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Bump Integrator Manual | Full EBooksIt is a great low cost option for measuring roughness and calculating IRI. A ROMDAS System with a Bump Integrator (BI) requires little-to-no operator interaction and all readings are shown in real-time on the survey computer.A well calibrated BI will easily rival or exceed the accuracy of other Class 3 roughness profilers, including some accelerometer based equipment.It consists of the core hardware interfaces, acquisition software and power supplies needed for the addition of ROMDAS’ various add-on modules.From modules for video logging, Roughness and GPS up to 3D pavement profiling and mobile mapping. The right ROMDAS configuration will not only suit your project, but also fit your budget.A useful tool for extracting the most out of your ROMDAS data. It comprises of a single wheeled trailer, with a pneumatic tyre mounted on a chassis, on which an integrating device is fitted. The machine has a panel board fitted with two I four sets of digital counters for accounting the unevenness index value. To browse Academia.edu and the wider internet faster and more securely, please take a few seconds to upgrade your browser. You can download the paper by clicking the button above. Related Papers GUIDELINES FOR THE SURFACE EVENNESS OF HIGHWAY PAVEMENTS By bharath kumar FLEXIBLE PAVEMENT EVALUATION USING PROFILOMETER FOR UNEVENNESS By IRJET Journal UPGRADATION OF LOW COST ROUGHNESS MEASURING EQUIPMENT AND DEVELOPMENT OF PERFORMANCE MODEL By eSAT Journals METODS OF MEASURING DISTRESS By sriram raju KAVYA SEMINAR By Kavya H.S READ PAPER Download pdf. Discover everything Scribd has to offer, including books and audiobooks from major publishers. Report this Document Download Now save Save SP 16.Bump Integrator For Later 73 (11) 73 found this document useful (11 votes) 7K views 32 pages SP 16.Bump Integrator Uploaded by bala Description: sp 16 Full description save Save SP 16.http://chirineli.ru/img/lib/cr3-flight-computer-manual.xml
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Bump Integrator For Later 73 73 found this document useful, Mark this document as useful 27 27 found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 32 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. Start Free Trial Cancel anytime. Report this Document Download Now save Save Bump Integrator For Later 0 ratings 0 found this document useful (0 votes) 100 views 7 pages Bump Integrator Uploaded by varunsingh214761 Description: Bump Integrator Full description save Save Bump Integrator For Later 0 0 found this document useful, Mark this document as useful 0 0 found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 7 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. An even surface of road is important because of the following factors: For a comfortable ride to users For minimizing stress to vehicles For minimizing fatigue to user For determining the vehicles speed In the interest of road safety For assessing vehicle operating costs Our automatic road unevenness recorders, also known as Bump Integrators or Roughometers are superior to that of conventional feeler gauges or wedges because of the following reasons: Standardized method that has unvarying characteristics Available in the form of single wheeled trailer, these recorders give quantitative integrated evaluation of surface irregularities on an electronic counter. Abhimanyu K. S., Student of M.Tech Highway Technology, Dept.Government of India has been investing huge amounts on road connectivity. Flexible Pavements form considerable part of the Highways in India because of the low construction cost involved.http://www.completeinvestigations.co.uk/userfiles/cr3-flight-computer-manual-pdf.xml Pavement Maintenance and Management System (PMMS) make use of the deterioration models to predict pavement condition at a future data, based on which the maintenance strategy can be formulated. This study is an effort to model the performance of urban roads using Geographical Information System (GIS). Detailed data collected including rutting, potholes and cracking. The database is inputed into GIS software which shows the information of all the attributes related to the road and it will be used for decision making and problem solving. 1. Introduction Road Transportation occupies a very dominant position in the overall transportation system of India. The growth of road traffic in the post independence era has been quite unprecedented both in terms of goods and passenger traffic. Unfortunately, the corresponding growth in the road network has not been commensurate with the huge growth in vehicular population. The traffic loadings have also been much heavier than the specified limit of 10.2 tonnes. Without adequate and timely maintenance, roads deteriorate excessively, leading to higher vehicle operating costs, increased number of accidents and reduced reliability of transport services. Pavement management system can work effectively only when they are constructed by organically combining all activities concerned with road pavement (planning, design, construction, maintenance, rehabilitation, evaluation, economic analysis, and research) and the data bank. Pavement quality consists of two primary factors: riding quality and skid resistance. Three major factors of pavement distress are cracking, rutting, and longitudinal profile. Recommendations are usually based on preventive maintenance, rather than allowing a road to deteriorate until it needs more extensive reconstruction. Typical tasks performed by pavement management systems include: Inventory of pavement conditions, identifying good, fair and poor pavements.http://superbia.lgbt/flotaganis/1655934882 Assign importance ratings for road segments, based on traffic volumes, road functional class, and