South Africa

COTO
Committee of Transport
Officials

Guidelines for Network Level Measurement of Road

Roughness

Version 1.0

April 2007
 Roughness Measurement Guidelines

Acknowledgements
These guidelines were compiled under auspices of the COTO Road Network Management Systems
(RNMS) Committee. The authors wish to thank the members of the committee for their guidance and
management of the project. In particular, the authors would like to thank Mr Mervyn Henderson of the
Western Cape Provincial Administration (WCPA) for steering and guiding the project. Mr Louw
Kannemeyer of the South African National Roads Agency (SANRAL) provided excellent technical
guidance and valuable suggestions throughout. The following persons are also thanked for their
contributions :

• Mr Karl Arnold of Freetrans

• Mr Barry Dumas of WCPA
• Mr Louw du Plessis of the CSIR
• Mr Paul Olivier of Jeffares and Green
• Mr Gerhard van Blerk of Transit New Zealand
• Mr Andre van der Gryp of WCPA
• Mr Adriaan Viljoen on Mpumalanga Provincial Administration
• Mr Louis Walstrand of Specialist Road Technologies (SRT)

Disclaimer
This document provides guidance for the planning and execution of road network roughness
measurement. The document is neither a specification nor a manual for network level surveillance in
general. The views and recommendations provided are based on opinions and methodologies
documented in available literature, and on the experience of the committee and the authors. The
guidelines do not necessarily cover the entire spectrum of knowledge and application related to road
roughness measurement. The information contained in this document is given in good faith. No
responsibility will be accepted by the Committee or the authors for any damage or adverse
consequences arising from the use of this document.
Roughness Measurement Guidelines

Document Compiled by:

Modelling and Analysis Systems CC.

PO Box 882
Cullinan
1000
www.modsys1.com
 Roughness Measurement Guidelines

Table of Contents

1. BASIC CONCEPTS OF ROUGHNESS MEASUREMENT ..................................................... 2

1.1. THE ROAD PROFILE................................................................................................................ 2
1.2. PROFILE AND RIDE COMFORT ................................................................................................. 3
1.3. MEASUREMENT APPROACHES ................................................................................................ 4
1.4. THE INTERNATIONAL ROUGHNESS INDEX (IRI)......................................................................... 5
1.5. THE HALF CAR INDEX (HRI) ................................................................................................... 7

2. ROUGHNESS MEASUREMENT CLASSES AND DEVICES................................................. 9

2.1. MEASUREMENT CLASSES ....................................................................................................... 9
2.2. RESPONSE TYPE DEVICES...................................................................................................... 10
2.3. HIGH SPEED PROFILING DEVICES ........................................................................................... 12
2.4. STATIC PROFILING DEVICES ................................................................................................... 14

3. PLANNING A ROUGHNESS SURVEY .................................................................................. 19

3.1. SURVEY OBJECTIVES ............................................................................................................. 19
3.2. DEVICE SELECTION ................................................................................................................ 20
3.3. SPECIFICATIONS .................................................................................................................... 21
3.4. CALIBRATION SECTION REQUIREMENTS .................................................................................. 24

4. CALIBRATION AND CONTROL TESTING FOR RESPONSE TYPE DEVICES ................... 27

4.1. CALIBRATION REQUIREMENTS ................................................................................................ 27
4.2. VALIDATION OF POSITIONING EQUIPMENT ............................................................................... 27
4.3. CONTROL TESTING................................................................................................................. 29

5. VALIDATION AND CONTROL TESTING FOR PROFILERS ................................................ 31

5.1. VALIDATION REQUIREMENTS................................................................................................... 31
5.2. VALIDATION CRITERIA ............................................................................................................ 31
5.3. VALIDATION OF POSITIONING EQUIPMENT ............................................................................... 33
5.4. CONTROL TESTING................................................................................................................. 34

6. OPERATIONAL AND QUALITY CONTROL PROCEDURES................................................ 37

6.1. OPERATIONAL PROCEDURES FOR RESPONSE TYPE DEVICES .................................................. 37
6.2. OPERATIONAL PROCEDURES FOR PROFILERS ......................................................................... 38
6.3. DATA CAPTURE AND DOCUMENTING ....................................................................................... 39
6.4. DATA CHECKING AND TROUBLESHOOTING .............................................................................. 40
6.5. PAVEMENT AND ENVIRONMENTAL INFLUENCES........................................................................ 40

7. REFERENCES ........................................................................................................................ 43

8. GLOSSARY............................................................................................................................. 45

Appendix A: Analysis of Road Profiles: Basic Concepts

Appendix B: Calibration Report Details (Response Type Devices Only)
Appendix C: Validation Calculation Details (Profilers Only)
Appendix D: Guidelines for Checking of Data Consistency
 Roughness Measurement Guidelines

List of Figures

Figure 1-1 Road Profile Measurement..................................................................................2

Figure 1-2 Profile Measurement Concepts ...........................................................................3
Figure 1-3 Measurement Types (Response and Profilometric Types) .................................4
Figure 1-4 Aspects of the IRI Calculation (after Sayers and Karamihas, 1988) ...................6
Figure 1-5 The IRI Interpretation Scale.................................................................................7
Figure 2-1 Basic LDI Components, showing vertical distance measurement transducer,
odometer and data capturing components ........................................................11
Figure 2-2 Attachment of LDI suspension monitoring device to rear axle ..........................11
Figure 2-3 ARAN Surveillance Vehicle ...............................................................................13
Figure 2-4 Road Surface Profiler ........................................................................................14
Figure 2-5 Operation of the Precision Rod and Level (after Sayers and Karamihas, 1998)
..........................................................................................................................15
Figure 2-6 Face DipstickTM..................................................................................................16
Figure 2-7 ARRB Walking Profiler ......................................................................................16

List of Tables

Table 2-1 Classes of Roughness Measurement..................................................................9

Table 2-2 Accuracy Requirements for Inertial Profilometers (ASTM E950-98) ...................9
Table 3-1 Network Level Planning Considerations............................................................20
Table 3-2 Equipment Specification Considerations for Roughness Survey Equipment ....21
Table 3-3 Equipment Specification Considerations for Global Positioning Systems .........22
Table 3-4 Roughness Ranges for Calibration Section Selections .....................................25
Table 4-1 Guidelines for Calibration Acceptance Criteria..................................................28
Table 4-2 Calibration Requirements for Response Type Devices.....................................28
Table 5-1 Validation Requirements for Profilers ................................................................32
Table 5-2 Guidelines for Validation Acceptance Criteria ...................................................32
Table 6-1 Checklist for Operational Control Checks on Response Type Devices.............39
Table 6-2 Checklist for Operational Control Checks on Profilers ......................................40
Table 6-3 Troubleshooting Procedure for Inconsistent Data .............................................42
 Roughness Measurement: Version 1.0

OBJECTIVES AND SCOPE

The primary objective of these guidelines is to assist road network management personnel to plan,
execute and control the measurement of road roughness (or riding quality) over a road network.
These measurements are typically intended for use in the network’s Pavement Management System
(PMS) to assess the network condition and prioritize maintenance and rehabilitation actions.
Secondary and associated objectives of these guidelines are to provide a definition and clarification
of key concepts and methodologies.
These guidelines are thus primarily concerned with the needs of roads agencies or managers of
road networks. Although some details of measurement procedures are discussed, the emphasis
remains on the needs of the network manager, and not on the needs of the contractor in charge of
the actual roughness measurement. The scope of the guidelines is also limited to roughness
measurement at the network level, and does not cover applications such as roughness
measurement at the project level or for research purposes.

STRUCTURE OF THE GUIDELINES

The level of technical detail adopted for these guidelines was selected to suit network managers that
are relatively new to the field of roughness measurement. As such, complex, but non-essential
aspects are relegated to appendices to ensure that the guidelines can be helpful on the first reading.
As much as possible, the guidelines are written in a concise format that would enable network
managers to use this document firstly as a practical guide, and only secondly as a source of general
information on roughness measurement.
Extensive use is made of concept summaries and checklists, which are clearly highlighted. The
discussion of basic concepts is limited to the most essential and frequently used aspects of
roughness measurement. A comprehensive reference list is provided and more complex but non-
essential aspects are discussed in appendices. Sidebar boxes are used to highlight useful
references for further reading, and other essential supporting information. The guidelines are
structured as follows:
• Section 1 provides a brief overview of the main concepts related to roughness measurement.
Key definitions are provided, and the road profile and its relation to roughness is discussed. The
International Roughness Index (IRI) is also discussed in this section. Appendix A provides an
in-depth outline of the basic elements discussed in Section 1.
• In Section 2, the main types of measuring devices for network level use are discussed. The two
main device types covered are Response Type devices and Profiler devices. A brief discussion
of static or slow moving devices is also provided.
• Section 3 covers aspects related to the planning of network level surveys. An emphasis is
placed on the adequate and upfront assessment of survey objectives, and how these can be
addressed through appropriate planning and device selection. Contractual aspects
(specifications, validation and control) are also discussed.
• The process of device calibration and measurement control for Response Type devices is
discussed in Section 4. The section covers the selection of calibration sections, calibration
procedures and control procedures. Supporting details for the methods provided in this section
are provided in Appendix B.
• Section 5 covers the validation and control of profiler devices. The selection of validation
sections is discussed, and schemes for different levels of device validation and measurement
control are outlined. Supporting details for the methods presented in this section are provided in
Appendix C.
• Section 6 covers operational procedures for different device types, and also discusses data
capture, troubleshooting and documenting aspects.
• References are provided in Section 8, while Section 9 provides a glossary.
• Appendix A provides a more detailed discussion of profile analysis. Appendices B and C
provide example calculations for calibration and validation of measurement devices,
respectively.

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1. BASIC CONCEPTS OF ROUGHNESS MEASUREMENT

Road roughness, or roughness, is the term used The road profile is measured along a fixed line in
to describe the relative degree of comfort or the direction of vehicle travel, as shown in
discomfort experienced by a road user when Figure 1.1. This figure also shows the difference
using a road. Roughness is one of the most between the lateral profile and the longitudinal
important aspects of a road network to monitor, profile.
since it directly relates to the experience of road
The transverse profile is measured in a direction
users. As such, roughness serves as a collective
perpendicular to the direction of vehicle
measure of several aspects of road condition,
movement, while the longitudinal profile is
including rutting, cracking, potholes, local failures
measured in the direction of movement.
and undulations.
Roughness is primarily concerned with the
The term riding quality is often used instead of longitudinal profile while transverse profiles are
roughness. The term roughness will be used in mainly used to assess rutting.
these guidelines, as it is used most often in the
Key concepts related to the measurement of a
international context.
road profile include the following (illustrated in 0
and Figure 1.2):
1.1. THE ROAD PROFILE
• Along any line on the road, there exists a
An uncomfortable ride, or high degree of “true profile” (top graph in Figure 1.2). The
roughness, is a result of variations in surface true profile is approximated by the measured
elevation along the wheelpaths of a road. Whilst profile, which is a profile measured at a
there are many approaches to measuring or predetermined sampling interval (middle
quantifying the degree of discomfort a road user graph in Figure 1.2).
will experience, the cause of such roughness will
always be variations in surface elevation. The • The sampling interval is the spacing between
most direct method of quantifying the variations measurement points along the line of
in surface elevations is by measuring the profile measurement. Most modern profiling devices
of the road surface. can sample elevations at intervals less than
250 mm when moving at speeds of up to
120 km/h.

Direction of movement

Transverse Profile
Elevation

Distance from Lane Edge

Longitudinal Profile
Elevation

Longitudinal Position (e.g. Metre or Kilometre)

Figure 1-1 Road Profile Measurement

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 Roughness Measurement: Version 1.0
• A profile can be subdivided into a number of 1.2. PROFILE AND RIDE COMFORT
sinusoidal curves, each with a different
wavelength. The top graph in Figure 1.2 The longitudinal profile contains the information
shows that the true profile consists of curves that can be used to assess the relative degree of
with a long wavelength as well as curves with comfort or discomfort that a road user would
shorter wavelengths. experience if the road is being travelled at a
certain speed. The variations in the road profile
• Not all of the sinusoid curves that make up a lead to vibrations in the vehicle body, which in
profile are important for road roughness turn are transmitted to the road user.
measurements. The wavelengths that have
the greatest influence on road user comfort As noted earlier, not all wavelengths in a road
are those between 1 m and 30 m. Very long profile are important for road user comfort.
wavelengths related to vertical alignment or Vehicle suspension systems are designed to
slope are typically not important, as are very remove or dampen the effect of many of the
short wavelengths related to surface texture. wavelengths in a profile. Certain wavelengths in a
road profile will thus have a greater impact on
• When a road profile is processed to compute perceived roughness than others.
roughness, the wavelengths outside of the
critical range are typically filtered out. There To quantify the degree of comfort or discomfort,
are many types of filters that can be applied the measured profile first needs to be processed
to a measured profile. These filters can be a or filtered to isolate and “add-up” the amplitudes
mathematical function (like a moving and variations of the most important wavelengths
average) or a mechanical filter consisting of in the profile. The processing of the road profile
the suspension of a measurement vehicle. typically results in a number or parameter which
The bottom curve in Figure 1.2 shows the is used as an indication of road roughness.
measured profile after the very short
wavelengths and grades have been filtered
out.

TRUE PROFILE nt
Alignme
Vertical
Elevation (mm)

Long Wavelength Shorter Wavelength

Roughness Roughness

Distance Along Road Length (m)

Elevation (mm)

SAMPLED PROFILE

Distance Along Road Length (m)

Elevation (mm)

FILTERED PROFILE (short wavelength and grade is filtered out)

Distance Along Road Length (m)

Figure 1-2 Profile Measurement Concepts

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 Roughness Measurement: Version 1.0
A roughness parameter is always determined 1.3. MEASUREMENT APPROACHES
over a segment of a profile. For example, modern
roughness measuring devices can typically report The measurement of road roughness can be
the roughness over every 10 metres travelled. classified into two basic types (also illustrated in
Some of the older types of measurement devices Figure 1.3):
determine a roughness parameter every 100
• Response Type Measurement is used to
metres.
directly measure the response of a
The parameter most widely used as an indicator measurement vehicle to a travelled section of
of road roughness is the International Roughness road. In this type of measurement, the profile
Index (IRI) which will be discussed in detail in as shown in Figure 1.2 is never actually
Section 1.4. measured. Instead, the measurement
vehicle’s response to the profile is measured
and quantified. In essence, this means the
measurement vehicle’s suspension is used to
filter out the unimportant wavelengths and
Further Reading: SINUSOIDS and quantify the effect of the important
FILTERS wavelengths. The parameter measured by
For a more in-depth discussion of the basic response type devices is the Average
aspects of sinusoid curves (e.g. wavelength, Rectified Slope (ARS), which is the total up
amplitude, frequency), see Appendix A. and down movement of the suspension
normalized by the distance covered. ARS is
A comprehensive discussion of sinusoids and therefore typically expressed in m/km.
different filter types can be found in the “Little
Book of Profiling” [Sayers and Karamihas,
1998].

