Abstract
The monitoring of pavements along roads is generally based on the use of indicators directly derived from measurements. More specifically, the bearing capacity of pavements is often simply deduced from either the maximum deflection value measured or the difference between two measured values along the deflection basin. This paper proposes a methodology to define a set of orthogonal indicators adapted to the structure being evaluated. This methodology is presented for deflection measurements recorded on a flexible pavement simulated by the Burmister model and consists of searching the weighting functions to calculate different indicators as linear forms of the deflection bowl. Weighting functions are defined for each indicator in order to maximize its sensitivity to a given structural parameter without being sensitive to the other structural parameters. The paper presents the various steps involved in constructing the indicators. A numerical example of an application shows that variations of each indicator follow the Young’s modulus variations specific to this indicator. Several extensions of this method are also introduced for other mechanical models or instrumented pavements.
Highlights
Roads constitute the main means of communication throughout the world and are being used constantly to transport people and goods [1]
This paper has proposed a methodology for calculating an optimized set of pavement indicators, specially adapted to the structure under investigation
Weighting functions have been defined to calculate the indicators as linear forms of the deflection bowls
Summary
Roads constitute the main means of communication throughout the world and are being used constantly to transport people and goods [1]. Maintaining road networks in good condition requires efforts despite the decrease in financial investments allocated to road maintenance These efforts entail greater monitoring in order to plan for the priority maintenance work to be carried out and decide where, when, and how to intervene. The relatively recent project called TRIMM [2] has described the most widely used techniques including the visual or automatic detection of defects (roughness, cracking, rutting, etc.), deflection and radar measurements and coring [2,3]. These techniques provide different information, which can be complementary with other techniques to produce an accurate diagnosis of the condition of a given road. Techniques that lend themselves to large-scale monitoring make it possible to focus on coring sites at a more local level, in yielding more precise information on the state of materials in place and the interfaces between layers
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