community demand. Schedule maintenance of good roads to keep them in good condition. Schedule repairs of poor and fair pavements as remaining available funding allows. Development of computerized pavement- management systems and knowledge-based expert system decision tools to assist engineers in the planning, design, and evaluation of effective maintenance and rehabilitation strategies. However, regardless of whether such strategies, and associated investment decisions, are derived by expert-system approaches or by human experts, the same pavement-surface-condition data are required as basic inputs. In the case of bituminous pavements, this includes the extent and severity of such distresses as fatigue (or alligator) cracking, longitudinal cracking, transverse cracking, ravelling, and patching among others. These data are indicators of structural and functional performance. There is a need of developing a scientific approach towards determining the maintenance and rehabilitation requirements of pavements. Efforts are also needed to develop road management and planning tools to improve upon the existing road network. These tools are essential for assessing the financial needs, evaluating the alternative maintenance strategies and prioritizing the work programs. In such a situation, development and practice of an efficient Pavement Management System (PMS) would provide objective information and useful analysis to ensure consistent, and cost-effective decisions related to preservation of the road networks. A pavement management system (PMS) is a valuable tool and one of the critical elements of the highway transportation infrastructure. The earliest PMS concept can be traced back to the 1960s (given by Norlela Ismail et.al.(6) and Amir Tavakoli et.al.(7)).https://grovehilloutfitters.com/images/canon-pixma-mp970-repair-manual.pdf With rapid increase of advanced information technology, many investigators have successfully integrated the Geographic Information System (GIS) into PMS for storing, retrieving, analyzing, and reporting information needed to support pavement-related decision making. Moreover, the GIS can describe and analyze the topological relationship of the real world using the topological data structure and model. GIS technology is also capable of rapidly retrieving data from a database and can automatically generate customized maps to meet specific needs such as identifying maintenance locations. Geographic information systems (GIS) represent an information technology composed of hardware, software, and data used to gather, store, edit, display, and analyze geographic information. Recent advances in the ability to collect accurate locational information where GIS is brought into the mainstream of development activity associated with database management and integration with the applications environment. For the present study an Arterial Ring Road in Bangalore City is considered for the performance assessment and pavement management of urban roads using Geographical Information System (GIS) to predict the pavement performance and behaviour in near future where road survey hast to be carried out in order to study the structural and functional condition of the pavement. Then required data is collected and uploaded to the GIS software where map is digitised containing road stretches which taken for the study. Objectives of Present study The main aim of the present study is, for the evaluation of pavement performance of selected stretches of Bangalore city roads. Constructing GIS based data for urban roads by considering both structural and functional condition data. Prediction of future pavement condition under different maintenance strategies. Structural evaluation of pavement by carrying out Benkelman Beam Deflection study. Uploading the pavement performance data to the GIS software in the form of DBMS (Data Bse Management System). Literature Review Toshihiko Fukuhara et.al.(1): It provides a system that uses laser, video, and image processing techniques was developed. This system consists of a survey vehicle and a data-processing system. The survey vehicle can measure cracking, rutting and longitudinal profile simultaneously, without contact, rapidly and accurately. The data- processing system can convert the measured data automatically into formats that can be used in the pavement data bank. The system allows automatic crack recognition that has conventionally but only performed by humans. Measurement and data processing of cracking, rutting and longitudinal profile have been completely automated and improved the working efficiency remarkably and also having a unique line finding algorithm. Where a special multi- microprocessor system being developed, enabling automatic crack recognition and the problem in data-analysis being solved. Turki I et.al.(2): Change in surface roughness was considered a measure of pavement surface deterioration. Regression models were developed to examine the effects of routine-maintenance expenditure level, pavement age and traffic loading in surface roughness. Six routine maintenance activities were initially considered in this research: shallow patching, deep patching, remix levelling, seal coating, sealing longitudinal cracks and joints. In the Intern Guide (AASHTO 1981), pavement deterioration was represented by serviceability loss, or PSI loss. In this study, through knowing pavement surface roughness before and after applying different levels of routine maintenance on a given section of a highway, pavement surface deterioration was measured as a change in surface roughness. This concept is used in this paper to reflect the effectiveness of routine in reducing pavement surface deterioration.dakotaterritorycustomhomes.com/ckfinder/userfiles/files/Drager-Carina-Service-Manual.pdf They concluded that both pavement age and traffic loading variables were significant. So these models were employed to evaluate the effects of pavement age and traffic loading on change in surface roughness and consequently on maintenance effectiveness. Routine maintenance effectiveness for pavements in fair or good condition was found to be higher than that for pavements in very good condition. The maintenance work involving premix levelling and seal coating was found to provide a relatively higher effectiveness than the work involving joint and crack sealing and patching. Mohd Zulkifli B et.al.