RESPONSE TYPE MEASUREMENT

Output (e.g. accumulated
suspension stroke per km)

Transducer
Suspension Stroke

Physical Profile Processing/Filter System Actual Road Profile (“the Input”)

PROFILOMETRIC METHODS

Processing Output
Measured Road Profile (“the Input”)
Mathematical Roughness
Processing/Filtering Indicator
system (typically
IRI)

Figure 1-3 Measurement Types (Response and Profilometric Types)

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 Roughness Measurement: Version 1.0
• Profilometric Type Measurement involves The IRI calculation is thus associated with
the measurement of the road profile after profilometric methods, as illustrated in the bottom
which the profile is filtered (as shown in graph sequence of Figure 1.3. The IRI is
Figure 1.2) and then further processed to characterized by a specific processing algorithm,
determine the road roughness parameter which simulates the physical properties and
over segments of the measured profile. The displacement of a vehicle wheel and suspension
filtering and processing of the road profile is system, when moving at 80km/h. This concept is
designed to simulate the response of a illustrated schematically in Figure 1.4.
standard vehicle to the measured profile.
Thus, in essence, the IRI is calculated though a
Each of the above-noted approaches have mathematical simulation of the physical response
distinct advantages and disadvantages, which of a typical vehicle to a road profile. The IRI
are discussed in more detail in Section 2. The calculation thus mimics the physical processing
key difference between the two methods is that and filtering of a measurement vehicle, as
Response Type devices apply a physical filter to illustrated in the top graph of
the actual road profile, while profilometric Figure 1.3, to produce a simulated ARS value.
methods apply a mathematical filter to a However, since the IRI calculation employs a
measured profile. computer algorithm – as opposed to an actual
vehicle – to transform the profile into an ARS
In general, the profilometric approach is more value, the IRI calculation has several distinct
modern and sophisticated, and provides more advantages over a response type measurement.
consistent data. However, the approach requires
significantly more expensive equipment and in- A key advantage of the IRI is that the
depth understanding and monitoring of the transformation of the road profile is done through
measured data. a computer algorithm which naturally remains
constant over time. This offers a distinct
advantage over the response type measurement
which is dependent on the damping and stiffness
Further Reading: IRI properties of the measurement vehicle, which are
sure to change over time, and also from one
The details of the IRI calculation are specified vehicle to another. The IRI parameter, when
in ASTM E1926-98. This standard provides calculated from a profile that is accurately
background to the IRI calculation and provides sampled, is thus stable with time.
computer source code for calculating the IRI
from a measured profile. Another advantage of the IRI is that it is
reproducible, meaning that the IRI can be
The Road Ruf Public domain software can be measured with different types of profiling devices,
used to calculate the IRI and related provided that the device measures the profile
parameters from a measured profile. The accurately. The IRI is also widely used
software can be downloaded from the UMTRI internationally, and provides a fairly universal
Road Roughness User Site located at: measure of road roughness that can be
http://www.umtri.umich.edu/erd/roughness/ind understood in many parts of the world.
ex.html
More detailed theoretical background on the It can be noted from Figure 1.4 that the algorithm
IRI calculation and the HRI calculation can be used to process the profile in the calculation of
found in Sayers, 1989 and in the Little Book of the IRI, simulates the displacement of one wheel
Profiling [Sayers and Karamihas, 1998]. (i.e. one quarter) of a typical passenger car.
Because of this, the IRI computation model is
often referred to as the “quarter car model”.
1.4. THE INTERNATIONAL
It should be noted that, during the development
ROUGHNESS INDEX (IRI) of the IRI using the quarter car model, another
The IRI is a roughness parameter which is index, called the Quarter Car Index (QI) was
determined from a road profile measured in a initially developed. The QI is conceptually the
wheelpath. In the IRI calculation, the measured same as the IRI, and the two parameters are
profile is processed using a mathematical closely correlated. However, unlike IRI, the QI
transform which filters and cumulates the was based on readings taken from a particular
wavelengths encountered in the profile. This type of equipment during the development study.
transform was developed and calibrated in a Because of this, the original QI measure cannot
manner that ensures that the output (i.e. the IRI) be replicated today, and this index has been
is closely correlated with (i) road user perception replaced by the IRI (Sayers et al., 1986).
of roughness and (ii) tyre load dynamics, which
impact on vehicle control and safety.
Basic Concepts of Roughness Measurement
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The IRI interpretation scale is illustrated in It is important to note that the IRI algorithm
Figure 1.5. More detailed scales for IRI effectively filters the raw roughness data and in
interpretation for paved and unpaved roads can the process highlights the roughness elements
be found in ASTM E1926-98. As shown in that impact most on the roughness perception of
Figure 1.5, the IRI scale generally ranges from road users. As such, the IRI algorithm eliminates
zero to 16. For paved roads in a good to all wavelength components that do not contribute
moderate condition, the measured IRI generally to the roughness experienced by road users at
ranges from 1,5 to 3,5. For unpaved roads the speeds close to 80 km/h. According to Sayers
measured IRI generally ranges from roughly 4 to [Sayers, 1986], these non-critical wavelength
12. components (i.e. the ones filtered out by the IRI
algorithm), consist of all those that fall outside the
1,3 m to 30 m wavelength band.
Because the IRI algorithm filters out wavelength
components outside 1.3 to 30 m, IRI values
should not be interpreted for section lengths
shorter than 30 m, even though modern
profilometers can record IRI values at 10 m
intervals. It is recommended that, for
interpretation of road roughness, IRI values be
averaged over 100 m sections.

Physical
Suspension Mathematical simulation of
System physical suspension system

Measured Road Profile (Input) Processing through Computer Algorithm

Vehicle Body Mass Output

Suspension Spring
and Damper (Shock Calculated
Absorber) IRI over
profile
Axle Mass segment
Tyre Stiffness

Figure 1-4 Aspects of the IRI Calculation (after Sayers and Karamihas, 1988)

Basic Concepts of Roughness Measurement

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 Roughness Measurement: Version 1.0

IRI Scale (m/km)

16 Approximate Normal Safe
General Pavement Type
Operating Speeds
or Condition
14
50 km/h
12

10 60 km/h

8
Rough Unpaved
6 80 km/h Roads

4 Maintained Unpaved
100 km/h Roads
Older or Damaged Paved Roads
2 New Paved Roads
> 100 km/h
Superhighways & Airport Runways
0
Figure 1-5 The IRI Interpretation Scale

The HRI requires that the profile be measured in

1.5. THE HALF CAR INDEX (HRI) both wheelpaths simultaneously, or that the two
profiles be perfectly synchronized in some other
It was noted earlier that the IRI calculation
way. The latter process is difficult to perform if
simulates the motion of one quarter of a normal
the two wheelpaths are profiled independently.
passenger car, and that the calculation uses the
profile calculated in a single wheelpath. Many As expected, there is a close correlation between
modern profilometers, however, can measure the IRI and HRI, although HRI is always slightly lower
profile in both wheelpaths simultaneously. than IRI. This is because each wheel track has
unique roughness features that contribute to the
Theoretically, a more accurate assessment of
bounce and roll of a motor vehicle. The IRI
roughness can be obtained if the roughness
measured in individual wheel tracks quantifies
index is calculated from both wheelpaths, as
the total magnitude (both bounce and roll) of the
opposed to only the left or right wheelpath. This
surface deviations. By contrast, the HRI
is because the overall vehicle response is
simulates the response at the centre of the
actually determined by the profile input from both
vehicle, and thus only measures the bounce
left and right wheelpaths simultaneously. The IRI
component (and not the roll component)
calculation, however, uses only a single
associated with the average deviation of the left
wheelpath for its calculation.
and right wheels.
The HRI is a parameter that uses the same
processing algorithm as the IRI, but instead of
using only the left or right wheelpath profile, the
HRI uses the point-by-point average of profiles in
the two travelled wheelpaths [Sayers, 1989]. By
using both wheelpaths, the HRI provides a closer
match to the way response type devices sense
and measure roughness.
Basic Concepts of Roughness Measurement
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 Roughness Measurement: Version 1.0
Studies have shown that, for roads without paved
Summary of Concepts: Section 1 shoulders, the HRI is typically equal to 80 per
• Roughness is used to describe the relative degreecent ofof the average
comfort IRI in both
or discomfort wheelpaths
experienced by a
road user when using a road. [Sayers, 1989]. For roads with wide paved
shoulders, or multi-lane freeways (which have
• Roughness is a key aspect to monitor in network surveys, on
less roll-impact sinceroughness),
it serves asthe a collective
HRI is
measure of road condition and its effect on road usersequal
typically and road
to 90user
per cost.
cent of the average IRI in
both wheelpaths.
• Roughness is a result of variations in surface elevation along the wheelpaths of a road.
Although both the IRI and HRI are good
• The variations along the wheelpaths can be quantified
indicatorsthrough a measured
of pavement profile ofthe
roughness, the road
IRI isin
the direction of vehicle travel (i.e. the longitudinal profile). The profile contains
more widely used and is recommended for the information
that can be used to assess the perceived roadnetwork
roughness.
level reporting. If the IRI is measured in
• Not all of the wavelengths that make up a profile are important the
both wheelpaths, HRI can estimation.
for roughness always beIn
general, only the wavelengths between 1estimated m and from 30 mthe are
two IRI values. for
important However, the
roughness
measurement. HRI generally provides little information additional
to the IRI.
• A measured profile is typically filtered to remove non-critical wavelengths from the profile, after
which a roughness parameter is calculated.
• A roughness parameter is always determined over a fixed segment (e.g. a 10 or 100 m length)
of a profile.
• There are generally two types of roughness measurement devices: (i) Response Type devices
and (ii) Profiler Devices.
• Response Type devices do not measure the road profile, but uses the vehicle suspension to
filter the actual road profile and convert this into a roughness parameter. The parameter is
called the Average Rectified Slope (ARS) and is typically expressed in m/km.
• Profiler devices measure the road profile on one or both wheelpaths. The profile is then filtered
and processed mathematically to produce a simulated ARS value, or other roughness
parameters.
• The roughness parameter most widely used is the International Roughness Index (IRI), which
is obtained by applying a mathematical transform (computer algorithm) to a measured profile in
a single wheelpath. The transform is designed to simulate the movement of the suspension
system of one wheel of a typical passenger car when moving at 80 km/h. The IRI model is
therefore often referred to as the Quarter Car Model.
• The IRI scale generally ranges from zero to 16. For paved roads in a good to moderate
condition the measured IRI generally ranges from 1,5 to 3,5. For unpaved roads the measured
IRI generally ranges from roughly 4 to 12.
• The Half Car Index (HRI) is another roughness parameter that is calculated from the point-by-
point averages of profiles measured in both wheelpaths. The HRI uses the same transform as
the IRI and is thus closely correlated to the IRI. However, the HRI is always less than the IRI
and provides little information in addition to that of the IRI.

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2. ROUGHNESS MEASUREMENT CLASSES AND DEVICES

In this section, the different classes of Table 2-1 Classes of Roughness

measurement accuracy for roughness are first Measurement
defined. The two main types of roughness Device Class Requirements or
measurement devices that are used for network Class Characteristics
level surveys are then discussed. These two • Highest standard of accuracy
types were defined in Section 1 and are (i) measurement
Response Type devices and (ii) High Speed • Requires precision measurement
Profiler Devices. For each type of device, a brief of road profiles and computation of
background or history is provided. The • Class 1: the IRI
operational principles are then discussed and the Precision • 2 per cent accuracy over 320 m
advantages and disadvantages of the equipment Profiles • IRI repeatability of roughly
0,3 m/km on paved roads
are noted.
• IRI repeatability of roughly
Other types of roughness measurement devices 0,5 m/km on all road types
include slow-moving profilers, which are not used
to conduct network level surveys, but which are • Requires measurement of road
important for purposes of setting out calibration • Class 2: profiles and computation of the IRI
Non- • Includes profiling devices not
sections and general benchmarking of measured
precision capable of Class 1 accuracy
profiles. These device types are discussed in Profiles
Section 2.4.
• Does not require measurement of
2.1. MEASUREMENT CLASSES • Class 3: the road profile
IRI • Includes all response type devices
Over roughly the past 50 years, many Estimates • Devices are calibrated by
approaches to the measurement of roughness from correlating outputs to known IRI
were developed worldwide. These methods of Correlations values on specific road sections
measurement differ in terms of the methods of
operation as well as the repeatability and • Class 4: • Includes subjective ratings of
reproducibility of the measurements. Subjective roughness
Ratings and • Includes devices for non-calibrated
Sayers et al (1986) developed a general Uncalibrated response and profilometric devices
classification of roughness measurement devices Devices
that distinguish between all types of roughness
measurement on the basis of (i) whether or not The measurement devices in Class 3 generally
the profile is measured; and (ii) the required include response type devices (as defined in
precision and reproducibility of the devices. The Section 1.3), provided that the devices are
main classes of roughness measurement properly calibrated by correlating the
devices, as defined by Sayers et al (1986) are measurements to known IRI values on several
summarized in Table 2.1. calibration sections. Details of this calibration
procedure are provided in Section 4.
It will be noted from Table 2.1 that all devices that
are capable of measuring an accurate road Given the options for roughness measurement
profile fall into Classes 1 and 2. Response type that currently exist, Class 4 measurements are
devices that have been calibrated before no longer regarded as being suitable for network
measurement fall into Class 3. Subjective ratings level surveillance, and the use of Class 4
and uncalibrated response type devices methods is therefore not covered in these
constitute Class 4. guidelines.
Since profiler devices fall into two classes Table 2-2 Accuracy Requirements for
(Classes 1 and 2), a further definition is needed Inertial Profilometers (ASTM
to distinguish between Class 1 and Class 2 E950-98)
profilers. This classification is generally based on Maximum
the sampling interval and the precision of the Device Longitudinal Vertical
elevation measures. Sayers et al. (1986) Class Sampling Resolution (mm)
developed accuracy requirements for Class 1 Interval (mm)
and 2 devices. These requirements are specified Class 1 < 25 ≤ 0,1
in terms of the required sampling interval and Class 2 25 < and ≤ 150 0,1 < and ≤ 0,2
vertical measurement resolution, and are Class 3 150 < and ≤ 300 0,2 < and ≤ 0,5
summarized in Table 2.2. Class 4 > 300 > 0,5

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2.2. RESPONSE TYPE DEVICES

Background Important!
Response type devices were the first type of Response measurement device should be
device used to measure road roughness. These installed in vehicles with coil springs and not
types of devices almost always consist of an leaf springs, as the latter has increased
instrument installed in a vehicle or trailer to Coulomb friction and may cause sudden
record the up-and-down movement of the changes in the suspension characteristics.
suspension (called the suspension stroke). These
device types appeared as early as the 1920s, Sayers et al. (1986) state that the shock
and are still widely used today. absorbers are the most critical element of
response type vehicles. The vehicle should
Response type systems are relatively be equipped with stiff shock absorbers, and
inexpensive and can measure roughness of up to recalibration of the measurement system is
300 km per day. Although modern profilometric needed if there is any change in the shock
devices tend to overshadow response type absorbers.
devices, the latter type is widely acknowledged to
provide a reasonable estimate of roughness.
Engineers generally agree that measures
obtained with response type systems match their
experience of pavement roughness and overall
condition [Sayers and Karamihas, 1998]. Further Reading: Response Type
System Operations
Response type devices are also called
Response- Type Road Roughness Measuring A comprehensive discussion of the operation
Systems (RTRRMS), or Road Meter systems. In and guidelines for daily operation of
these guidelines, the term Response Type response type devices can be found in World
devices will be used throughout. Bank Technical Paper 46 [Sayers et al.,
1986]. It should be noted that this reference
Operational Concepts is aimed mainly at the system operators.
Guidelines for controlling and monitoring the
A response type system consists of the following operation of response type devices, from the
main components (Sayers et al, 1986): perspective of the network manager, are
• The measurement vehicle; provided in Section 6 of these guidelines.

• A transducer that detects the relative ASTM Standard E1082-90 specifies a

movement of the suspension; procedure for measurement of roughness
using a response type device. This standard
• A recording system and display which is covers device calibration and preparation
connected electronically to the transducer, before testing.
and
• Automatic speed control and accurate In South Africa, the Linear Displacement
distance measuring instruments. Integrator (LDI), which is manufactured and sold
by the CSIR, is a popular and cost effective
The transducer, recording system and display are response type device. The LDI is installed in a
normally manufactured and sold as a single passenger car with an independent rear axle and
system (often called a Roadmeter), which a coil spring suspension system. Figures 2.1 and
measures the response of the vehicle to the road 2.2 show some aspects of the LDI device.
profile at the measurement speed.
The transducer measures the movement of the
suspension in “counts” or millimetres. When the
counts or total mm are summed, a parameter is
obtained which gives an indication of the total
suspension stroke that occurred over the length
of road travelled. When the total count of
summed mm of travel is divided by the length of
the test section, the Average Rectified Slope
(ARS) is obtained.

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The process of calibrating a response type
device provides an equation which can be used
to calculate an estimated IRI from the response
type device output. It is critical to note that the
calibration of a response type device is valid only
as long as key aspects of the measurement
vehicle (shock absorbers, tyres, loading, etc.)
remain unchanged. The calibration is also
performed only for a specific speed, which should
be 80 km/h since this is the speed for which the
IRI transform is designed.
Details of the calibration process for response
type devices are provided in Section 4.
Figure 2-1 Basic LDI Components,
showing vertical distance Advantages of Response Type Devices
measurement transducer, • Response type devices have been used in
odometer and data capturing many parts of the world for many years.
components Many engineers are therefore well
acquainted with the operation and output of
these devices.
• In general, response type device outputs are
known to agree with engineers’ assessment
of roughness and pavement condition.
• Response type devices are relatively
inexpensive. A reliable, modern response
type device can generally be obtained for
less than R100 000 (2006 prices, excluding
the measurement vehicle). The cost of
response type systems is generally less than
1/10th of the cost of a high speed profiling
Figure 2-2 Attachment of LDI suspension device.
monitoring device to rear axle
Although the basic operational principles of most
response type devices are similar, the output
obtained may differ. Some devices provide an
output in counts/km while others may provide
output in m/km or HRI (as defined in Section 1.5). Important!
Since the preferred parameter for quantifying It is critical to note that the calibration of a
roughness is IRI, the output from response type response type device is valid only as long as key
devices needs to be converted to IRI. This is aspects of the measurement vehicle (shock
done by means of a procedure known as absorbers, tyres, loading, etc.) remain unchanged.
“correlation by calibration”. In this procedure, the The calibration is also performed only for a
output from a response type device is correlated specific speed, which should be 80 km/h since
with the known IRI values of several selected this is the speed for which the IRI transform is
sections of road. These sections are known as designed.
calibration sections and the IRI values of these
sections need to be determined beforehand using
one of the high precision profiling devices • Although response type devices require
discussed in Section 2.4. frequent maintenance and care of operation
to ensure that the calibration remains valid,
the maintenance and care of the equipment
is relatively simple and inexpensive to
perform.
• The calibration process for response type
devices is relatively easy and inexpensive to
perform once calibration sections have been
set out and measured.

