Limits of agreement method for comparing TSD and FWD measurements

Katicha, Samer W.; Flintsch, Gerardo W.; Ferne, B W; Bryce, James

doi:10.1080/10298436.2013.782403

Cited by 34 publications

(19 citation statements)

References 13 publications

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“…The data came from testing that occurred in the United States for the RWD, as well as the United Kingdom for the TSD (details of the test sites can be found in Flintsch et al (2013)). Furthermore, repeatability of the RWD and TSD as well as comparisons with the FWD can be found in (Flintsch et al , 2013Bryce et al 2012;Katicha et al 2012Katicha et al , 2013aKaticha et al and 2013b. Phase two also investigated the potential application of continuous deflection devices for network level pavement management using measurements obtained from the TSD, which will be discussed in more detail in later sections of this paper.…”

Section: Overview Of Shrp 2 Project R06(f)mentioning

confidence: 99%

Capabilities and Potential Applications of Continuous Pavement Deflection Measuring Devices

Flintsch¹,

Bryce²,

Katicha³

2014

Geo-Congress 2014 Technical Papers

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Continuous pavement deflection measurment devices, or continuous deflectometers, were recently evaluated as part of a recent Strategic Highway Research Program 2 project number R06(F). Multiple devices were assessed, their capabilities evaluated and practical applications identified and illustrated. The objective of this paper is to present the results of a study that evaluated current technologies implemented in continuous deflection measuring devices with a focus on their potential use to obtain network level structural indices that can be used to support pavement management decisions. The evaluated indices are the Surface Curvature Index (SCI), the Base Damage Index (BDI), the strain at the bottom of the asphalt layer, and the effective structural number (SN eff ). These indices were calculated using the Traffic Speed Deflectometer (TSD) which is a continuous deflection device that was evaluated in the study and compared with indices calculated using the Falling Weight Deflectometer (FWD). The results suggest reasonable agreement between the TSD and FWD for the purpose of network level pavement management.

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Section: Overview Of Shrp 2 Project R06(f)mentioning

confidence: 99%

Capabilities and Potential Applications of Continuous Pavement Deflection Measuring Devices

Flintsch¹,

Bryce²,

Katicha³

2014

Geo-Congress 2014 Technical Papers

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“…The main difference between TSD and FWD is that the former uses a moving load and the latter uses a stationary impact load. A previous study compared the structural condition index and base damage index derived from TSD slope measurements and FWD deflection measurements ( 10 ). The study found significant bias between these two devices and recommended using the limit of agreement method to compare the measurements from the two devices ( 10 ).…”

Section: Introductionmentioning

confidence: 99%

“…A previous study compared the structural condition index and base damage index derived from TSD slope measurements and FWD deflection measurements ( 10 ). The study found significant bias between these two devices and recommended using the limit of agreement method to compare the measurements from the two devices ( 10 ). In Australia and New Zealand, a research study found a strong correlation between TSD and FWD deflection measurements ( 11 ).…”

Section: Introductionmentioning

confidence: 99%

Mechanistic-Based Approach to Utilize Traffic Speed Deflectometer Measurements in Backcalculation Analysis

Zihan

Elseifi

Icenogle

et al. 2020

Transportation Research Record

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Backcalculation analysis of pavement layer moduli is typically conducted based on falling weight deflectometer (FWD) deflection measurements; however, the stationary nature of the FWD requires lane closure and traffic control. In recent years, traffic speed deflection devices such as the traffic speed deflectometer (TSD), which can continuously measure pavement surface deflections at traffic speed, have been introduced. In this study, a mechanistic-based approach was developed to convert TSD deflection measurements into the equivalent FWD deflections. The proposed approach uses 3D-Move software to calculate the theoretical deflection bowls corresponding to FWD and TSD loading configurations. Since 3D-Move requires the definition of the constitutive behaviors of the pavement layers, cores were extracted from 13 sections in Louisiana and were tested in the laboratory to estimate the dynamic complex modulus of asphalt concrete. The 3D-Move generated deflection bowls were validated with field TSD and FWD data with acceptable accuracy. A parametric study was then conducted using the validated 3D-Move model; the parametric study consisted of simulating pavement designs with varying thicknesses and material properties and their corresponding FWD and TSD surface deflections were calculated. The results obtained from the parametric study were then incorporated into a Windows-based software application, which uses artificial neural network as the regression algorithm to convert TSD deflections to their corresponding FWD deflections. This conversion would allow backcalculation of layer moduli using TSD-measured deflections, as equivalent FWD deflections can be used with readily available tools to backcalculate the layer moduli.

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“…In order to continuously measure pavement deflections at higher speeds, extensive efforts have been carried out over the past decades. The continuous deflection measurement technologies currently in use are the Traffic Speed Deflectograph (TSD) [1,2,3,4,5], Rolling Wheel Deflectometer (RWD) [6,7,8,9,10], Quest Integrated/Dynatest Consulting Rolling Weight Deflectometer [11,12], Road Deflection Tester (RDT) [13,14], and the Rolling Dynamic Deflectometer (RDD) [15]. In January 2018, Dynatest Raptor (Rapid Pavement Tester) was introduced to the Transportation Research Board (TRB).…”

Section: Introductionmentioning

confidence: 99%

Enhanced Sensing and Data Processing System for Continuous Profiling of Pavement Deflection

2019

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Continuous pavement deflection profiling in a nondestructive manner has received great attention because of its efficiency in pavement evaluation. The Rolling Dynamic Deflectometer (RDD) is a continuous pavement deflection profiling technology and has demonstrated its successful use at many pavement projects. However, RDD’s current test speed of 1.6 km/h (with the prototype rolling sensor) often limits its use in large-coverage projects and traffic congested areas. Increasing the test speed creates a higher-noise environment, lowered signal-to-noise ratio, and sensor decoupling with the ground surface. This study presents the enhancement to the RDD for increased test speed, associated with the new design of the lower-level rolling sensor and higher-performance digital filter and data processing. The new sensor along with the enhanced data processing could increase the spatial resolution of the deflection data, which allows the increase of the test speed of the RDD.

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Limits of agreement method for comparing TSD and FWD measurements

Cited by 34 publications

References 13 publications

Capabilities and Potential Applications of Continuous Pavement Deflection Measuring Devices

Capabilities and Potential Applications of Continuous Pavement Deflection Measuring Devices

Mechanistic-Based Approach to Utilize Traffic Speed Deflectometer Measurements in Backcalculation Analysis

Enhanced Sensing and Data Processing System for Continuous Profiling of Pavement Deflection

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