(3): In this study, the author has adopted GIS application software ArcView, and has reviewed and analyzed its effectiveness in managing road database. These data are then used to assist the management to ensure effective and systematic road maintenance. A typical model of roads in Penang, Malaysia is used as a case study. The adoption of GIS will lead to a more organized management of digital data especially those related to road data. Particularly, this system application also increases work productivity in managing road maintenance. It had capability for a fast data recall with relative ease of use, it minimizes wasteful duplication of effort in the collection of geospatial information, and it can improve data currency, accuracy and consistency of data maintained. Stephen G. Ritchie(4): This paper provides digital image-processing concepts and applications in pavement management, which includes pavement- surface-distress data of concern, basic machine- vision and digital-image-processing concepts, video system characteristics for automated distress- data collection. It concluded that in a relatively short time substantial progress has been made in the development of automated systems for distress-data acquisition and interpretation, and enhanced capabilities to be expected in the near future, where digital imaging technology is playing a significant role in these efforts. Functional Pavement Distress and its Concepts Pavement serviceability-performance concept analysis information is needed on the history of riding quality of the pavement section for the time period and traffic during that time. This is to be determined by periodic observations or measurements of riding quality with records of traffic history and time. A pavement was considered to be either satisfactory or un- satisfactory. The type and extent of maintenance for a road also depends on the serviceability standard laid down, the maintenance needs, funds available and the priorities for the maintenance operations. The current engineering practice for design and construction of pavement overlays and selection of maintenance and rehabilitation alternatives is based on subjective judgment and engineering experience. An efficient pavement maintenance program is a program that identifies what maintenance action is to be taken and where and when is to be applied, so that most cost effective results are obtained. Causes and Consequence Effects of Pavement Distress The causes for structural and functional distresses may be of three criteria: Overload including excessive gross loads, high repetition of loads and high tyre pressures can cause either structural or functional failure. The climatic and the environmental conditions may cause surface irregularities and structural weakness develops. Example: Frost heaving, change of volume of soil due to wet and dry process, the breakup of surface resulting from freezing and thawing action or improper drainage may be the prime cause of pavement distress. Example: Use of nondurable aggregates, the base-course materials may breakdown, thus generating fines which may cause unstable mix. Sub grades are also susceptible to climatic conditions. At times construction practices may induce some effect as well the inadequate inspection during construction are certain factors that causes pavement deterioration. Design procedures must be strictly applied and field control to provide adequate pavement structure. Asphalt Pavement Distress Distress surveys are required for the periodic evaluation of pavements. The surveys are directed towards assessing the maintenance measures needed to prevent accelerated distress and to determine the type of rehabilitation measures needed. These surveys provide the information required to define the distress types, severity and density of identified distresses. In addition, the surveys provide the data needed to develop the deduct values associated with each distress and severity levels. The following section describes some of the pavement distress parameters viz., cracking, patching, raveling, rutting and potholes along with their probable causes. There are four major categories of common asphalt pavement surface distress: Surface defects: Ravelling, Flushing, Polishing. Cracks: Transverse, Reflection, Slippage, Longitudinal, Block, and Alligator Cracks. Patches and Potholes Data collection In this study, from Hosur Road Silkboard junction to Nayandahally is taken, as shown in the table. Data has been collected for the following survey carried out: Volume Count Survey (VCS), Benkelman Beam Deflection Studies (BBD), Pavement Condition Survey (PCS) (By using Hawkeye 2000), Roughness (Bump Integrator) and digitising the stretches of the Bangalore map using GIS software. Rainfall variations in mm. Methodology The methods implemented for the collection of field data is invariably wide in its application. The deflections, roughness of the pavement surface are measured by various modes. The measure of distress can be either subjective or objective. The subjective measurement may be a rating of high, medium, or low based on visual inspection. These are represented by rod and level techniques, the DIPSTICK, MERLIN and the TRRL Roughness Calibration Beam. Systems that measure the road profile