19. Security Classification
(of this report)

Unclassified

20. Security Classification
(of this page)

Unclassified

21. No. of Pages

36

22. Price
Form DOT F 1700.7 Reproduction of completed page authorized

SI* (Modern Metric) Conversion Factors

TABLE OF CONTENTS

LIST OF FIGURES

Figure 1. Diagram. MFM using the GFM
Figure 2. Equation. Moving average smoothing filter
Figure 3. Graph. Anti-smoothed profile with 1.25-m base length
Figure 4. Graph. Anti-smoothed profile with 0.3-m base length
Figure 5. Equation. RMS
Figure 6. Flowchart. Peakdet algorithm flow chart
Figure 7. Graph. A 4-m moving window (0-4 m) using the Peakdet algorithm to detect the first transverse joint
Figure 8. Graph. A 4-m moving window (6.025-10.025 m) using the Peakdet algorithm to detect the second transverse joint
Figure 9. Graph. Detected true positive transverse joints identified by circles
Figure 10. Equation. Two-point slope formula
Figure 11. Graph. The slope method to determine P1 on approach slab and P2 on leave slab

LIST OF TABLES

Table 1. LTPP AFM joint detection results using LTPP profiler data
Table 2. ProVAL AFM joint detection results using LTPP profiler data
Table 3. FDOT and LTPP AFM joint detection results using FDOT HSIP
Table 4. LTPP AFM faulting results (slope method) using LTPP profiler data
Table 5. ProVAL AFM faulting results using LTPP profiler data
Table 6. LTPP AFM faulting results (AASHTO Method-A) using LTPP profiler data
Table 7. Joint faulting results using FDOT HSIP data

LIST OF ACRONYMS AND ABBREVIATIONS

AASHTO American Association of State Highway and Transportation Officials  
AFM Automated faulting measurement  
ANN Artificial neural network  
CEP Current elevation point  
CEPos Current elevation position  
CMaE Current maximum elevation  
CMaEP Current maximum elevation position  
CMiE Current minimum elevation  
CMiEP Current minimum elevation position  
ERD Engineering Research Division  
FDOT Florida Department of Transportation  
GFM Georgia Faultmeter  
HSIP High-speed inertial profiler  
ICC International Cybernetics Corporation  
Inf Infinity  
IRI International Roughness Index  
JDR Joint detection rate  
JPCP Jointed plain concrete pavements  
KDOT Kansas Department of Transportation  
LTPP Long-Term Pavement Performance  
LVDT Linear Variable Differential Transformer  
MFM Manual faulting measurement  
MLR Multivariate linear regression  
NaN Not a number  
PPDB Pavement performance database  
RMS Root mean square  

 

 

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