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• In South Africa, response type devices High speed profilers are also referred to as
appear to be more successful on gravel Inertial Profilers, owing to the use of
roads than profiling devices. accelerometers to determine an inertial reference
which provides the instantaneous height of the
• Response type devices can be used on measurement base at all times when the vehicle
gravel roads whilst Inertial Profilometers is moving.
cannot.
Operational Concepts
Disadvantages of Response Type
Devices A high speed longitudinal profiling device
consists of the following main components:
• The precision (and hence repeatability) of
response type devices is significantly lower • The measurement vehicle;
than that of a Class 1 profiling device. • A height sensor (called a transducer) to
Furthermore, the annual deterioration of IRI measure the distance from the measurement
on a typical road section is often smaller than base to the road surface. There are four
the measurement error of response type types of height sensors commonly in use.
devices (the measurement error occurs These are: laser, optical, infrared and
because of the lack of high precision, and ultrasonic.
also because of errors inherent in the
calibration to correlate with IRI). This means • Accelerometers to measure vertical
that response type devices generally cannot acceleration of the measurement base. The
track the deterioration of a road network on accelerometer reading is used in conjunction
an annual basis (although it can perhaps do with the height sensor output to determine
so over a 3 or 5 year period). the elevation of the road surface.
• In response type devices, the transformation • A distance measuring system to measure the
of the road profile to an IRI value is longitudinal distance along the road.
completely dependent on the properties of
• A computer and data storage system to
the vehicle suspension system. These
process the output from the height sensor,
properties are known to change over time,
accelerometer and distance measuring
and also from one response type vehicle to
system, compute the surface profile (or
the next. The output of response type
profiles, if both wheelpaths are being
devices thus has a tendency to shift over
measured), and store the computed profile
time (i.e. it is not stable). Because of this,
with other parameters such as vehicle speed,
response type devices require calibration at
position coordinates, etc.
least on an annual basis.
The height sensors, accelerometers and distance
• Response type roughness measurement
measuring equipment are calibrated in the factory
devices only measure road roughness. By
by the equipment manufacturer, and remain
contrast, many modern high speed
calibrated for a long time. For this reason, and
surveillance devices can measure the lateral
unlike response type devices, precision high
and longitudinal profile, and obtain high
speed profilers should not be calibrated as part of
resolution photographs or videos of the road
the measurement process. Instead, the output of
surface at the same time.
the device is validated by measurement of test
sections with known IRI values to determine if all
2.3. HIGH SPEED PROFILING DEVICES of the components of the system work correctly
and that the device is capable of measuring the
Background road profile to the required level of precision.
High speed profiling devices are capable of Most high speed profilers need to move at
measuring a precision profile of one or more speeds in excess of 15 km/h to function properly.
wheelpaths while moving at speeds in excess of However, while static these devices can be
100 km/h. The first high speed profiling device operated in “test mode” to check that the height
appeared in the 1960’s [Sayers and Karamihas, sensor and accelerometers are functioning
1998]. Since this time, significant advances in properly.
precision measurement technology have greatly Figures 2.3 and 2.4 show two types of high
aided the design of high speed profilers and speed profiling devices that have been used for
today these devices are used for road network level roughness measurement in South
surveillance in many parts of the world. Africa.

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Figure 2-3 ARAN Surveillance Vehicle

The most often used type of height sensor uses

laser technology. Ultrasonic height sensors do Advantages of High Speed Profiling
not operate accurately on rough surfaces like Devices
chip seals and therefore cannot be employed for • A validated high speed profiler is capable of
roughness measurement on many South African measuring the surface profile very precisely.
roads. Optical sensors are sensitive to white Also, since the IRI transform uses a fixed
pavement markings (leading to “spikes” in computer algorithm, the processing
measured profiles) and also do not always constants remain unchanged, and thus the
function well on dark pavement surfaces like new measured IRI is consistent over time.
asphalt surfacings [Research Results Digest No.
244, 1999]. • Owing to the stability and precision of IRI
values obtained with a validated high speed
profiler, such IRI values can be used to track
the deterioration of network sections from
one year to the next.
• Modern high speed profilometers are often
Further Reading: High Speed Profiler capable of measuring the longitudinal and
Operations transverse profile at the same time, thereby
Guidelines for the operation of high speed providing a roughness and rutting
profiling devices can be found in NCHRP assessment simultaneously. Some devices
Research Results Digest No. 244 (1999). It are also capable of obtaining a high
should be noted that these guidelines are aimed resolution video of the pavement surface at
at the persons responsible for daily operation of the same time.
the profiler. Guidelines for controlling or
monitoring the operation of profilometers, from
the perspective of the network manager, are
provided in Section 6 of these guidelines.
ASTM Standard E950-98 specifies a standard
test method for measurement of longitudinal
profiles using an inertial profiling device. The
standard covers aspects such as component
calibration, system checks, test sections, data
acquisition and data evaluation and reporting.

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Figure 2-4 Road Surface Profiler

• The procedures for operation and control of

Disadvantages of High Speed Profiling high speed profiling devices are relatively
Devices complex, and require that the network
• Inertial profiling devices using laser height manager invests time to understand and
sensors are not successful for profiling gravel participate in the validation and control
roads. procedures (see Section 6 for details).

• Modern high speed devices are relatively

expensive, and – unlike response type
2.4. STATIC PROFILING DEVICES
devices – few network agencies can afford to It was noted in Section 2.3 that response type
purchase and maintain their own profiler. In devices need to be calibrated by correlating the
South Africa, there are relatively few outputs of these devices to known IRI values on
contractors capable of performing high speed several test sections. Similarly, the outputs of
profile measurements, and equipment high speed profiling devices need to be validated
availability is often a problem. In the past, by comparing the measured profile and IRI
equipment was often imported for a few values to the known profile and IRI values of
months to perform measurement on a several test sections.
network in South Africa. The cost of testing is
therefore relatively high compared to that of A vital aspect of roughness measurement at the
response type measurements. network level is thus the identification and
profiling of test sections (or calibration sections).
• Although the components of high speed The profiles and IRI values obtained on these
profilers are calibrated by the manufacturer, calibration sections then become the benchmark
extensive validation testing and control values used for the calibration of response type
procedures are still needed to ensure that the devices and for the validation of profilers.
measured profile is accurate. If rigorous
validation procedures are not followed, the Naturally, the measurement of the profile and IRI
results of a profiler are often of little more use values of the calibration sections must be
than those of a calibrated response type performed to the highest level of precision and
device. These validation procedures are under the highest level of control. Class 1
costly and require more up-front investment profiling devices (see Section 2.1) are therefore
of time and funds by the owner of the road used to measure the profiles on network
network (see Section 5 for details). calibration sections.

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Many high speed profiling devices are capable of It should be noted that the test method described
Class 1 measurements. However, since the in ASTM Standard E1364-95 requires at least
devices move at speeds in excess of 25 km/h, two persons and is time consuming and labour-
the line of measurement can never be 100 per intensive. A typical profile measurement will
cent controlled. Thus, to increase repeatability of involve around 260 readings, and an experienced
measurements on calibration sections, static or team can profile approximately 600 m per day.
slow-moving profiling devices are mostly used. The method is therefore only suited for
Three such Class 1 profiling devices that are measuring profiles on calibration sections or for
often used to measure the profile on calibration research or construction control purposes.
sections are the Precision Rod and Level, Face
Once the profile of a calibration section has been
DipstickTM and ARRB Walking Profiler devices.
measured, the profile is processed to determine
the IRI of the section. The IRI can then be used
to calibrate response type systems, while for
profiling validation, both the measured profile and
Important! the IRI can be used.
Since profiler components are calibrated in the
factory, these devices are never calibrated as
part of network survey operations, but only
Further Reading: Precision Rod
validated (i.e. correct operation is validated in
and Level
the field). Response type devices, on the other
hand, are calibrated as part of the survey ASTM Standard E1364-95 describes a
process. For conciseness, however, the test standard test method for the measurement of
sections on which such validation and profiles to determine the IRI using precision
calibration are performed will be generally rod and level equipment.
referred to as calibration sections in these
ProVal public domain software can be used to
guidelines.
calculate the IRI and related parameters from
a measured profile. The software can be
Precision Rod and Level downloaded from the following siete:

The operational principles of the precision rod http://www.roadprofile.com

and level are illustrated in Figure 2.5. As shown
in this figure, the operation is very similar to that
of a normal rod and level operation, as used for It is important to note that the profile measured
surveying, etc. However, in view of the high with a rod and level device cannot be compared
precision required for the profile of calibration to the profile measured with a high speed profiler
sections, the precision rod and level equipment in a simplified manner (e.g. using simple
has a higher precision and the operation should elevation plots). This is because the inertial
follow the standard test method (ASTM E1364- systems automatically filter out the longest profile
95). wavelengths (e.g. vertical alignment). The
profiles therefore have to be filtered identically
before they can be compared using simple plots
of elevation versus distance. [ASTM E1364-95].

Longitudinal distance, measured with tape or laser

Reference
Height elevation and
relative to longitudinal
instrument reference
height

Figure 2-5 Operation of the Precision Rod and Level (after Sayers and Karamihas, 1998)

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The ARRB Walking Profiler outputs include

Other Static or Slow Moving Devices distance, grade and IRI. The profile accuracy is
Two other devices that conform to the ± 1,0 mm/50 m and the IRI accuracy is
requirements for Class 1 devices and are often ± 0,1 m/km.
used to measure reference profiles on calibration
sections are the Face DipstickTM and the ARRB
Walking Profiler devices.
The Face DipstickTM (patented, manufactured
and sold by the Face Corporation) is illustrated in
Figure 2.6. When used, the device is “walked”
along the line being profiled. The device contains
a precision inclinometer that measures the height
between the two support feet at the base of the
instrument [Sayers and Karamihas, 1998]. These
feet can be spaced 20 to 500 mm apart, and in
South Africa a spacing of 250 mm is typically
used.
The DipstickTM is moved by leaning all of the
device weight onto the front foot, and then Figure 2-6 Face DipstickTM
pivoting the rear foot around the front foot by 180
degrees. When the instrument has stabilized, the
change in elevation is automatically recorded and
a beep is sounded. The longitudinal distance is
determined by multiplying the number of
measures made with the known spacing between
the contact feet [Sayers and Karamihas, 1998].
The DipstickTM can record at approximately
200 m per hour.
The ARRB Walking Profiler is shown in
Figure 2.7. This device was developed by the
Australian Road Research Board Ltd. and is
roughly the size of a lawnmower. Profile
measurements are performed at walking pace or
roughly 800 metres per hour, with a practical Figure 2-7 ARRB Walking Profiler
production rate of approximately 4 km per day. A
built-in data acquisition system captures and
stores profile data while measurements take
place.

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Summary of Concepts: Section 2

• Roughness measurement devices can be divided into four measurement classes.
- Class 1 devices provide the highest level of accuracy and have a precision of 0.1 mm.
- Class 2 devices are suitable for high accuracy network level measurements, and have a
precision of 0.1 to 0.2 mm.
- Class 3 devices do not explicitly measure the road profile, but provide an estimate of IRI
using correlations with the device output.
- Class 4 measurements include subjective visual evaluations of roughness and devices are
not calibrated in a rigorous manner.
• Measurement devices are generally of three types: (i) response type devices; (ii) high speed
profilers; and (iii) static or slow moving devices.
- Response Type devices measure the response of the measurement vehicle to the road
profile. The response is typically expressed as the total up-down movement of the vehicle
suspension over a measurement section. This parameter is known as the average
rectified slope (ARS).
- High Speed Profilers are capable of measuring the road profile at typical highway speeds.
The road profile is measured and then converted to IRI using the IRI transform to simulate
vehicle response to the measured profile.
- Static or Slow-Moving devices include Precision Rod and Level, the Face DipstickTM and
the ARRB Walking Profiler. These devices are time consuming to use but provide the
highest level of precision and accuracy. They are generally used to measure the profile of
calibration and validation sections, and the measured profiles then serve as a benchmark
for other measurements.
• Response Type devices are relatively inexpensive, and provide outputs that relate well to
the experience of engineers. The operation and maintenance of the devices are less
expensive and complex than those of high speed profilers and the calibration of the devices
is relatively simple to perform. However, output from response type devices is not precise
enough to provide an indication of the annual deterioration of a network section.
Measurements are highly sensitive to small changes in the configuration of the
measurement vehicle (e.g. changes in suspension, tyres, load, etc.).
• High Speed Profilers can measure the road profile with a high precision. IRI values from a
validated profiler can be used to monitor network deterioration from one year to the next,
and such values can serve as inputs into network planning models. Most high speed
profilers are designed to measure not only the longitudinal profile, but also the lateral profile
and obtain a video of the road in the same operation. High speed profilers are relatively
expensive. Compared to response type devices, the validation process of profilers requires
a slightly greater upfront investment of time, and more in-depth understanding, by the
network manager.

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3. PLANNING A ROUGHNESS SURVEY

In this section, guidelines are provided for the Manpower requirements (in terms of time
planning of network level roughness surveys. The and expertise) are also important. Even when
guidelines emphasize the need to define realistic a network level survey is performed by an
objectives for the survey upfront. Once the independent contractor, some level of
objectives of the survey are clear, planning can involvement from the network manager will
proceed to determine the following essential be necessary to monitor calibration or
elements of a roughness survey: validation actions and to exercise process
and quality control.
• Device Selection
The level of involvement and expertise
• Specifications required from the network manager will
• Equipment Validation or Calibration depend on the sophistication and quality of
the equipment involved, as well as the
• Measurement Control complexity and quantity of data generated by
• Data storage and reporting the survey. Even when network management
services are contracted out, some level of
Since all of the above aspects need to be defined involvement will be needed, and in any event
in a contract document, this section deals to a the cost implication will remain. Thus budget
large extent with issues that need to be resolved and manpower constraints are a primary
in order to complete a contract document or consideration.
specification for network level roughness survey.
2. Intended Use of the Data

3.1. SURVEY OBJECTIVES This is an obvious consideration in

determining the survey objectives. At the
Network level roughness data can be used for most basic level, the data could be used to
three main purposes [Sayers et al., 1986]: obtain a once-off, relative assessment of the
• To provide a summary of the network roughness of different sections of the
condition, either on a regular basis (e.g. network. Such information could be used to
annually) or on an irregular basis (e.g. every compare the relative roughness of different
four years). sections, and to prioritize maintenance and
rehabilitation actions.
• Roughness measurements can serve as
At the most detailed level, roughness data
inputs for models that evaluate the
could be collected annually to provide an
effectiveness of pavement design standards
absolute indication of the roughness of
and maintenance policy, and to assess the
different network sections. Such information
relative cost of transporting goods.
could be used not only to prioritize
• Roughness measurements can be used to maintenance and rehabilitation, but also to
prioritize and/or optimize maintenance and assess network deterioration, effectiveness
rehabilitation actions on the network. of policy, etc.
Bearing these potential uses of the data in mind, Obviously, a once-off, relative assessment
the objectives of a network level roughness would require less precision than an annual,
survey should be determined through careful absolute assessment of network roughness.
consideration and synthesis of the following As a result, the cost of the survey will differ
aspects: greatly depending on the intended use of the
data.
1. Budget and Manpower Constraints
3. Equipment Availability
This consideration is intimately linked to the
intended use of the data. There is probably at Few road network agencies can afford to buy
least an order of magnitude difference and maintain their own network level
between the cost of a survey conducted with surveillance equipment. Most agencies
a response-type system and that of a survey contract out surveillance services to
conducted with a precision high speed specialists. However, within South Africa
profiling device. Budget constraints are there are a limited number of surveillance
therefore a primary consideration. vehicles. Coupled with this is the fact that the
surveillance of some networks can take
several months to complete.

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The availability of equipment is thus a 3.2. DEVICE SELECTION
practical consideration that should be taken
into account when planning a network level The different types of roughness measurement
survey. A first action would thus be to devices were discussed in Section 2. For network
determine what equipment will be available. level surveys, the decision would be to either use
This consideration is especially important if a response type device or a profiler. The
the survey is to be performed on an annual advantages of each of these device types were
basis. discussed in Sections 2.2 and 2.3. These
advantages and disadvantages should be
In Table 3.1, the basic survey types with their considered with the aspects noted in Table 3.1.
potential data uses and recommended devices
are summarized. This table also shows the
recommended levels of calibration or validation to
be considered for different survey types. These
levels are discussed in detail in Section 4 (for
response type devices), and in Section 5 (for
profilers).

Table 3-1 Network Level Planning Considerations

Frequency of Type of Validation and Calibration

Data Uses
Measurement Devices Requirements (Notes 1 and 2)
Once-off • Prioritization of • Response type • Level 1 Calibration (response type
assessment of maintenance and devices devices)
network rehabilitation • Class 1 and 2 • Level 1 Validation (profilers)
roughness Profilers
Three-to-five • Prioritization of • Response type • Level 2 Calibration (response type
yearly maintenance and devices devices)
assessment of rehabilitation • Class 1 and 2 • Level 2 Validation (profilers)
network • Monitoring of relative Profilers
roughness network deterioration
Annual or biennial • Prioritization of • Class 1 and 2 • Level 2 Validation (profilers)
assessment of maintenance and Profilers • Level 3 Validation (optional) at
network rehabilitation contract start or when device type
roughness • Monitoring of is changed (Note 3)
absolute network
deterioration
• Inputs into planning
models
Note 1: Levels of calibration for response type devices are defined and discussed in Section 4.
Levels of validation for profilers are discussed in Section 5.
Note 2: In all cases, operational checks and controls as defined in Section 4 (for response type
devices) and Section 5 (for profilers) should be strictly implemented.
Note 3: Level 3 validation requires specialist analysis of profile data, and is recommended only
where the highest level of precision is needed (for annual surveys, and to be performed
at the contract start or when there is a change in device type or major maintenance on
the equipment).