over a moving datum.damabilisim.com/images_upload/files/Drager-Caleo-Service-Manual.pdf This group includes all dynamic profilometric systems including the TRRL Towed fifth wheel Bump Integrator and the NAASRA roughness meter. Merlin Merlin is acronym for (Machine for Evaluating Roughness using Low Cost Instrumentation). The machine was developed by the TRRL (given by M A Cundill(5)). The Merlin is a simple, low cost and easy to use the instrument for measuring road roughness. The instrument is given in a figure 3.1.It consists of metal frame 1.8 meters long with a wheel at the front and metal foot at the rear. Midway between the two wheels is probe which is attached to a weighted arm to hold it onto the surface. At the other end of the arm a pointer moves over a prepared chart consisting of series of columns, each 5mm wide. The device measures the vertical height difference between the road surface under the probe and the centre point of an imaginary line joining the two points in contact with the road surface. A movement of 1 mm of the probe moves the pointer 1 cm. During operation the MERLIN is brought to rest at intervals equal to one circumference of the wheel and at each consecutive location the position of the pointer is recorded on the chart. Calibration of Bump Integrator Before the use of Bump Integrator to measure the unevenness value of pavement surface it is essential to calibrate Bump Integrator. As the bump readings are affected by several factors such as viscosity of fluid in the damping unit, slowness in the integrator unit, tyre pressure or even the condition of the towing wheel, speed etc.The equipment Merlin is used to calibrate Bump Integrator. Unevenness Measurements In the present study, the evaluation of roughness for the selected stretch to describe the riding quality of the surface is measured in terms of Unevenness Index (UI) by Bump Integrator (BI). The Bump Integrator is a response type road roughness measuring equipment. It is a single- wheel trailer unit hauled by a tractor unit or a suitable vehicle at the specified uniform speed of 30 kmph by a towing vehicle. The vertical oscillations of the BI are integrated with the help of an attached integrator unit. While the present study also involved the roughness and pavement condition estimation by a pavement condition rating van i.e. road survey equipment called IRSM HAWKEYE 2000 Network Survey Vehicle as shown in figure. 5.1. The current method records pavement surface video images at highway speed by using this specially equipped van that is outfitted with high resolution cameras. The evaluation is either done manually by playing the video back on specially designed workstations while trained crews rate the recorded road surface or automatically by computer software. Figure 5.1. Showing ISRM Hawkeye 2000 Professional Network Survey Vehicle Traffic Volume Counts Traffic Counts were conducted manually, by engaging adequate number of enumerators. The vehicles were classified as representative vehicles such as Two Wheeler (TW), Passenger Car (PC), Bus (BUS), Light Commercial Vehicle (LCV), Medium Commercial Vehicles (MCV), and Heavy Commercial Vehicles (HCV). The traffic data was collected on both the left and right wheel path. The collected data is a classified volume count (motorized and non-motorized vehicles) observed for duration of ten hours. Both the morning peak and the evening peak hour data was extracted along with off peak hours. In the present analysis, only the number of commercial vehicles of laden weight of 3 tonnes or more will be considered i.e. the vehicles or traffic volume that accounted for the gradual increase in axle loads. The vehicles not covered under the representative vehicles defined were suitably clubbed with the vehicles similar to them in composition and speed. Measurement of Deflection by Benkelman Beam In the present study measurement of Pavement Deflection is based on testing under a static load. In each of the road section on the test stretch a minimum of ten points is marked at equal distance in each lane for making the deflection observations in the outer wheel path. The interval between the points should not be more than 50m. Since the selected stretch is having more than one lane the points marked on adjoining lane should be staggered. In the transverse direction the measurement points were considered at a distance of 1.5m from the pavement edge since it was four lane divided carriageway. Te deflections measured are influential to the varying parameters such as pavement temperature and the seasonal variations. Thereby at the time of design, all the deflection values are correlated to a standard temperature. If the temperature measured on the pavement surface is different than the standard temperature, corrections are to be applied. Also the pavement deflections do get affected by seasonal variation in terms of climatic conditions. The pavement deflections are considered when the sub grade of the soil is at its weakest condition. Hence the deflection measurement in Indian conditions is conducted during the monsoon season. If the measurement is not feasible during this period, a correction factor must be applied. Use of GIS in Pavement Management Application (GPMA) GIS based Pavement Management Application (GPMA) is a tailored computer application that provides technology and tools to assist in network programming of Highways Maintenance and Rehabilitation as well as project level design. In general, GPMA supports the following: Interactive and batch data entry and update. Querying, reporting and spatial displaying. Thematic representation of information. Maintenance Decision Support. Road maintenance needs and analysis. PMMS starts with network identification and go through data collection, data analysis, maintenance priorities, maintenance