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Data stored in the MON_DIS tables provide a measure of pavement surface condition, including the amount and severity of cracking, patching and potholes, existence of surface deformation, joint defects, and other types of surface defects. Data on the transverse profile and rut-related distresses are stored in other tables.
Initially, visual interpretation of high-resolution 35-mm (1.38-inch) photographic images of the pavement surface was the primary means used to obtain the surface distress data. A national distress data collection contractor was hired to take the field measurements and interpret the images. The images provided a photographic record that can be reviewed and reinterpreted in the future. Circa 1994, the frequency of the distress surveys conducted by manual inspection of test sections by LTPP regional contractors in the field increased.
To create a distress time history, data users are often faced with combining distresses from photographic and manual data collection methods. The limitations of each method of data collection must be recognized in interpreting combined data sets, particularly when illogical time series trends exist.
MON_DIS_PADIAS_AC:This table contains distress survey information for AC-surfaced pavements interpreted from 35-mm (1.38-inch) black-and-white photographs using an early version of the PADIAS software for data collected prior to April 1992. Work is underway to reinterpret the film with version 4.2 of the PADIAS software and store the information in the MON_DIS_PADIAS42_AC table.
MON_DIS_PADIAS42_AC:This table contains distress survey information for AC-surfaced pavements interpreted from 35-mm (1.38-inch) black-and-white photographs using version 4.2 of the PADIAS software.
MON_DROP_SEP:This table contains lane-to-shoulder dropoff measurements for AC-surfaced pavements. It also contains lane-to-shoulder dropoff and lane-to-shoulder separation measurements for PCC pavements.
The straightedge rut-depth method is based on positioning the straightedge at various locations in each half of the lane until the maximum displacement from the bottom of the straightedge to the top of the pavement surface is found. As shown in figure 5, at each measurement location, three surface profile distortion indices are computed for each half of the lane. These include maximum depth, offset from lane edge to the point of maximum depth, and depression width.
The lane-width wireline rut indices are based on anchoring an imaginary wireline at each lane edge. The wire reference connects any peak elevation point that extends above the lane edges with straight lines. The wireline reference method is illustrated in figure 6. The same type of pavement surface profile distortion indices as those for the straightedge are also computed.
Transverse profile statistics, based on the photographic measurement method, are available for PCC-surfaced pavements. This is an interesting data source for those interested in ruts on PCC-surfaced pavements. Manual transverse profile measurements on PCC surfaces are not taken. In 2001, the LTPP program stopped the photographic interpretation of transverse profile measurements on PCC pavements.
For a small number of test sections, primarily those located in Alaska, Hawaii, and Puerto Rico, where it is not practical to obtain measurements using an LTPP inertial profiler, longitudinal profile measurements are taken using a device manufactured by FACE, called Dipstick, which is operated manually. This device measures the surface elevation at 0.305-m (1-ft) intervals.
MON_DEFL_LOC_INFO: This table contains information specific to each point at which testing was conducted. Its contents include the time at which testing was initiated, the longitudinal and transverse location of the test point, and the air and pavement surface temperatures measured by instruments on the FWD. The LANE_NO field indicates the type of deflection test (basin or load transfer), the general location of the test (lane edge, wheel path, lane center, corner, or joint), and the type of surface material being tested. These codes are shown under LANE_SPEC in the CODES table. The CONFIGURATION_NO field is used to link to the MON_DEFL_DEV_CONFIG and MON_DEFL_DEV_SENSOR tables that contain data on sensor spacing and calibration.
MON_DEFL_TEMP_DEPTHS:This table contains the depths at which temperature gradient data are collected during FWD testing. Generally, temperature measurements are taken at a minimum of three depths in the pavement structure. In some cases, it has been found that the temperature depth holes were drilled completely through the bound surface layer and into the base material. Data users should evaluate the hole depths against the information stored in the TST_L05A and TST_L05B tables to determine their position in the pavement structure.
In 1997, data were extracted from the deflection data tables for backcalculation of material properties of layers in the pavement structure. The data used in these computations and their results are stored in tables whose names begin with either MON_DEFL_FLX or MON_DEFL_RGD. The MON_DEFL_FLX tables contain the inputs and results of the layered elastic analysis conducted on both flexible and rigid pavement structures. The MON_DEFL_RGD tables contain the inputs and results of slab analysis based on plate theory that was conducted on PCC-surfaced pavement structures. LTPP analysis contractors performed these computations. References to publications documenting these analytical procedures can be found on the LTPP Web site.
The Friction submodule includes only the MON_FRICTION table. This table contains the results of friction tests on pavement sections where the State/Provincial highway agency was willing to provide the data. Because of the litigious nature of this data, submission is voluntary. The LTPP program has no control over the data collection method, measurement equipment, or calibration of the equipment used for these measurements. The database does not contain surface texture measurements and related information that are traditionally used to link pavement properties to measured friction levels.
Measurements should be taken at an adequate distance from any heat source, such as a vehicle engine, vehicle exhaust, and pavement surface. Operators must also ensure that the probe is not held in direct sunlight when allowing the probe to reach a stable value before recording it.
Transverse profile measurements should be performed when manual surveys are conducted on AC surfaced pavements, including rigid pavements with AC overlays. One round of transverse profile measurements should be taken on all LTPP PCC (jointed concrete and continuously reinforced concrete) test sections. The purpose of obtaining transverse profile measurements on PCC sections is to determine the transverse cross slope of pavement.
For AC surfaced sections, the location of the transverse lines should be offset to avoid pavement markings and other anomalies such as patches, potholes, and areas that have high severity cracking with missing material. This offset must not exceed 1 m either way. If the anomalies cannot be avoided, the transverse profile is taken at the best location within the allowable offsets. The need for and magnitude of such adjustments must be recorded on form DS-8.
For PCC pavements, the location of the transverse lines should be offset to avoid joints, cracks, and any other localized anomalies like patches and surface defects that would cause the measurements to be nonrepresentative of the transverse profile as related to transverse surface drainage effectiveness. Unlike for AC surfaced pavements, offsets greater than 1 m are allowed for PCC pavements.
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