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• Other aspects
3.3. SPECIFICATIONS
Guidelines for the specification of each of these
Once the survey objectives, survey frequency aspects are provided in the following paragraphs.
and device type have been decided on, the It should be noted that these paragraphs are not
practical aspects of the survey planning can intended to constitute an actual specification.
commence. Foremost of these is the compilation Network managers should use the guidelines to
of contract specifications, which would lay down ensure that all relevant aspects are covered by
criteria for the quality and acceptance of the their specifications, and that the specification
survey. details are appropriate for the defined survey
To optimize measurement consistency, a network objectives.
surveillance contract period should preferably
cover several years. It is not advisable to appoint Equipment Specification
a different contractor and/or device type each The equipment specification should define the
time a survey is undertaken. It is thus important minimum requirements for equipment, and
that contract documentation be comprehensive should cover aspects such as instrument type,
and should cover all aspects to ensure high precision and recording intervals. Tables 3.2 and
quality data over several years of a contract. 3.3 provide a summary of key aspects to
A multi-year contract with a single contractor – as consider when defining equipment specifications.
opposed to a single year contract, or re-tendering It is vital that the equipment specification be
with each survey year – is thus strongly compatible with the survey type and objectives. It
recommended as it will justify the considerable is meaningless to specify a level of precision that
effort needed to compile comprehensive is not achievable with available equipment.
specifications and to perform adequate
calibration or validation. It also provides an Calibration or Validation
incentive for the contractor to implement long
term quality improvement plans and incorporate This part of the specification should deal with the
network specific experience into the survey procedures to be followed for component
process. calibration, system calibration (in the case of
response type devices) or system validation
The specifications for roughness surveys should (profilers). Component calibration deals with the
cover the following aspects: calibration of individual components of the
• Equipment specification system (e.g. lasers or accelerometers or distance
measuring transducers). System calibration or
• Calibration or validation validation deals with the checks to ensure the
• Measurement control accuracy of the measurement system as a whole.

• Survey procedures
• Contract quality plan
• Reporting and data reporting format

Table 3-2 Equipment Specification Considerations for Roughness Survey Equipment

Example Specification for
Importance or
Parameter Sensor
Relevance Data Acquisition System
Equipment
Equipment Type Inertial Profiler Not Applicable
Required (some Measurement Speed 80 km/h Not Applicable
parameters may Resolution 0,05 mm 16 Bit
not apply to Longitudinal Sample Interval 50 mm 10 milliseconds
response type Measuring Range 200 mm > 200 mm
devices) Repeatability 0.1 mm ±1 Least Significant Bit (LSB)
Operating Temperature Range 0°C to 50°C 0°C to 50°C
Optional if high Frequency Response DC: -16 kHz Greater than sensor output
level control is Long Term Drift < 0,3 per cent < 0,003% ±1 LSB
exercised during
Anti-alias filters with cut-off
validation or
Filtering Not Applicable wavelength of twice the
calibration
sampling interval.
procedures

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Table 3-3 Equipment Specification Considerations for Global Positioning Systems
Parameter Example Specification
Differentially Corrected Global Positioning System
Equipment Type
(DGPS)
Resolution (Static) 1 m (horizontal and vertical)
Sample Interval 10 Hz
Repeatability (Static) 5 m (horizontal and vertical)
Operating Temperature Range 0°C to 50°C

Component calibration should specify the System validation for profiling devices should be
requirements for calibration of system performed to ensure that the measurement
components, and should address the following methodology (which includes device operation,
issues: data acquisition, operation and output) will
provide roughness data in the correct format, and
• Where relevant, the specifications may to the specified quality and consistency. Aspects
require that the contractor produce to be covered in the specifications for system
calibration certificates that are current, and validation include the following:
that are preferably issued by an accredited
body. • Pre-validation report: before validation
procedures start, the contactor must provide
• If components are to be recalibrated during a report to ensure that calibration
the course of the contract, the rules or requirements are met and that the equipment
conditions of recalibration should be specifications are met.
specified.
• Aspects to be considered as part of the
• The components for which proof of validation should be clearly specified. These
calibration is required should be clearly should include roughness data, GPS
specified. equipment, distance measurement, etc.
System calibration for response type devices Details of these requirements are provided in
should be performed to ensure that the Sections 4 and 5.
measurement device as well as the data
• Personnel: for profiling surveys, the training
acquisition system are working properly, and to
and experience of the operator can have a
adjust the device output so that it is adequately
significant influence on the roughness
correlated to known values over a range of
results. Validations should ideally be
roughness values. Aspects to be covered in the
performed for each vehicle operator.
specifications for system calibration include the
following: • Multiple vehicles: the specifications should
specify validation procedures if the survey is
• The number and type of calibration sites
to use more than one vehicle.
should be specified. These sites should
preferably be located and measured (using a • Validation procedures should be specified in
Class 1 profiling device) by the network case of vehicle breakdown.
agency.
• Statistical methods for processing validation
• The length of the calibration sections should data should be clearly specified, and a
be specified (see Section 3.4 for details). processing algorithm or spreadsheet should
ideally be provided.
• The calibration methodology and criteria
should be specified (see Section 3.4 for • Acceptance criteria should be specified to
details). define the limits for a successful validation.
• Details of the calibration procedure, such as • The length of time over which a validation will
demarcation of sections, measurement be valid should be specified.
speeds, and data to be gathered should be
specified. • If the contractor is to compile a validation
report, then the reporting requirements
should be specified.

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It is important to note that the validation of Contract Quality Plan
profilers involves complex equipment and a
variety of road conditions. Specifications for The contractor should ideally submit a contract
equipment validation and control should allow for quality plan as part of the tender documentation.
the network manager to override or amend This plan should clearly define the procedures
certain requirements under special conditions. that will be followed to exercise quality control.
Guidelines for tolerance limits for validation are The specifications should define the
provided in Section 5. requirements for the quality plan, if such a plan is
required from the contractor. Items to be
addressed by the contract quality plan should
include:
Further Reading: Calibration • A description of survey equipment, including
Sections and Calibration Procedures data processing details, sampling intervals,
Guidelines for the selection of calibration anti-aliasing and other filters (only for
sections are provided in Section 3.4. profilers).
Guidelines for the calibration of response type • Software to be used and methods for
devices are provided in Section 4. validating software accuracy.
Guidelines for the validation of profilers are • The procedures and details of the training of
provided in Section 4. personnel to conduct the survey.
• Calibration procedures and examples of
Measurement Control quality control checklists to be completed on
a daily, weekly and monthly basis.
The specifications for measurement control
should include the checks and procedures to be • Contingency plans to cover data backup,
followed on a daily basis, as well as control equipment breakdown, etc.
procedures to be undertaken from time to time.
• Procedures and methods that will be followed
These control procedures will typically consist of
during the survey, including start and end
a periodic remeasure of calibration sections to
procedures on network segments.
ensure that the device is still calibrated and valid,
with no excessive drift in measurement. • Ongoing checks to ensure distance
measurement is accurate and valid.
Guidelines for control procedures, including daily
checks, are provided in Section 4 for response • Data reporting formats (to match
type devices and in Section 5 for profilers. specifications).

Survey Procedures • Control procedures to ensure accuracy of

data processing (e.g. averaging over
The specifications for survey procedures should subsections) and reporting.
cover aspects such as measurement speed and
speed tolerances, survey start and end Data Reporting Format
procedures, segment lengths and identification.
The specifications should also note when a The specifications should define the format in
survey over a section should be repeated (e.g. which the contractor should submit the data. The
when the vehicle is forced to stop, if adverse specifications should cover aspects such as:
environmental conditions are encountered, etc.). • File format (e.g. ASCII file, comma
The specifications for survey procedures may delimited).
also be included as part of the measurement • Averaging procedures and segment length
control specifications. Guidelines for survey for reporting (e.g. data averages over 100 m
procedures are provided in Section 4 for segments).
response type devices and in Section 5 for
profilers. • Required fields (columns), field length and
number of decimals required.
The required fields would depend on the survey
objectives but should include aspects such as
section name, start km, end km, GPS
coordinates, region, direction, survey date, IRI
(for one or more wheelpaths) and measurement
speed.

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Reporting Key aspects related to calibration sections are
the selection of the sections, profiling of the
The specifications should list all reports that will sections and processing of the calibration section
be required from the contractor at different stages profile data to facilitate calibration or validation.
of the contract period. Report types that can be Each of these three aspects is discussed in the
specified include: following paragraphs.
• Pre-validation reports
Selecting Calibration Sections
• Calibration and validation reports
Sections to be used for calibration should be
• Data summary reports selected according to the following guidelines
• Progress reports [Sayers et al., 1986]:

For each report type, the specifications should • Section lengths should be at least 200 m
state the submission deadlines, report formats, long, but should preferably be between 300
minimum requirements and general format. For and 500 m long. All sections should have the
calibration reports, it is important to ensure that same length.
vehicle configuration aspects (Section 6.1) be • The calibration sections should be selected
documented. Some of the aspects relating to the so that there is at least one section in each of
bulk roughness data and summary report are the roughness ranges shown in Table 3.4.
discussed in Section 6.3. The sites should also be selected so that
there are approximately an even proportion
Other Aspects of sections in each roughness range.
The data delivery time and deadlines for all other • Each calibration section should have a
deliverables should be specified. Where relatively uniform roughness over its length
applicable, bonus and penalty schemes can be as well as over the 50 m preceding the start
included. Most surveillance devices should be of the section.
able to provide the data in a processed format
immediately after, or within a short period after • The sections should preferably be on straight
measurement. It is recommended that delays (tangent) sections of road. The sections do
between the time of survey and data delivery be not need to be level, but there should be no
minimized to enable better monitoring of the significant change in grade within or before
measurement and processing tasks. the section.
The contract specifications should also address • The calibration sections should have different
other aspects which are part of the network surfacing types, representing the types of
agency’s directives and which may be affected by surfacing frequently found on the network.
the surveillance contract. These aspects include:
• Required standards for traffic management
and safety Important!
• Aspects related to occupational health and Since profiler components are calibrated in the
safety for operators and the public factory, these devices are never calibrated as
• Aspects related to environmental protection part of network survey operations, but only
validated (i.e. correct operation is validated in
For these aspects, it would often suffice to the field). Response type devices, on the other
specify a requirement for the contractor to adhere hand, are calibrated as part of the survey
to the relevant standards and codes of practice. process. For conciseness, however, the test
sections on which such validation and
calibration are performed will be referred to as
calibration sections in these guidelines.
3.4. CALIBRATION SECTION
REQUIREMENTS For practical reasons, it is also recommended
that the calibration sites be located relatively
The identification and survey of calibration close to the centre of operations, and that the
sections should be done before any surveying is sites selected sites are not subject to rapid
started on the network. Ideally, these sections deterioration. If a calibration site is rehabilitated,
should be selected and profiled by the network another site with a similar roughness range
agency, or by a contractor other than the one should be selected and profiled.
responsible for the actual survey.

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Table 3-4 Roughness Ranges for • The IRI should be calculated for every 100 m
Calibration Section Selections segment of each measurement run over
IRI Range each wheelpath.
1,0 to 3,0
• The reference IRI for each wheelpath of the
3,0 to 4,5
calibration section should be calculated as
4,5 to 6,0
the mean of the four runs.
6,0 to 8,0
8,0 to 16,0 As a rough guideline, reference profiles can be
considered acceptable if the variation in the IRI
Profiling Calibration Sections and over each 100 m is less than 3 per cent or 0,2 IRI
Determining the Reference IRI (whichever is greater). These criteria can be
relaxed if special conditions prevail (like localized
The reference device used to measure the profile distress).
of calibration sections should be able to match
the criteria of a Class 1 device, as specified in
ASTM E1365-95. This ASTM standard also
defines the longitudinal sampling distance and Further Reading: Determining the
vertical resolution of the device. The Precision Reference IRI
Rod and Level, DipstickTM and ARRB Walking
ASTM Standard E1364-95 describes a standard
Profiler devices (discussed in Section 2.4) are
test method for the measurement of profiles to
capable of meeting these criteria.
determine the IRI using precision rod and level
The following procedure is recommended for the equipment. ProVal public domain software can
measurement of reference profiles and IRI values be used to calculate the IRI and related
on calibration sections: parameters from a measured profile. The
software can be downloaded from the following
• Each wheel path of each calibration section site:
should be profiled four times, consisting of
two runs in which the device returns along http://www.roadprofile.com
the same wheel path to form a closed return
loop.
• The reference profiles should be stored and
the IRI values calculated according to the
calculation defined by ASTM E1926-98,
which can be achieved using the public
domain Road Ruf software.

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Checklist for Planning a Network Level Survey

Item Control or Decision Aspect Guidelines in
1 Define budget and manpower constraints

2 Define survey objectives and type or frequency of testing (Table 3.1)

Section 3.1
3 Obtain typical costs for surveying with recommended device types

4 Determine equipment availability

5 Decide on equipment type Section 3.2

6 Determine contract period and compile project specifications

7 Compile specifications for equipment

8 Compile specifications for calibration and validation

9 Compile specifications for measurement control

Section 3.3
10 Compile specifications for survey procedures

11 Compile specifications for the contract quality plan

12 Compile specifications for the data reporting format

13 Compile specifications for reporting

14 Identify calibration sections

15 Obtain reference profile on calibration sections Section 3.4

16 Process calibration section reference profiles as needed

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4. CALIBRATION AND CONTROL TESTING FOR RESPONSE TYPE

DEVICES
Since response type devices do not measure the • Raw data for each calibration section, in
actual road profile, the IRI cannot be calculated electronic and hardcopy format, in
directly. Instead, the output of these devices is Appendices.
calibrated or adjusted to enable a relatively
accurate assessment of the IRI to be made. This Appendix B shows an example of summary
section deals primarily with the process for sheets for calibration of a response type device in
calibrating response type devices at the start of which the calibration does not satisfy the criteria
the network survey process, and also discusses in Table 4.1.
measurement control procedures to be It is critical that the network manager accompany
performed during the survey period. the contractor during the calibration testing, and
It should be noted that a network manager can note down values observed during repeat runs,
participate or control the calibration process, or as well as details of the vehicle configuration
can simply request that a calibration report be (e.g. driver used, number of occupants, tyre
handed in before the measurement device is details, etc). Basic elements of the vehicle
approved for use on the network. In the latter configuration should be checked and controlled
case, it is important for network managers to during the survey. These aspects are discussed
understand the key aspects related to calibration, in more detail in Section 6.
and the preferred format of a calibration report.
These aspects are covered in the paragraphs 4.2. VALIDATION OF POSITIONING
that follow. EQUIPMENT
4.1. CALIBRATION REQUIREMENTS Validation of the distance measurement and
location referencing equipment involves checking
Guidelines for the location of calibration sites of the odometer and Global Positioning System
were provided in Section 3.4. Tables 4.1 and 4.2 (GPS). For the validation of the GPS, the
shows guidelines for setting requirements for the following criteria are recommended:
calibration procedure.
As shown in Table 4.2, the calibration procedure GPS Validation
requires a number of repeat measurements on The GPS should be validated by comparing
each calibration section. Measurements should coordinates at several benchmark locations set
be made at the designated measurement speed, out and maintained by a registered surveyor or
which should be 80 km/h for IRI measurement, surveying authority. It is recommended that this
unless special circumstances dictate another check be carried out at five to ten benchmark
measurement speed. locations.
It is recommended that the criteria shown in GPS benchmark locations should be roughly
Table 4.2 be used as a guideline for accepting or 1 km apart, and the dynamic accuracy of the
rejecting a calibration for a response type device. GPS should be checked by completing several
The contractor should compile a calibration report survey loops through the benchmark positions.
in which the details of the calibration are clearly These checks should preferably also be
defined. The calibration report should show the performed over more than one day, and at
following: different times of the day.
• Details of calibration sections used. The ability of the GPS inertial system to
compensate for a loss in the GPS signal should
• Table showing average device count or
preferably be demonstrated by the contactor.
measure for each run over each section, with
the average and standard variation for of all The GPS coordinates should be within 5 m of the
runs over each section, versus the reference vertical and horizontal benchmark values, and for
IRI. repeat dynamic measurements this accuracy
should be achievable 90 per cent of the time.
• Evaluation summary sheet, showing
compliance to the criterion shown in row 3 of
Table 4.2 (repeatability per calibration
section).
• Regression summary sheet showing
compliance to regression criteria as shown in
rows 4 and 5 of Table 4.1.