decisions; and ends with supervision and follow-up. GIS starts with data entry and manipulations, thematic mapping, and ends with tailoring and decision support. GIS acts as the core for the integration process, through managing the different corresponding activities interaction. The integration interface is a transition level that exists to ensure adequate compatibility of integration requirements. Digitisation of Bangalore City Map The Bangalore city area map, Road network map taken from Bangalore Metropolitan Transport Corporation (BMTC) where selected road stretches are digitised as per requirement of GIS software Arc View 10.1 and Quantum GIS 1.8.0. After digitisation the respected road stretches then the data are inputed to the attribute table by linking the MS-Excel Sheets to show the data collected from the surveys conducted for all the five cycles. Finally the map has been imported in Quantum GIS 1.8.0, as shown in Figure 5.1. Figure 5.1. Showing the Bangalore Map after Digitisation Figure 5.2. Final Stage for Printing Results and Discussions The data obtained from the following methods for the road stretch Hosur Road Silkboard junction to Nayandahally are tabulated in graphs as shown below. The most important advantage of dynamic connection between the geographical data base and the attribute data is that each of the data base can be updated or modified separately. The data base needs to be updated for any change of geographical features. Pavement condition data changes with time and must be updated to reflect such condition changes. Centralized data center will enhance the availability of various data and reduces repetition of data collection for the same road sections(s) by different road agencies, hence leading to saving of time and resources. The study would lead to database development on GIS platform, development of intelligent queries and database tables which is useful for the design, maintenance and planning. Results of the study lead to planning of proper maintenance management system through database. This data base can be used for socio-economic and transport development of the region. The society can enjoy smoother and efficient movement of traffic with reduced traffic delay on highways. With the database development for road planning and management, traffic movement will be efficient, effective and faster, allowing the road users to enjoy on road network from places to places. The subsequent pavement management system leads to efficient retrieval of information which enables decision makers in effective planning towards an efficient road and road transportation system. This would lead to faster socio-economic development of the country. Norlela Ismail, Amiruddin Ismail, Riza Atiq, An Overview of Expert Systems in Pavement Management, European Journal of Scientific Research ISSN 1450-216X Vol.30 No.1 (2009), pp.99-111. Amir Tavakoli, Mitchell S. Lapin, and J. Ludwig Fignueroa, PMSC: Pavement Management System For Small Communities, Journal of Transportation Engineering, Vol. 118, Year 1992, Page No. 270-280. Survey on Skyline Queries with Its Algorithms and Operators Designing Path Assured Data Transfer Protocol for Wireless Sensor Network Leave a Reply Cancel reply Your email address will not be published. It constitutes the smoothness and frictional properties of the pavement surface and in turn is related to the safety, and the ease of the driving path. It is determined using the international roughness index (IRI), which is a measure for texture of the pavement surface, and also depends on the amount of other functional distresses present on the road surface. The present study focuses on developing a relationship between the roughness and other surface distresses of PMGSY roads. Accordingly, eight PMGSY roads were selected in Jhunjhunu and Churu districts of Rajasthan, India. Distress data was collected for every 50m separately. Roughness data was collected using Bump Integrator, which was calibrated using MERLIN on the couple of selected study stretches. Unevenness data was also collected from a newly laid stretch of pavement, and the value thus obtained was subtracted from the observed unevenness values of the test stretches, to get the net effect of the distresses on the pavement condition. A regression equation was then developed with the IRI value and the visible distresses based on the data collected in the field.It constitutes the smoothness and frictional properties of the pavement surface and in turn is related to the safety, and the ease of the driving path. A regression equation was then developed with the IRI value and the visible distresses based on the data collected in the field. Keywords: Roghness; Bump Integrator; IRI Value; Uneveness Index It also results in ensuring sustainable poverty reduction. Keeping the above facts in view the Government of India launched the Pradhan Mantri Gram Sadak Yojana (PMGSY) in December 2000 as a fully Roughness has been universally accepted as a measure of functional condition of a pavement. It constitutes the smoothness, and frictional properties of the pavement surface and in turn related to the safety, and the ease of the driving path. The serviceability or riding quality of the road pavement is the major indicator of its service performance (Fwa et al. 2005). It is determined using the international roughness index (IRI), which is a measure of the texture of a pavement surface and depends on the amount of the other functional distresses present on the road surface. There are several methods and techniques of measuring and representing road roughness varying widely in aspects of technical complexity, cost, and speed of use and precision of output.The usually observed distresses on Indian rural roads such as cracking, potholes, patching, rutting and ravelling are considered in the study.