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Table 4-1 Guidelines for Calibration Acceptance Criteria
Recommended Criteria for Application Type :
Parameter
Lower Reliability Higher Reliability
Scatter plot showing IRI (Y- Examine scatter plot and ensure that the relationship is linear,
axis) versus measured and that the data range covers the range of expected IRI
parameter values on the network.
Coefficient of determination
Greater than 0,950 Greater than 0,975
(R2) for regression (Note 1)
Standard error for regression 0,45 0,35
Note 1: The regression refers to a simple regression analysis. For this regression, the dependent (Y)
parameter is the reference IRI over each 100 m of the calibration section. The independent (X)
parameter is the measured parameter over each 100 m segment, and for each repeat. Thus, there
should be one data point for each repeat measurement on each 100 m segment of each calibration
section.
Table 4-2 Calibration Requirements for Response Type Devices
Recommended Requirements for Application
Parameter Type (Note 1)
Lower Reliability Higher Reliability
Number of sites for each relevant
2 3
roughness range (Note 2)
Minimum site length 200 m 200 m
Repeat runs per site 4 5
Note 1: Use the requirements for a lower reliability assessment if the objective of the survey is a once-
off estimation of roughness to prioritize maintenance and rehabilitation work. Use the higher reliability
requirements if the objective of the survey is to determine a relative indication of network deterioration
over a period of time (See Section 3.1 for details).
Note 2: Relevant roughness range denotes the ranges shown in Table 3.4. The ranges to be covered
include only those ranges which may be encountered on the network to be surveyed.

For each measurement speed, three runs should

be made. The reading of the distance
Distance Measuring System Validation
measurement device should be recorded at each
The validation of the distance measuring system run. The output at each run should be within
should be checked on calibration sections that roughly 1 per cent of the benchmark value.
are located on a tangent section of road and are
at least 1 km long. The length of the section
should be measured beforehand using a high
precision instrument.
The validation consists of driving the vehicle over Further Reading: Response Type
the section at a specific speed. At the start of the Devices and IRI
section the distance measurement device is Definitions of response type devices and of
initiated and at the end of the section it is stopped the IRI are provided in Sections 1.3 and 1.4.
again. The measured distance is then checked The operational concepts of response type
against the benchmark values. A run-in distance devices are discussed in Section 2.2.
of at least 150 m should be used to bring the Guidelines for the selection of calibration
vehicle up to speed before the start of the sections and measurement of the IRI on
section. calibration sections are provided in Section
The distance validation should be performed at 3.4.
different measurement speeds. It is
recommended that at least three different speeds
be used, which should include the specified
surveying speed (e.g. 60, 80 and 100 km/h).

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4.3. CONTROL TESTING However, if an obvious defect is not found, then

the device needs to be recalibrated and any data
Control testing should be performed from time to collected since the last successful control test
time during the survey to ensure that the should be discarded and remeasured. Under no
calibration is still relevant for the device. Control circumstances should control test data be used to
testing is specifically used to determine if there is adjust the calibration equation for the device.
a gradual shift in the measurements taken by the
device, or if the repeatability of the device has It should be obvious that the cost and time
changed. implications of a failed control test are severe.
For this reason, control testing should be carried
Control testing can be performed on the out as frequently as possible within the
calibration sections, or special control sections constraints of the network and the survey budget.
can be identified in different areas within the
network. For the control tests, the reference IRI is The frequency of testing is basically a
not needed, since the control check is performed compromise between the cost of control testing
against the raw measurement of the response (which not only delays the survey, but requires
type device (typically counts per km or metre). additional time and travel), and the risk of
remeasuring all data collected since the last
In either case, it is important that the reference control test.
values for control sections be determined as
soon as possible after calibration, and that the As a rough guideline, control testing can be
control sections be representative of smooth and requested at five stages (equally spaced in terms
rough pavements (relative to the overall range of of length surveyed) during the survey process.
roughness expected on the network). There
should thus be at least two control sections, but
more if possible.
Important!
Control testing should be performed on a regular
The calibration of a response type device is
basis as part of the survey process (discussed in
valid only for the vehicle configuration used
more detail below). If calibration sections are not
during calibration. Thus, all vehicle parameters
used for control testing, then control sections can
that may impact on vehicle response should be
be identified at various locations within the
noted down and should be checked when the
network, which will minimize the travel time to
calibration report is completed. The vehicle
control sections.
parameters that influence the measurement are
Control sections should be at least 400 m in discussed in more detail in Section 6.1.
length, and preferably more than 800 m. The
Acceptance criteria for calibration of response
general requirements for calibration sections, as
type devices should not be enforced too rigidly.
discussed in Section 3.4, should be taken into
It is important that the network manager be
account when identifying control sites.
involved in the calibration process to assess
The values measured for the control sections when special circumstances prevail; which may
after calibration should be used as reference require a slight relaxation of the calibration
values for future testing. For each control section, criteria. The contract specifications should
the IRI values should be determined over each therefore make provision to allow certain
100 m segment. These IRI values will then be requirements to be overridden by the client
used as control values. where needed.
Control testing performed during the survey
should consist of a once-off remeasure of the IRI
over each 100 m segment, and each 100 m IRI
value should then be compared with the control
IRI values. Each 100 m, IRI values should be
within a specified percentage of the reference
values on each control site. A maximum deviation
of 5 to 10 per cent (using the reference values as
a basis) can be considered as a guideline for
control testing.
If control testing performed during the survey
shows that the measured values had drifted by
more than the specified percentage, then the
measurement device should be checked for
obvious defects. If a defect is found and
corrected, and the control testing is acceptable,
then the survey can proceed.
Calibration and Control Testing for Response Type Devices
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Summary of Concepts: Section 4

• Response type devices do not measure the road profile directly. Because of this, the
device output needs to be correlated to the known IRI values on several sections. The
correlation is used to determine a calibration equation which can then be used to convert
the device outputs to IRI estimates.
• Calibration sections should be profiled before calibration starts, and using a Class 1
measurement device such as precision rod and level or a walking profiler. These
reference profiles should be stored together with their IRI values.
• The calibration of a response type device is only valid for a given vehicle configuration. If
key components like the shock absorbers, tyres, mass distribution and driver are
changed, the calibration should be redone.
• Table 4.1 provides guidelines for the number of calibration sites that should be used to
calibrate response type devices, length of sites, etc.
• Table 4.2 provides guidelines on the criteria that can be used to determine if the
correlation between the device output and the benchmark IRI value is acceptable.
• When the calibration is completed, a calibration report should be completed by the
contractor. The report should include details of calibration sections, device outputs for
each repeat run, summary sheet showing compliance to the calibration criteria, and raw
data for each calibration section.
• It is critical that the network manager accompany the contractor during the calibration
testing, and note down details of the test procedure, measured values, condition of
measurement, etc. This information should be used to check the contractor’s calibration
report.
• Correct and accurate operation of the distance measurement equipment should be
validated as part of the calibration process. This validation includes checking of the GPS
system and odometer outputs.
• During the network survey process, control tests should be performed from time to time to
ensure that the calibration equation is still valid for the device.
• During control testing, the measured outputs of the device are compared to benchmark
outputs determined during or directly after calibration is completed, and before the survey
starts. Control tests are used to determine if there is a gradual shift in the device output or
if the repeatability of the device has changed.
• Control tests can be performed on the calibration sections, or on special control sections
located across the network. In the latter case, reference average rectified slope (ARS)
values should be obtained for control sections as soon as possible after calibration is
complete.
• If a control test shows that the device output or its repeatability has changed significantly,
then any survey data measured between the time of the last control test and the current
test should be discarded and re-measured. For this reason control tests should be
performed on regular intervals as part of the survey process.

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5. VALIDATION AND CONTROL TESTING FOR PROFILERS

The objective of profiler validation is to determine Since validation is a time consuming and costly
if all of the components in the profiler system exercise, it is important to determine the level of
work correctly and to validate that all individual certainty and precision required from the
components are correctly calibrated. It is roughness data. As explained in Section 3.1, the
important to understand that the objective of highest level of precision is needed for an annual
profiler validation is not to adjust the profiler survey in which network deterioration needs to be
outputs to match a predetermined benchmark. A assessed and for which the outputs will drive
profiler is either accurate and calibrated (i.e. the planning models. On the other hand, a biennial
profiler is “valid”) or it is not. If it is not, the profiler survey which is used mainly to prioritize
should be fixed by the manufacturer. maintenance and rehabilitation and to assess
relative network deterioration perhaps requires a
Another objective of profiler validation is to
lower level of precision.
confirm that the measurement approach adopted
by the contractor can provide consistent results in Another aspect which impacts on the design of a
the required format. Validation is therefore validation exercise is the experience which a
carried out for a specific operator and client has with a specific device or contractor on
measurement protocol adopted by the contractor. a network. If a validation had been done
previously for a specific device and contractor
(say within the last year), then the validation
requirements can be relaxed considerably.
Important! However, even in such cases efforts should be
The measurement of a surface profile is a made to ensure that the equipment is unchanged
complex process which is impacted on by and that the earlier validation is still applicable.
many variables. Calibration of a profiler using Guidelines for determining validation
comparison to a processed output (such as requirements are shown in Table 5.1. These
IRI) should not be attempted under any requirements are intended for validation at the
circumstances. start of a contract, and for devices and
contractors that have been used before in the
In the following subsections, guidelines are network region.
provided for the validation and control testing of
profilers. It should be noted these guidelines are When a new device type or a new contractor is
not specifications, and that the specific being used on the network for the first time, then
requirements should be determined on the basis a higher level validation in which a detailed
of the survey objectives, which should spectral analysis of the profile wavelengths is
incorporate an assessment of available performed can be considered. Such validation,
resources and required precision. however, requires specialist tools and experience
and is not covered by these guidelines.

5.1. VALIDATION REQUIREMENTS 5.2. VALIDATION CRITERIA

If the specifications require a pre-validation
report, then the first step in the validation process A profiler can be accepted as being valid if the
should be to obtain a pre-validation report from measured IRI values over different parts of each
the contractor. The pre-validation report should validation section have acceptable levels of bias
contain calibration certificates for the main (i.e. if the error between the reference and
components including the GPS and any other measured IRI is acceptable) and precision (i.e. if
reference devices used. Validation should only the variation amongst repeated measurements is
commence once the network manager is satisfied acceptable). These two aspects should be
that the device calibration is up to date and that validated over different speeds. Guidelines for
the device is capable of the required accuracy. setting validation criteria for profilers are shown in
Table 5.2.

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Table 5-1 Validation Requirements for Profilers

Recommended Requirements for Application Type (Note 1):

Parameter
Lower Reliability Higher Reliability
Number of sites for each
relevant roughness range 1 (minimum of 3 sites) 2 (minimum of 5 sites)
(Note 2)
Minimum site length 200 m 200 m
6 (3 runs each at 60 and 80 9 (3 runs each at 40, 60, 80
Repeat runs per site
and 100 km/hr) and 90 km/hr)
Repeated measurements
2 repeats within a day of each 2 repeats within a day of each
(i.e. repeat of all runs) per
other on 2 selected sites other on 4 sites
site
Validate filtering of long
1 site of 1 km length 2 sites of 1 km length
wavelengths
Note 1: Use the requirements for a lower precision assessment if the objective of the survey is
conducted every two years or more to prioritize maintenance and rehabilitation work. Use the
higher precision requirements if the objective of the survey is to determine an absolute indication
of network deterioration on an annual or biannual basis (See Section 3.1 for details).
Note 2: Relevant roughness range denotes the ranges shown in Table 6. The sections need
only cover those ranges which may be encountered on the network to be surveyed.

Table 5-2 Guidelines for Validation Acceptance Criteria

Suggested
Check For Parameter Acceptance Scope of Calculations
Criterion
Absolute difference 80% of
Check for each 100 m segment
Error of IRI over between measured and values to be
at each speed and on each
100 m segments benchmark IRI over 100 less than
validation section.
m for each repeat run 8%
Bias and R2 of linear regression > 0,95 Check for the combined
Variability in Standard Error of Linear validation data set which
< 0,3
measured IRI Regression includes all repeat runs and all
over 100 m Slope of linear Between 0,9 measurement speeds. In this
segments regression and 1,1 data set, each data point
(all parameters Intercept of linear Between represents a pair of measured
are calculated regression -0,1 and 0,1 (X-axis) and benchmark (Y-axis)
from a linear 95% Confidence interval values over a 100 m segment of
regression Should each calibration section. There
of Slope of linear
between average bracket 1,0 should be a data point for each
regression
100 m IRI from 100 m segment of each
repeat runs and 95% Confidence interval calibration section and for each
Should
benchmark 100 of intercept of linear measurement speed and repeat
bracket 0,0
m IRI values) regression run.
Difference in mean 100
Bias in measured
m IRI value from repeat Check for each speed and on
IRI over 100 m <3%
runs measured on individual validation sections
segments
different days

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As shown in Table 5.1, the repeatability and bias
of the profiler can be validated through the
following checks and approaches: Important!
• Checks should be run on the variability of The configuration of the vehicle, including the
measurements between different repeat operators, should be noted as part of the
runs. This can be done by evaluating the validation. The validation exercise should also
coefficient of variation of the measured IRI at be used to demonstrate the capability of the
each 100 m subsection for different repeat vehicle and operator to perform the necessary
runs. operational control checks, as discussed in
Section 6.2.
• Checks should be run on the level of
correlation between the average measured The validation criteria should not be too rigidly
IRI and the benchmark IRI for each 100 m enforced. For specific validation sections,
segment within each individual validation special circumstances such as localized
section. A normal linear regression can be distress or high texture combined with low
used and limits can be set on the confidence roughness may require special considerations.
limits for the regression equation slope and The network manager should participate in the
intercept. Limits can also be set on the validation process and should be able to relax
coefficient of determination (R2). These validation criteria if needed. However, at all
checks should be performed for all validation times there should be a high level of
sections and at all measurement speeds. confidence in the ability of the profiler to meet
general required levels for repeatability and
• Checks should be run on the level of accuracy.
correlation between the average measured
IRI and the benchmark IRI for each 100 m
segment over all validation sections. A 5.3. VALIDATION OF POSITIONING
normal linear regression can be used and
limits can be set on the confidence limits for
EQUIPMENT
the regression equation slope and intercept. The validation of the distance measurement and
Limits can also be set on the coefficient of location referencing equipment involves checking
determination (R2). These checks should be of the odometer and Global Positioning System
performed for all validation sections and at all (GPS). For the validation of the GPS, the
measurement speeds. following criteria are recommended:
• Absolute limits (in units of the IRI) can be set
on the errors between the measured and GPS Validation
benchmark IRI values. These errors can then The GPS is validated by comparing coordinates
be monitored for each 100 m segment of at several benchmark locations set out and
each validation section. The limits should be maintained by a registered surveyor or surveying
achieved in each repeat run and for all authority. It is recommended that this check be
measurement speeds. carried out at five to ten benchmark locations.
• The mean IRI for each 100 m, recorded over GPS benchmark locations should be roughly
several repeat runs, as recorded on a 1 km apart, and the dynamic accuracy of the
specific day should be checked against the GPS should be checked by completing several
mean IRI for each 100 m recorded on survey loops through the benchmark positions.
another day. These checks should preferably also be
performed over more than one day, and at
different times of the day.
Further Reading: Example The ability of the GPS inertial system to
Validation Calculations compensate for a loss in the GPS signal should
preferably be demonstrated by the contactor.
Appendix C shows some calculations for the
validation of profiler data for a specific The GPS coordinates should be within 5 m of the
validation section and a specific vertical and horizontal benchmark values, and for
measurement speed. It should be noted that repeat dynamic measurements this accuracy
the actual validation should include similar should be achievable 90 per cent of the time.
checks on all validation sections and at all
measurement speeds.

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Distance Measuring System Validation Control testing should be performed on a regular
basis as part of the survey process (discussed in
The validation of the distance measuring system more detail below). If control testing performed
should be checked on calibration sections that during the survey shows that the measured
are located on a tangent section of road and that values are no longer within the specified limits,
are at least 1 km long. The length of the section then any data collected since the last successful
should be measured beforehand using a high control test should be discarded and remeasured.
precision instrument. Under no circumstances should control test data
The validation consists of driving the vehicle over be used to adjust or calibrate the profiler outputs.
the section at a specific speed. At the start of the It should be obvious that the cost and time
section the distance measurement device is implications of a failed control test are severe.
initiated and at the end of the section it is stopped For this reason, control testing should be carried
again. The measured distance is then checked out as frequently as possible within the
against the benchmark values. A run-in distance constraints of the network and the survey budget.
of at least 150 m should be used to bring the
vehicle up to speed before the start of the The frequency of testing is basically a
section. compromise between the cost of control testing
(which not only delays the survey, but requires
The distance validation should be performed at additional time and travel), and the risk of
different measurement speeds. It is remeasuring all data collected since the last
recommended that at least three different speeds control test.
be used, which should include the specified
surveying speed (e.g. 60, 80 and 100 km/h). As a rough guideline, control testing can be
requested on a monthly basis or at five stages
For each measurement speed, three runs should (equally spaced in terms of length surveyed)
be made. The reading of the distance during the survey process.
measurement device should be recorded at each
run. The output at each run should be roughly
within 1 per cent of the benchmark value.
Further Reading: Validation
5.4. CONTROL TESTING through Spectral Analysis
Control testing should be performed from time to Appendix A contains a basic outline of
time during the survey to ensure that the profiler Spectral Analysis of Profiles. For another
output is still valid and that the accuracy and basic outline, the Little Book of Profiling
precision of the device is still within specification. [Sayers and Karamihas, 1998] can be
consulted. For more information on the use
It is recommended that control testing be of Spectral Analysis for profiler validation,
performed on the validation sections, and that the the following references can be consulted:
same criteria as used for validation (Table 5.1),
be used for control testing. However, control • Prem (1998a) and Prem (1998b)
testing need not be performed on all validation
• Robertson (1998)
sections, and normally control testing on two or
three sites would suffice. • Cenek and Fong (1998)
For full reference details on the above noted
documentation, consult the reference list in
Section 7.

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Summary of Concepts: Section 5

• Profiler validation is performed to ensure that all components of a profiler are working
properly, and that the measured profile is of the specified precision and accuracy. Profiler
validation is not used to adjust or calibrate profiler output, but to check that the profiler meets
specifications. If the profiler does not meet specifications, the device needs to be repaired by
the manufacturer.
• During validation, the output of a profiler is compared to the known profiles and IRI values on
several validation sections. These sections need to be profiled beforehand using a Class 1
measurement device (typically an ARRB Walking Profiler or Face DipstickTM). The
benchmark IRI values are then calculated for each validation section using the standard
methodology.
• Table 5.1 provides guidelines for validation requirements (number of sites, site length,
required repeat runs, etc.).
• Table 5.1 provides guidelines for determining whether a profiler has been successfully
validated or not. The guideline criteria include several parameters which jointly or individually
assess the repeatability and accuracy of the profiler.
• Validation criteria include checks on the variation between outputs from repeat runs. Different
measurement speeds should be assessed, and several repeat runs should be performed at
each speed.
• Checks should be run on the correlation between the IRI measured with the profiler and the
benchmark IRI values. The errors between IRI values should be evaluated over 100 m
segments for each run and each measurement speed.
• Appendix C shows calculations for the validation of profiler data for a specific validation
section and a specific measurement speed.
• Correct and accurate operation of the distance measurement equipment should be validated
as part of the validation process. This validation includes checking of the GPS system and
odometer outputs.
• Control tests should be performed at frequent intervals during the survey to confirm whether
the profiler measurements are still valid. Control testing is typically performed on validation
sections for which the profile and IRI is precisely known.

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6. OPERATIONAL AND QUALITY CONTROL PROCEDURES

This section of the guidelines deals with the daily
checks and procedures that need to be carried
out during the course of a roughness survey. It Further Reading: Guidelines for
should be noted that, while the guidelines cover Contactors and Device Operators
the basic operational aspects and their influence
on measurement, the guidelines are intended A detailed outline of operational procedures
mainly for network managers, and not for can be found in World Bank Technical Paper
contractors. 46 [Sayers et al, 1986]. Although this
document is now somewhat outdated, it
The network manager is not responsible for contains detailed discussions of device
performing daily checks or following of proper operation and the control thereof during
operational procedures. However, a proper surveys. The reference is especially useful for
understanding of the elements that influence operators of response type devices.
measurement and of the procedures that a
contractor should perform each day, will allow a ASTM Standard E1082-90 discusses a
network manager to exercise better control over standard test method for measurement of
the measurement process. The guidelines in this roughness using a response type device. The
section thus focus on how operational standard covers aspects such as preparation
procedures can be controlled. before testing, and elements that have an
impact on measurement. The standard also
The operators of measurement devices should – specifies a format for output of data and for
in addition to the elements covered in this section the summary report.
– have an in-depth understanding of the influence
of all operational elements on the measurement For profilers, a more updated reference on
process. Detailed guidelines for device operators operational procedures is NCHRP Research
can be found in Sayers et al. (1986), and in Digest Number 244 (1999). This reference
NCHRP Research Digest 244 (1999). Additional discusses all operational aspects relating to
information can be obtained in the relevant profilers with the influence of some
standards for specific device types. parameters on IRI values.
ASTM standard E950-98 covers a standard
test method for the measurement of a
longitudinal profile using an inertial profiler.
6.1. OPERATIONAL PROCEDURES The standard covers system checks before
FOR RESPONSE TYPE DEVICES measurement, lead in distances before
section start and data evaluation for
Response type devices directly measure the
correctness. The format of the output report is
response of the vehicle suspension to the
also discussed.
travelled profile (as discussed in Section 2.2). For
this reason, the characteristics of the vehicle, and • Vehicle Loading: an increase in vehicle
specifically the tyres and suspension are critical weight typically results in an increase in
to the accuracy and repeatability of the measured roughness. Care should therefore
measurements. be exercised to ensure that the loading
Some of these elements, such as shock absorber configuration (number of occupants, cargo
selection and installation of the measurement load and load distribution) is approximately
device in the vehicle, are not within the control of the same as that which was used during
the network manager, but are implicitly controlled calibration. Since the amount of fuel in the
by ensuring that the device calibration meets a vehicle also impacts on loading, a minimum
minimum specification (as suggested in Table fuel content should be maintained (one third
4.2). Apart from these elements, there are tank is suggested).
several operational aspects that should be • Tyre Pressure: roughness increases with
checked on a daily basis, and which may impact increasing tyre pressure, and the tyre
significantly on measurements taken with pressure should therefore be checked every
response type devices. These are [Sayers et al., morning before the vehicle is started.
1986]:
• Linkages: all mechanical linkages should be
inspected on a daily basis. If some linkages
are loose, then the measured roughness may
be inaccurate.

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• Tyre Imbalance and Out-of-Roundness: high 6.2. OPERATIONAL PROCEDURES
quality tyres should be used, and damaged
or worn tyres should be replaced. Control FOR PROFILERS
testing, as discussed in Section 4.3, should Before profiling operations start each day, system
be performed whenever tyres are changed or checks should be performed to ensure all inertial
balanced. and distance measurement components are
• Temperature Effects: the damping working correctly. The checks should also
characteristics of the vehicle suspension monitor vehicle parameters such as tyres.
have the greatest effect on roughness As part of the Quality Control Plan (Section 3.3),
measurement. Damping characteristics of the the contractor should submit a detailed checklist
suspension are temperature sensitive, which should outline daily checks that will be
especially when the operating temperature is performed. The contractor’s checklist will depend
below roughly 5°C. Since the suspension on the vehicle type and the recommendations
heats up when the vehicle is travelling, from the manufacturer. However, as a minimum,
temperature effects can be minimized by inertial profilers should be subjected to the
ensuring that adequate warm-up time is following daily checks [NCHRP Research Digest
allowed before measurements start each 244, 1999]:
day. Typically, a warm-up time of 10 to 30
minutes is needed, with the longer time being • Warm-Up Time: adequate time should be
applicable for colder operating temperatures. allowed for all electronic components to
warm up before measurement starts. For the
• Water and Dirt Contamination: If the vehicle profile measurement components, the
was calibrated in dry conditions, then manufacturer’s recommended warm-up time
measurements taken during heavy rain or should be used. The vehicle should be driven
when the road is very wet may be inaccurate. for 10 to 30 minutes (longer when operating
Care should thus be taken to ensure temperatures are low), to allow the tyres to
measurement conditions approximate those warm up.
of the calibration. The tyres should also be
checked periodically during the day to ensure • Check Electronic Components: the
they are free of mud, snow or ice. measurement components should be
checked to ensure cleanliness and correct
• Automatic Speed Control: To ensure that the configuration. Specifically, height sensors
survey vehicle maintains a constant speed should be wiped clean (this may also be
throughout, it must be fitted with a cruise necessary several times during the day). If
control. In addition to reducing speed height sensors are covered when not in
variations, this will substantially affect the operation, the covers should be removed.
ease with which the measurements can be
done. • Output and Data Collection: the profile output
display should be checked (preferably in
As part of the Quality Plan (see Section 3.3), the graphical format) to ensure the system is
contractor should submit a checklist of items working correctly. Manufacturer’s warm-up
which should be completed and signed off each times should be adhered to.
morning by the operator. This checklist should at
least contain checks on all of the elements noted • Bounce Test: this test is performed with the
above, with additional vehicle-specific elements profiler stationary on a flat surface. An up-
as needed. down and sideways rocking motion is
induced in the vehicle while the resulting
Obviously, the network manager cannot ensure “profile” is recorded. The measured profile
that all of the checks are rigorously performed should be flat (within 1 per cent of the
each day. However, as a minimum form of bounce amplitude).
control over operating procedures, spot checks
should be performed from time to time. These
checks should be performed randomly on a
weekly or two-weekly basis. During each check,
the contractor should be asked to stop the
vehicle and a control check should be performed
by the network manager. Table 6.1 provides
guidelines for items to monitor during random
control checks on response type devices.

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Table 6-1 Checklist for Operational Control Checks on Response Type Devices
Control or Decision Aspect
1. Check vehicle to ensure it is the same as used in the calibration exercise.
2. Ensure that the driver is the same as the one who conducted the calibration exercise.
3. Request and inspect the daily checklist. Ensure it meets the Quality Control plan format.
4. Check the number of occupants and cargo configuration to ensure it matches the calibration setup.
5. Check the fuel gauge and ensure that the minimum fuel level is maintained.
Check the type of tyres and ensure there is not excessive wear or damage. Confirm the
6.
correspondence to the calibration setup.
Check the type and condition of the shock absorbers and confirm correspondence to the calibration
7.
setup.
8. Check all linkages on the roughness measurement equipment (measurement device and odometer).
9. Confirm the correct operation of the GPS.

• Height Sensor Accuracy Check: this check • GPS latitude, longitude and height;
involves the placement of a stepped block, of
which the height of each step is known • Km Position;
precisely, under the height measurement • Left and right wheelpath IRI, and
sensor. The height to the top of each step is
measured and the differences in height are • Measurement speed.
checked against the known heights. The contractor should also provide a definition
As with response type devices, the network sheet to define any codes or abbreviations used
manager cannot ensure that all of the checks are in the file and column naming. Details of the
rigorously performed each day. However, as a format in which the output will be provided should
minimum form of control over operating ideally be submitted with the contractor’s quality
procedures, spot checks should be performed control plan.
from time to time. These checks should be The specifications (see Section 3.3) should
performed randomly on a weekly or two-weekly stipulate the deadline for delivery of data files on
basis. During each check, the contractor should completion of the survey. It is important to
be asked to stop the vehicle and a control check minimize delays between the time of survey and
should be performed by the network manager. data analysis, in order for errors to be identified
Table 6.1 provides guidelines for items to monitor as soon as possible. Ideally, some data files
during random control checks on profilers. should be given to the network manager while
the survey is in progress, so that the data can be
6.3. DATA CAPTURE AND checked and any inconsistencies identified at an
early stage.
DOCUMENTING
The contractor should flag any data files or parts
The contract specifications should provide details thereof for which measurements are regarded as
on the format required for the captured unusual or in which excessive variations may
roughness data. As a minimum, the occur because of environmental effects.
specifications should state the format of the Operators should therefore be trained not only in
required files (e.g. Comma Delimited ASCII file, the vehicle operation aspects, but also in the
Spreadsheet format) and the required columns. interpretation of IRI and perceived roughness.
For roughness data, the required columns would Also, operators should be aware of the impact of
typically include at least the following: certain pavement and environmental parameters
• Operator name; on the precision of measurement, so that files
recorded under non-optimal conditions can be
• Section details (separate columns for Section clearly flagged for detailed analysis.
name, lane, direction, region, etc.);

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6.4. DATA CHECKING AND Appendix D shows some examples of trends for
such comparative plots, and provides guidelines
TROUBLESHOOTING for interpreting each situation. The visual
When the roughness data has been received, the interpretation of data shown in Appendix D can
network manager should perform some control be enhanced by a quantified comparison of the
checks on a few data files. The objective of these IRI values measured over segments in different
checks should be to ensure the measured years. This comparison could, for example,
roughness corresponds with basic engineering consist of a correlation between IRI values
judgement, and that the data are consistent with measured over segments in different years. The
that of earlier surveys. coefficient of determination (R2) can be used as
an indicator of the strength of the correlation.
For these control checks, the network manager
should select a few sections for which the If a data check reveals an inconsistency between
manager is familiar with the roughness properties the measured roughness and the pavement
(e.g. sections with poor riding quality or newly condition, or between the measured roughness
reconstructed sections with good riding quality). and the roughness of the previous year, then the
data file should first be checked for comments
The control check should look at the detailed from the operator regarding the pavement
plotted profile (over 10 or 100 m intervals, condition and measurement environment. These
depending on the reporting frequency) as well as aspects are discussed in the following section.
the segment averages for IRI. If surveys were
undertaken in preceding years, then the
roughness data can be graphically compared to
the data collected in previous years.
Table 6-2 Checklist for Operational Control Checks on Profilers
Control or Decision Aspect
1. Check the vehicle and ensure it is the same as used in the validation exercise.
2. Ensure that the driver is the same as the one who conducted the validation exercise.
3. Request and inspect the daily checklist. Ensure it meets the Quality Control plan format.
4. Inspect the vehicle and ensure that the height sensors are free of excessive dirt, mud, etc.
Request the operator(s) to perform a height check using a height calibration block. Check to ensure that
5. the measured heights are within limits and ensure that the operator is capable of performing the test
consistently.
Request the operator(s) to perform the bounce check. Check the output to ensure the measured profile is
6.
flat, and ensure that the operator is capable of performing the check consistently.
7. Confirm the correct operation of the GPS.

6.5. PAVEMENT AND ENVIRONMENTAL Pavement Related Influences

INFLUENCES The condition and type of the pavement surface
has an effect on the repeatability of
There are several parameters related to the measurements. This effect is to a large extent
pavement condition and the measurement caused by the transverse variation of distress
environment that can significantly affect within the wheelpaths, and by the inability of the
measured roughness. Operators and network driver to maintain the exact measurement line at
managers should ensure that they are familiar all times. Factors that have the greatest impact
with key effects, and data files should be flagged on measured roughness are:
if conditions are observed that could impact
negatively on the precision and accuracy of • Crocodile cracking: if crocodile cracking is
measurement. In the event that inconsistencies in present, then the measured IRI from one run
roughness data are suspected, the data file to the next may differ by 0,2 to 0,5 m/km. The
should first be checked to determine if the file impact of crocodile cracking on measured IRI
was flagged and for what reason. The is greatest on roads with a low IRI (roughly
paragraphs below summarize the key parameters below 2,0).
that can impact on the repeatability of roughness
measurements [NCHRP Research Digest 244,
1999].

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• Transverse cracking: this type of cracking The impact of pavement texture and distress can
also increases the variability of measured be minimized if the operator consistently
roughness for profilers. The significance maintains the same tracking line (i.e. if the
depends on whether or not a crack is wheels maintain the same distance from the
detected by the profiler. Differences in IRI yellow line). A monitor system or windshield
with repeat runs may differ by 0,1 to target can assist in consistently positioning the
0,2 m/km. vehicle in the travelled lane.
• Coarse Texture: the surface texture of the The impact of seasonal and daily variations on
pavement can significantly affect the roughness values measured in different years
roughness measured with profilers. Coarse can be minimized by ensuring that the survey is
surfaces like single or double seals executed in the same season (or month, if
sometimes lead to anomalies in the possible), each year. For concrete pavements,
measured profile, and ultrasonic sensors roughness should preferably be measured
should not be used at all on course textured consistently in the mid-morning or mid-afternoon
surfacings. Laser profilers also sometimes periods.
measure false increases in roughness. The
significance of such errors is greatest when Measurement Environment
the IRI value is relatively low (say, below
The environment in which measurements are
2,0 m/km) and texture is high (mean texture
performed may impact on the repeatability of
depth greater than 1 mm). The magnitude of
measured roughness. Operators and network
these errors can be reduced through proper
managers should be able to identify conditions
anti-aliasing filter techniques, but some
that may impact on roughness.
anomalies may persist. Texture does not
have a significant impact on roughness In severe cases, operations should be stopped
measured with response type devices. while the conditions persist. In less severe cases,
the operator should flag the data file to indicate
• Potholes and Patching: potholes and rough
that the measurements were taken under non-
patches are an obvious source of roughness,
optimal conditions, and should specify the nature
and as expected the measured roughness
of the problem. Environmental factors that may
will determine whether or not the pothole or
impact on roughness measurements are:
patch was hit by one of the wheels. Variation
in the travelled line, or change in the severity • Wind: Heavy wind and gusts may affect
of potholes from one year to the next may measured roughness. This effect is more
cause significant differences in measured severe for profilers that use ultrasonic height
roughness. measurement. The effect will also be more
severe if there is sand, snow or other
• Daily Profile Variations: on concrete
contaminants (e.g. leaves or grass) present.
pavements, and because of temperature
effects, the time of measurement may • High Temperature and Humidity: in extreme
significantly impact on the measured temperature or humidity situations, the
roughness. Roughness will generally be operator should check to ensure that the
higher in the early morning hours than in the conditions are still within the operating range
afternoon, and the difference in IRI measured for components as specified by the
in the morning and afternoon can vary by manufacturer.
roughly 0,1 to 0,3 m/km, depending on the
times of measurement. It is thus important to • Surface Moisture: operations should not be
ensure that roughness measurements on undertaken if there is water standing or
concrete pavements are made at the same flowing on the pavement surface.
time of the day, as far as possible. • Contaminants: a data file should be flagged if
• Seasonal Variations: movement in the the operator observes contaminants over
pavement subgrade may impact on large parts of the measurement section.
measured roughness. These movements will Such contaminants may include spilled sand,
be most severe where there are significant cement or loose gravel.
moisture sensitivity or frost heave effects
present in the subgrade. To minimize the
impact of seasonal variations, roughness
surveys should be conducted as far as
possible in the same season, and preferably
in the same month.

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Table 6-3 Troubleshooting Procedure for Inconsistent Data
Possible Causes of Data Inconsistency
1. Check to see if the data file was flagged by the operator.

2. Check to see that distance markers were not changed between surveys.
Check absolute difference error between the IRI of this and the previous survey. If the difference is
3.
less than 0,5 m/km, the cause may be inconsistent tracking or normal deterioration.
4. Check the pavement condition as reported in the previous survey year and in the current year.
Pavement condition: does the pavement have a coarse texture? This could cause accuracy
5.
problems, especially if the IRI is low.
6. Pavement condition: does the section have severe crocodile cracking?

7. Pavement condition: does the section have potholes or patching?

Pavement condition: if the pavement is jointed concrete, was the time of measurement roughly the
8.
same?
Pavement condition: was the pavement possibly flooded, or is the drainage inadequate? Moisture
9.
effects will be worse if the subgrade contains active clay.
Pavement condition: were the measurements taken in the same season or month (if comparing the
10.
results from two surveys)?
Environment: were wind conditions severe at the time of measurement? Check for comments or
11.
flags in the data file.
Environment: was there construction in the measurement area that could have contaminated the
12.
pavement surface (spilled sand, loose gravel, etc.)?
Environment: check rainfall records in the area of measurement. Was there rainfall during the time
13.
of measurement or a possibility of standing water?
Environment: check the temperature and humidity records. Were these perhaps outside the
14.
operating range of the equipment?

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7. REFERENCES

Relevant Standards:
FONG, S. et al. (1998). IRI Error Estimation by
Transfer Function Analysis. 9th REAAA ASTM Standard E 950-98 (Re-approved 2004).
Conference, Wellington, New Zealand, May, Standard Test Method for Measuring the
1998. Longitudinal Profile of Travelled Surfaces
with an Accelerometer Established Inertial
FONG, S. and Brown, D.N. (1997). Transfer Profiling Reference. ASTM International, 100
Function Based Performance Specifications Bar Harbor Drive, West Conshohocken, PA,
for Inertial Profilometer Systems. Opus USA.
International Consultants. Central Laboratories
Report 97-529351, December, 1997, Lower Hut, ASTM Standard E 1082-90 (Re-approved 2002).
New Zealand. Standard Test Method for Measurement of
Vehicular Response to Traveled Surface
NCHRP Research Results Digest (1999). Roughness. ASTM International, 100 Bar Harbor
National Cooperative Highway Research Drive, West Conshohocken, PA, USA.
Program. Transportation Research Board,
National Research Council, Washington, D.C. ASTM Standard E 1364-95 (Re-approved 2000).
(Research Results Digest Number 244, Standard Test Method for Measuring Road
November, 1999). Roughness by Static Level Method. ASTM
International, 100 Bar Harbor Drive, West
PREM, H. (1998) Development and Evaluation Conshohocken, PA, USA.
of a Method for Validation of Pavement
Roughness Measurements. Contract Report ASTM Standard E 1656-94 (Re-approved 2000).
RE7135, April, 1998. ARRB Transport Research Standard Guide for Classification of
Ltd., Vermont South, Vic. Automated Pavement Condition Survey
Equipment. ASTM International, 100 Bar Harbor
ROBERTSON, D.A. (1998). Towards a Drive, West Conshohocken, PA, USA.
Specification for Validating International
Roughness Index Measurements from Road ASTM Standard E 1926-98 (Re-approved 2003).
Profilers. 9th REAAA Conference, Wellington, Standard Practice for Computing International
New Zealand, May, 1998. Roughness Index of Roads from Longitudinal
Profile Measurements. ASTM International, 100
SAYERS, M.W et al. (1986) Guidelines for Bar Harbor Drive, West Conshohocken, PA,
Conducting and Calibrating Road Roughness USA.
Measurements. World Bank Technical Paper
Number 46. The World Bank, Washington, D.C.
SAYERS, M.W and Karamihas, S.M, (1998). The
Little Book of Profiling: Basic Information
About Measuring and Interpreting Road
Profiles. University of Michigan, Ann Arbor,
1998.
SAYERS, M.W. (1989). Two Quarter-Car
Models for Defining Road Roughness: IRI and
HRI. Transportation Research Board,
Washington, D.C. (Transportation Research
Record 1215).
WIKIPEDIA. The Free Encyclopaedia. 6 Feb,
2007. <http://en.wikipedia.org/wiki/>

References
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 Roughness Measurement: Version 1.0

8. GLOSSARY
Calibration: The process of determining the relationship between the output of a measuring
device (e.g. the ARS measured by a Response Type device) and the value of the
input quantity (e.g. the IRI). Calibration is often regarded as including the process
of adjusting the output of a measurement instrument to agree with the value of the
applied standard (definition after Wikepedia, 2007).
DGPS: Differential Global Positioning System. A system that uses a network of fixed
ground based reference stations to broadcast the difference between the
positions indicated by the GPS satellite systems and the known fixed positions
(definition after Wikepedia, 2007).
Dipstick: Commonly used term for the slow moving profiling device named the Face
DipstickTM (patented, manufactured and sold by the FACE Corporation).
Filter: A mathematical function used to process a measured profile, normally with the
objective of removing certain wavelengths from the profile. The moving average is
an example of a simple filter.
GPS: Global Positioning System.
HRI: Half Car Index. A roughness index calculated by means of the IRI transform, but
using the point-by-point average of the two profiles measured in both wheelpaths
(as opposed to the IRI, which uses the profile of only a single wheelpath). The
HRI is always lower than the IRI.
IRI: International Roughness Index. A roughness parameter determined from a
measured road profile in a single wheeltrack. In the IRI calculation, the measured
profile is processed using a mathematical transform which filters and cumulates
the wavelengths encountered in the profile.
LDI: Linear Displacement Integrator. A response type device manufactured and sold
by the CSIR in South Africa.
Profilometer: A mobile device used for measuring the longitudinal profile of a road. The
measured profile may or may not be the true road profile, depending on the
wavelengths that have been filtered out of the measured profile. High speed
profilometers are capable of measuring at normal road speeds. Static
profilometers operate at walking speeds or slower (definition after Sayers et al.,
1996).
Repeatability: The expected standard deviation of measures obtained in repeated tests, when
using the same instrument and measurement team on a single, randomly selected
test section (definition after Sayers et al., 1996).
Reproducibility: A measure of the ability to reproduce a measured result (such as the IRI
measured over a 100 m segment of road) by another measurement device or
measurement team working independently (definition after Wikepedia, 2007).
Resolution: The resolution of a device specifies the smallest measurement increment that the
device is capable of.
Riding Quality: Term used to describe the relative degree of comfort or discomfort a road user
experiences when using a road. The terms riding quality and roughness are often
used interchangeably. In these guidelines, the term roughness is preferred.
Roughness: Term used to describe the relative degree of comfort or discomfort a road user
experiences when using a road.
True Profile: The actual profile of the road, relative to a fixed reference point, without any
filtering out of certain wavelengths.
Validation: The process of determining if a measurement device, when operated according to
a established procedure and within established operating ranges, can operate
effectively and reproducibly (definition after Wikepedia, 2007).
Verification: The process of proving or disproving the correctness of a system or measurement
device with respect to a certain formal specification.

Glossary
- 45 -
 Roughness Measurement Guidelines

Appendix A
Analysis of Road Profiles: Basic Concepts

Appendix A: Analysis of Road Profiles: Basic Concepts

 Roughness Measurement: Version 1.0

Defining a Sinusoid Wavelength: The wavelength determines

the length of a full cycle, or wave. In other
For planning and condition assessment words, the wavelength determines the distance
purposes, the roughness of a road can be from one crest on the profile to another crest a
adequately summarized by means of a full cycle further on. For the example shown in
summary parameter such as the IRI. However, Figure A1, the wavelength is 20 m.
to understand how the IRI is derived, and for a
more in-depth analysis of road profile data, a Phase Shift: The phase shift determines
basic understanding of sinusoid curves and the the point where the first full cycle starts. It is
basic terminology associated with frequency basically determined by the reference point of
analysis is essential. Figure A1 shows an our distance measurement, relative to the
idealized road surface that varies in a value of the sinusoid.
sinusoidal manner. The idealized profile of It should be obvious that the roughness a road
Figure A1 could represent a road surface on user will experience will depend mainly on the
which speed bumps are placed very close amplitude and the wavelength. If the amplitude
together. is very small (say 1 or 2 mm), the tyres will
This figure also shows the basic terminology absorb the roughness completely and it would
associated with a sinusoid, which has the not be transmitted to the suspension system.
following mathematical equation: However, if the amplitude is larger (say 200
mm as shown in Figure A1), then the effect
⎡ 2π ⎤ would be similar to driving over speed bumps
Y = A.Sin ⎢ ( X − X 0 )⎥ placed at fixed intervals.
⎣λ ⎦
The wavelength determines how far apart the
Where: Y = Elevation bumps in the road are spaced. If the
A = Amplitude wavelength is very long (say 70 m or more),
λ = Wavelength then a car driving at 80 km/h would experience
X = Distance the bumps as slight undulations, since the
X0 = Phase Shift vehicle would float over the bumps. In such a
case the suspension system would absorb (or
“filter out”) the long wavelengths almost
As can be seen from Figure A1, the sinusoid, completely. However, if the wavelength is
which describes the road roughness much shorter (say 5 to 10 m), then the crests
completely in this idealized case, consists of of the bumps would be much closer together
three main components. These are: and although the vehicle would dampen some
of the roughness, much of it would be
Amplitude: The amplitude is the absolute
transmitted to the road user.
deviation from the neutral line. In this case, the
road roughness varies about 200 mm up and The influence of the wavelength can also be
down from the neutral axis. expressed by dividing the wavelength by a unit
length (typically a metre). This parameter (1/λ)
is known as the wave number. The higher the
wave number, the more waves per unit length
and thus the shorter the wavelength.

Appendix A: Analysis of Road Profiles: Basic Concepts

- A1 -
 Roughness Measurement: Version 1.0

0.60

0.50 λ = Wavelength
Elevation (m) X0 = Phase Shift

0.40

0.30 A = Amplitude

0.20

0.10

0.00
0 20 40 60 80 100 120
Distance from Origin (m)

Figure A1: Road Profile Showing Sinusoidal Variation

Profile Analysis Using Power By contrast, the green line which has the
Spectral Density lowest wave number, has a much larger
amplitude (about 2 m) (For the X-axis scale
The example shown in Figure A1 is highly chosen in Figure A2, only part of this sinusoid
idealized and no road surface would have such is shown).
a profile. However, an interesting aspect of
road profiles (or any type of curve which varies If we now “sample”, at different locations along
with distance, time or angle), is that the profile the X-axis, the elevation (i.e. Y-value) of each
can be constructed by adding sinusoids like of the four sinusoids, and add up these four Y-
that shown in Figure A1, for which the values at each point, we get the profile shown
properties of each sinusoid varies in a specific in Figure A3. This profile is a more realistic
manner. representation of a road profile. It looks almost
“random” and any cyclic sinusoidal pattern is
Figure A2 shows four sinusoids, each with a hard to discern.
different wave number and amplitude. For this
example, the sinusoid with the highest wave
number (i.e. the blue line with the shortest
wave length) has the smallest amplitude.

Appendix A: Analysis of Road Profiles: Basic Concepts

- A2 -
 Roughness Measurement: Version 1.0

2.50

Four sinusoids, each with different

2.00 wavelength and amplitude.
Elevation (m)

1.50

1.00

0.50

0.00
0 2 4 6 8 10 12 14 16
Distance from Origin (m)

Figure A2: Four Different Sinusoids

5.0
4.5
4.0
3.5
Elevation (m)

3.0
2.5
2.0
1.5
1.0 Profile resulting from a sum of four sinusoids, each
0.5 with different wavelength and amplitude.
0.0
0 2 4 6 8 10 12 14 16
Distance from Origin (m)

Figure A3: Profile Resulting from Sum of Four Sinusoids

Appendix A: Analysis of Road Profiles: Basic Concepts

- A3 -
 Roughness Measurement: Version 1.0
In Figures A2 and A3, we saw how a profile It should be noted that the splitting up of a
can be constructed by adding only four random road profile into its constituent
sinusoids. If we use a much larger number of sinusoids (i.e. into the sinusoids that make up
sinusoids, a virtually random profile could be the profile), is not a straightforward exercise,
obtained. The opposite approach can also be since there can be an almost infinite number of
adopted, in which we start off with a random sinusoids that make up a profile, and the wave
profile (as measured on a road), and then split number and amplitudes of these are not known
the profile into separate sinusoids, each with a (in fact, this is what the PSD analysis will
different wave number and amplitude, as in determine). PSD analyses are typically done
Figure A2. by means of Fourier Transforms or similar
techniques. As noted in the previous
The information gleamed from this splitting up
paragraph, power spectral density analysis is
of the profile into sinusoids can be very useful.
an important method of understanding the
A road profile which consists mainly of
cause of roughness at a fundamental level.
sinusoids with high wave numbers (i.e. short
wavelengths) and large amplitudes will result Another important use of the power spectral
in a bone jarring ride. On the other hand, a density is to troubleshoot and analyze the
profile that consists mainly of low wave accuracy of profilers. Some profilers, because
numbers (i.e. longer wavelengths) would of the way in which they sample elevations,
perhaps result in a more nauseating wave-like effectively “lose” or filter out some
motion of the vehicle. wavelengths. The characteristics of a specific
profiler could thus be evaluated at a
The process of splitting up the road profile into
fundamental level by comparing the power
different sinusoids, and the analysis of the
spectral density of a profile measured with one
resulting data, is generally called Power
device with the power spectral density
Spectral Density (PSD) analysis. The term
measured with another benchmark device.
power originated from the first use of the
This technique has advanced to the point
technique in electronics, which was concerned
where some network managers are using
with voltages and their variations. Spectral
power spectral density as part of the validation
Density refers to the analysis of the density or
of a profiler before a network survey [Prem,
composition of the spectrum of sinusoids
1998; Fong and Brown, 1997].
which make up the measured profile.
Figure A5 shows how a PSD analysis can be
The analysis of the sinusoids that constitute a
used to understand a roughness profile. In this
profile is summarized through a PSD plot. An
figure, Curve A (red curve) denotes a profile
example of a PSD plot is shown in Figure A4.
made up of many short, low bumps (i.e. low
For road profiles, a characteristic of a PSD plot
amplitude, high wave number). Curve B (blue
is that the curve slopes down toward the right.
curve), on the other hand, consists of only a
That is, the amplitude decreases as the wave
few high bumps, spaced further apart (i.e. low
number increases.
wave number, higher amplitude). The PDS plot
This occurs because shorter bumps (i.e. higher clearly separates the two profiles and shows
wave numbers) generally have lower that Curve B has higher amplitudes for low
amplitude than that of longer undulation-type wave numbers. By contrast, Curve A has a
roughness. higher amplitude for higher wave numbers.

Appendix A: Analysis of Road Profiles: Basic Concepts

- A4 -
 Roughness Measurement: Version 1.0
1.0E-02

PSD of Elevation (m2.m/cycle)

1.0E-03

1.0E-04

1.0E-05

1.0E-06

1.0E-07

1.0E-08
0.01 0.1 1 10

Wave Number (cycles/m)

Figure A4: Example of a PSD Plot

Filtering of Road Profile Data Suppose now that, for a detailed analysis of
the roughness profile, we are not interested in
A filter is a transform that is applied to a the sinusoids with the shorter wave numbers
measured series of data to filter out or remove (e.g. the green curve in Figure A2). We can
some of the information. The filter, or then filter out the influence of this sinusoid
transform, can be a mathematical function (as (and others with similar wave numbers). There
in the IRI calculation) or it can be a physical are several filters that can be used to achieve
filter, such as the suspension of a road profile, this. One simple way to achieve such filtering
which filters the profile elevation into a series is by taking the moving average over a length
of counts. Engineers often think of a filter as a that is roughly equal to the wavelengths we are
way to hide some information in a negative trying to filter out. Figure A7 shows the original
way. However, in profile analysis, filtering is profile (as in Figure A6), with a filtered profile
rather used (or should be used) to remove consisting of the moving average over 6
unwanted information. metres. This moving average is called a
As an example, consider the simulated profile smoothing, or low-pass filter. It is denoted by
in Figure A6. The formulation of this profile is the smoothed red line in Figure A7.
identical to that shown in Figure A3, only the If we compare the moving average line in
data series was extended over a longer length Figure A7 to the original, we can see that the
of road. As shown before, this profile is smoothed profile mainly gives us an indication
actually constituted of the four sinusoids of slope changes (large elevation changes). It
shown in Figure A2. is thus not very useful for roughness purposes.
However, we can now apply a second filter in
which we subtract the original profile from the
moving average value at that point. This new
profile gives us an indication of the how much
Further Reading: SINUSOIDS and the profile deviates from the smoothed profile
FILTERS at each point. This filter is called a anti-
smoothing (or high-pass) filter, and is denoted
A comprehensive discussion of sinusoids by the blue line in Figure A7. As we can see,
and different filter types can be found in the the final filtered profile has removed much of
“Little Book of Profiling” [Sayers and the larger up-down movements in the profile,
Karamihas, 1998]. and now highlights the roughness with higher
For a more-in depth discussion of the use of wave numbers (i.e. shorter wavelengths).
PSD functions to validate profilers, see Prem
(1998) and Fong and Brown (1997).

Appendix A: Analysis of Road Profiles: Basic Concepts

- A5 -
 Roughness Measurement: Version 1.0

1.0E-02
PSD of Elevation (m2.m/cycle) Curve B (high amplitude, low wave number)

1.0E-03

1.0E-04

1.0E-05

1.0E-06

1.0E-07
Curve A (low amplitude, high wave number)

1.0E-08
0.01 0.1 1 10

Wave Number (cycles/m)

Figure A5: PDS Analysis of Two Profiles

5.0
4.5 Profile resulting from a sum of four sinusoids, each
with different wavelength and amplitude (plotted over
4.0
longer distance compared to Figure A3)
3.5
Elevation (m)

3.0
2.5
2.0
1.5
1.0
0.5
0.0
0 10 20 30 40 50
Distance from Origin (m)

Figure A6: Profile as shown in Figure A3, Extended Over a Longer Length of Road

Appendix A: Analysis of Road Profiles: Basic Concepts

- A6 -
 Roughness Measurement: Version 1.0

5
Original First filter, consisting of a moving average
4 Profile over 6 metres. This is a smoothing filter

2
Elevation (m)

0
0 10 20 30 40 50
-1

-2 Final filtered profile, consisting of moving average

minus original profile. This is an "Anti-Smoothing" filter
-3
Distance from Origin (m)

Figure A7: Filtered Profiles

Appendix A: Analysis of Road Profiles: Basic Concepts

- A7 -
Roughness Measurement Guidelines

Appendix B
Calibration Report Details
(Response Type Devices Only)

Appendix B: Calibration Report Details (Response Type Devices Only)

 Roughness Measurement: Version 1.0
The figure on the next page shows an example The graph should first be checked to ensure that
of a calibration dataset as it should be the relation between the measured ARS and
summarized in a Calibration Report. The figure benchmark IRI values is generally of a linear
shows the section summary data as prepared form. If it seems that the relationship is curved or
for determining the calibration equation. As can logarithmic, then the calibration data and
be seen from the figure, the data has been equation are not valid, and the equipment and
ordered to systematically show data in the data should be checked.
following columns:
The linear regression data shown below the
• Calibration section name (shown here as graph can be obtained with a spreadsheet
A,B,C, etc) program. The acceptance criteria for the
calibration data are highlighted in green. In this
• Repeat run number case, the two parameters of interest are:
• Measurement speed (shown only for • The Coefficient of Determination (R2) which
confirmation, since calibration should always has a value of 0,965;
be done at the IRI reference speed of
80 km/h) • The Standard Error which has a value of
0,37.
• Start position for each 100 m segment of the
calibration section (note that in this case The acceptance criteria guidelines shown in
each calibration section is 200 m long) Table 8 of Section 4.1 are essentially as follows:
• The measured value (ARS) from the Lower Reliability Applications:
response type device • Minimum Coefficient of Determination (R2)
• The reference IRI over each 100 m segment of 0,950
of each calibration section • Maximum Standard Error of 0,45
The graph shows the relation between the Higher Reliability Applications:
measured values (on the X-axis) and the
reference IRI values. The clusters of data that • Minimum Coefficient of Determination (R2)
are visible on the graph generally represent the of 0,975
measurements of different repeat runs on each
• Maximum Standard Error of 0,35
100 m segment of different calibration sections.
It should be noted that, for two calibration Thus this example calibration data set would
sections with a similar roughness, the data satisfy the requirements for a lower reliability
clusters can overlap significantly and may application (e.g. required only for prioritization or
appear as a single cluster in such a case. a once-off survey), but not for an application that
requires a higher reliability (e.g. annual survey to
be used for long term planning).

Appendix B: Calibration Report Details (Response Type Devices Only)

- B1 -
 Roughness Measurement: Version 1.0

Prepared Calibration Data

Section Repeat Station Measured IRI Bench
C Run 1 7.3 46 1.49
8.0
C Run 1 7.4 56 1.52
C Run 2 7.3 49 1.49 7.0
C Run 2 7.4 58 1.52
C Run 3 7.3 49 1.49 6.0
C Run 3 7.4 61 1.52

Benchmark IRI
5.0
C Run 4 7.3 51 1.49
C Run 4 7.4 56 1.52 4.0
C Run 5 7.3 50 1.49
C Run 5 7.4 62 1.52 3.0
D Run 1 7.7 45 1.29
2.0
D Run 1 7.8 37 1.22
D Run 2 7.7 48 1.29 1.0
D Run 2 7.8 39 1.22
D Run 3 7.7 50 1.29 0.0
D Run 3 7.8 33 1.22 0 50 100 150 200 250 300 350
Measured Count
D Run 4 7.7 50 1.29
D Run 4 7.8 33 1.22
D Run 5 7.7 49 1.29 SUMMARY OUTPUT
Check graph for non-linear trends (there
D Run 5 7.8 36 1.22
Q Run 1 37.3 308 6.62 Regression Statistics
should be none). Also, ensure data
Q Run 1 37.2 297 6.91 Multiple R 0.977 covers expected IRI range.
Q Run 2 37.3 304 6.62 R Square 0.956
Q Run 2 37.2 296 6.91 Adjusted R Square 0.955
Q Run 3 37.3 298 6.62 Standard Error 0.44 Acceptance Criteria
Q Run 3 37.2 285 6.91 Observations 70
Q Run 4 37.3 309 6.62
Q Run 4 37.2 279 6.91 ANOVA
Q Run 5 37.3 309 6.62 df SS MS F Significance F
Q Run 5 37.2 279 6.91 Regression 1 278.3813858 278.3814 1460.212 1.08829E-47
R Run 1 19.1 230 5.35 Residual 68 12.9638248 0.190644
R Run 1 19 237 4.94 Total 69 291.3452106
R Run 2 19.1 230 5.35
R Run 2 19 237 4.94 Coefficients Standard Error t Stat P-value Lower 95% Upper 95%
R Run 3 19.1 205 5.35 Intercept 0.396533307 0.109552921 3.619559 0.000563 0.17792386 0.615143
R Run 3 19 232 4.94 X Variable 1 0.020445697 0.000535049 38.21272 1.09E-47 0.019378022 0.021513
R Run 4 19.1 212 5.35

Etc. Etc.

Appendix B: Calibration Report Details (Response Type Devices Only)

- B2 -
Roughness Measurement Guidelines

Appendix C
Validation Calculation Details
(Profilers Only)

Appendix C: Validation Calculation Details (Profilers Only)

 Roughness Measurement: Version 1.0
The figure on the next page shows an example It should be noted that, for two calibration
of a validation dataset as it should be sections with a similar roughness, the data
summarized in a Calibration Report. It should be clusters can overlap significantly and may
noted that the dataset shown on the next page appear as a single cluster in such a case.
has been abbreviated for conciseness. In an
The graph should first be checked to ensure that
actual validation, there will be more rows of data
the relation between the measured and
representing more repeat runs and/or more
benchmark IRI values is generally of a linear
measurement speeds.
form. A line of equality should be plotted on the
The figure shows the section summary data as graph, and a check should be done to ensure
prepared for validation. As can be seen from the the data lies randomly distributed around the line
figure, the data has been ordered to of equality.
systematically show data in the following
If it seems that the relationship is curved or
columns:
logarithmic, then the calibration data and
• Repeat run number and validation section equation are not valid, and the equipment and
number data should be checked. Similarly, if the data
consistently lies above or below the line of
• Start and end positions for each 100 m equality, or if the data moves away from the line
segment of the calibration section (note that of equality for higher or lower IRI values, then
in this case each calibration section is 200 this indicates a systematic measurement error,
m long) and the equipment should be checked.
• Measurement speed (shown only for The linear regression data shown below the
confirmation, since calibration should always graph can be obtained with a spreadsheet
be done at the IRI reference speed of program. The acceptance criteria for the
80 km/h) calibration data are highlighted in green. For
• The benchmark and measured IRI values easy reference, the recommended validation
for each 100 m segment of each calibration criteria shown in Table 10 of Section 5.2 are
section partially reproduced here as Table C1.

• The calculated absolute percentage It will be noted from the data on the next page
difference between the measured and that, for this abbreviated example data set, the
benchmark IRI values, using the benchmark validation data pass all of the recommended
IRI as base value criteria shown in Table C1.

The graph shows the relation between the

measured IRI values (on the Y-axis) and the
benchmark IRI values (on the X-axis).

Table C1: Guidelines for Validation Acceptance Criteria

Suggested
Check For Parameter Acceptance Scope of Calculations
Criterion
Error of IRI over Absolute difference between 80% of Check for each 100 m segment at each
100 m segments measured and benchmark IRI values to be speed and on each validation section
over 100 m for each repeat less than 8%
run
Bias and Variability R2 of linear regression > 0,95 Check for the combined validation data set
in measured IRI Standard Error of Linear < 0,3 which includes all repeat runs and all
over 100 m Regression measurement speeds. In this data set,
segments Slope of linear regression Between 0,9 each data point represents a pair of
(all parameters are and 1,1 measured (X-axis) and benchmark (Y-axis)
calculated from a Intercept of linear regression Between values over a 100 m segment of each
linear regression -0,1 and 0,1 calibration section. There should be a data
between average 95% Confidence interval of Should point for each
100 m IRI from Slope of linear regression bracket 1,0 100 m segment of each calibration section
repeat runs and 95% Confidence interval of Should and for each measurement speed and
benchmark 100 m intercept of linear regression bracket 0,0 repeat run.
IRI values)

Appendix C: Validation Calculation Details (Profilers Only)

- C1 -
 Roughness Measurement: Version 1.0

Repeat Section From To Speed IRI_Bench IRI_Meas % Error

1 A 0.2 0.29 60 1.177 1.15 2%
1 A 0.3 0.39 60 1.076 0.98 9% 8 Check graph to ensure the trend is
1 B 14.5 14.59 60 4.215 3.89 8% 7.5 linear and that points are located
1 B 14.4 14.49 60 3.493 3.64 4% 7 randomly around the line of equality
1 C 3 3.09 60 2.852 2.65 7% 6.5
1 C 3.1 3.19 60 3.985 3.85 3% 6
1 D 3.2 3.29 60 4.176 4.11 2% 5.5

Measured IRI
5
1 D 3.3 3.39 60 5.75 5.43 6%
4.5
1 E 3.6 3.69 60 1.884 1.99 6%
4
1 E 3.7 3.79 60 1.673 1.75 5%
3.5
1 A 0.2 0.29 80 1.177 1.13 4%
3
1 A 0.3 0.39 80 1.076 1.16 8%
2.5
1 B 14.5 14.59 80 4.215 4.59 9%
2
1 B 14.4 14.49 80 3.493 3.49 0%
1.5
1 C 3 3.09 80 2.852 2.83 1% 1
1 C 3.1 3.19 80 3.985 3.83 4% 0.5
1 D 3.2 3.29 80 4.176 4.37 5% 0
1 D 3.3 3.39 80 5.75 5.43 6% 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8
1 E 3.6 3.69 80 1.884 2.04 8% Benchmark IRI
1 E 3.7 3.79 80 1.673 1.54 8%
1 A 0.2 0.29 100 1.177 1.26 7%
1 A 0.3 0.39 100 1.076 1.14 6% SUMMARY OUTPUT
1 B 14.5 14.59 100 4.215 4.4 4%
1 B 14.4 14.49 100 3.493 3.22 8% Regression Statistics
1 C 3 3.09 100 2.852 2.89 1% Multiple R 0.992
1 C 3.1 3.19 100 3.985 3.96 1% R Square 0.984 Green Cells denote
1 D 3.2 3.29 100 4.176 4.46 7% Adjusted R Square 0.984 acceptance criteria
1 D 3.3 3.39 100 5.75 5.45 5% Standard Error 0.188
1 E 3.6 3.69 100 1.884 1.73 8% Observations 40
1 E 3.7 3.79 100 1.673 1.62 3%
2 A 0.2 0.29 60 1.177 1.16 1% ANOVA
2 A 0.3 0.39 60 1.076 1.08 0% df SS MS F Significance F
2 B 14.5 14.59 60 4.215 4.21 0% Regression 1 85.37438849 85.3743885 2407.58388 5.611E-36
2 B 14.4 14.49 60 3.493 3.19 9% Residual 38 1.347503107 0.03546061
2 C 3 3.09 60 2.852 3.1 9% Total 39 86.7218916
2 C 3.1 3.19 60 3.985 3.87 3%
2 D 3.2 3.29 60 4.176 3.83 8% Coefficients Standard Error t Stat P-value Lower 95% Upper 95%
2 D 3.3 3.39 60 5.75 6.06 5% Intercept 0.002 0.068 0.030 0.976 -0.137 0.141
2 E 3.6 3.69 60 1.884 1.83 3% X Variable 1 1.008 0.021 49.067 0.000 0.967 1.050
2 E 3.7 3.79 60 1.673 1.72 3%
Data Set Continues (abbreviated here because of space constraints)…
Percentage Absolute Errors Greater Than 8% = 18%

Appendix C: Validation Calculation Details (Profilers Only)

- C2 -
 Roughness Measurement Guidelines

Appendix D
Guidelines for Checking of Data Consistency

Appendix D: Guidelines for Checking of Data Consistency

 Roughness Measurement: Version 1.0
The following paragraphs illustrate typical scenarios that may arise when roughness data from
different years are compared. Each situation is illustrated graphically and a description of the
general trend is provided. Guidelines for interpretation, including possible causes of problem
situations, are then provided.

Situation D1

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The new data follows the same trend as that of the previous survey. The
average IRI value for the section is roughly the same.
Interpretation: Roughness on the section deteriorated little or not at all. The data can be
accepted into the database.

Situation D2

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The new data follows the same trend as that of the previous survey, but the
average IRI value for the new survey is slightly higher.
Interpretation: Roughness deteriorated within acceptable limits. Data can be accepted into the
database.

Appendix D: Guidelines for Checking of Data Consistency

- D1 -
 Roughness Measurement: Version 1.0
Situation D3

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The new data follows the same trend as that of the previous survey, and the
average IRI is the same. However, the IRI at specific distance readings differs
significantly.
Interpretation: There is a phase difference in the trend of the data. This is most likely caused
by inaccurate distance measurement or triggering at the start of the section.
The cause of the phase change should be investigated and the problem should
be corrected before the data is accepted into the database.

Situation D4

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The average IRI for the section is visibly higher and the trend in the IRI data is
not the same for the two surveys.
Interpretation: First ensure that the correct section was measured. It may be possible that the
section name or starting distance is incorrect. If it is confirmed that the section
location and number is correct, perform a visual assessment to determine the
cause of the deviation in the data. Possible causes may include severe water
infiltration, severe cracking or extensive failures. If the visual condition or road
history does not suggest severe deterioration, faulty measurements should be
suspected.
Appendix D: Guidelines for Checking of Data Consistency
- D2 -
 Roughness Measurement: Version 1.0
Situation D5

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The average IRI for the latest survey is lower than that of the previous survey,
but the data trend is the same.
Interpretation: If the data for the previous survey is assumed to be correct, then possible
explanations could be that the section received a surface seal or other light
maintenance treatment. It could also be that the device is not properly
calibrated, or an operational error occurred during measurement. The data can
be accepted into the database after a small adjustment is made, provided that
the cause of the inconsistency is determined with confidence.

Situation D6

6
Previous survey data

5
Latest survey data
Roughness (m/km)

0
0 2 4 6 8 10 12
Distance (Km)

Description: The average IRI for the two surveys is similar, but the data trend is significantly
different.
Interpretation: An adjustment to the distance measurement would not address this situation.
Since the average roughness for the latest survey is similar to that of the earlier
survey, likely causes may include: incorrect section name or starting position;
lateral wander; significant variations in measurement speed or a coarse
textured surface. Data should not be accepted into the database unless the
cause of the inconsistency can be determined with confidence.
Appendix D: Guidelines for Checking of Data Consistency
- D3 -