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A Review and Perspective about Pavement Monitoring

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Post-Print Version
A REVIEW AND PERSPECTIVE ABOUT PAVEMENT
MONITORING
Wenjing Xue, Dong Wang Linbing Wang.

This work has been published in the International Journal of Pavement Research
and Technology:

Xue, W., Wang, D., & Wang, L. (2012). A review and perspective about pavement
monitoring. International Journal of Pavement Research and Technology, 5(5),
295-302.

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 1
Xue, Wang and Wang
1
2 A REVIEW AND PERSPECTIVE ABOUT PAVEMENT MONITORING
3 Wenjing Xue(1), Dong Wang(2), Linbing Wang(3)
4
(1)
5 Virginia Tech Transportation Institute (corresponding author)
6 3500 Transportation Research Plaza
7 Blacksburg, VA, USA 24060
8 Tel. 540-553-1625
9 Fax: (540)231-1555
10 Email: wenjingx@vt.edu
11
(2)
12 Virginia Tech Transportation Institute
13 3500 Transportation Research Plaza
14 Blacksburg, VA, USA 24060
15 Tel. 540-230-7165
16 Fax: (540)231-1555
17 Email: wangd@vt.edu
18
(3)
19 Virginia Tech
20 301-N Patton Hall
21 Blacksburg, VA 24061
22 Tel. 540-231-5262
23 Fax: (540)231-1555
24 Email: lbwang@vt.edu
25
26
27
28
29
30
31
32
33
34 Total Word Count : 5998 words
35 Body Text : 5748 words
36 Tables : 1*250=250 words
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Xue, Wang and Wang
1
2 ABSTRACT
3 Pavement monitoring is an essential part of pavement research and very important to the
4 socialized transportation system. Since the middle of 20th century, various sensing technologies
5 have been devoted to improve sensitivity, functionality, scale, living rate and resistance to harsh
6 environment. Followed was the flourish of pavement monitoring system, which emerged more
7 advantages, including higher accuracy, larger scale, longer lasting, broader comprehensiveness
8 and so on. At the same time, other related monitoring system, such as bridge monitoring, Weigh-
9 in-Motion (WIM), traffic classification systems are also developed vigorously, and can be
10 integrated with pavement monitoring with more benefit.
11 In this paper, pavement monitoring is categorized based on the monitoring frequencies
12 and sensing technologies, and each category is traced back with important development
13 described. The history and current status of the related and integrated monitoring systems are
14 reviewed according to different monitoring targets and sensing methodologies. Some new
15 developments representing future trends are also discussed.
16
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Xue, Wang and Wang
1
2 INTRODUCTION
3 The importance of pavements for economy and society is self-evident. The concept “Smart Road”
4 is being implemented with a variety of advanced technologies devoted to different intelligent
5 responses, and one essential part of smart road is pavement monitoring.
6 In the recent years, Pavement Management System (PMS) has brought many benefits to
7 the socialized transportation system. The strategies and decisions from PMS are based on various
8 observations and measurements of the pavement or Pavement Monitoring. As an essential
9 component of PMS, pavement assessment (low frequency monitoring, referred as pavement
10 monitoring as well hereafter) and pavement monitoring have attracted much more attention and
11 been improved via various advanced technologies and methodologies in the past decades.
12
13 SURFACE CONDITION AND PAVEMENT DEFLECTION ASSESSMENT
14 The surface conditions of pavements, including the occurrence and severity of cracking, rutting,
15 wear, deflection and other distresses present on pavement surface, are an important indicator of
16 pavement performance. The Long-Term Pavement Performance (LTPP) program has collected
17 pavement surface conditions and many other pavement performance measures on a variety of
18 pavements, and most state transportation agencies have collected pavement distress data for
19 pavement management in recent years(1).
20 Surface cracking is an obvious and important indicator of pavement performance.
21 Conventional visual and manual pavement cracking analysis approaches can be used to monitor
22 the surface conditions. However these traditional methods are very costly, time-consuming,
23 dangerous to inspectors, labor-intensive, and subjective(2). All the drawbacks lead people to
24 explore more advanced, safer and more efficient methods for pavement surface condition
25 assessments. Since 1990s, evaluation of pavements using digital images has become increasingly
26 popular as a result of the significant leap in the sciences of computer vision and image
27 processing(3). In 1991, Mohajeri and Manning developed an approach to process segmented
28 pavement distress images with directional filters(4). In 1993, Koutsopoulos and Downey
29 explored statistical algorithms for image enhancement, segmentation and distress
30 classification(5). Many sophisticated techniques have been studied to improve the accuracy of
31 classification(6, 7), and among which the theory of Fuzzy sets is the most popular one(2, 8).
32 Surface deflection is a reliable pavement structural response indicator(9), and has been
33 measured in many pavement monitoring projects. In 1971, the NAPTF (National Airport
34 Pavement Test Facility) failure criterion was established through the US Army Corps of
35 Engineers’ (US COE) Multi-Wheel Heavy Gear Load (MWHGL) test conducted at Vicksburg,
36 Mississippi(10). In 2000, the deformation of a pavement within the Newcastle University Rolling
37 Load Facility (NUROLF) was measured by stereo-imagery using both analytical and digital
38 photogrammetry(11). In 2001, McQueen et al.(12) validated the linear load-deflection
39 relationship of the NAPTF HWD test results. Gopalakrishnan(13) introduced a Heavy Weight
40 Deflectometer (HWD) test to monitor the effect of simulated Boeing 777 and Boeing 747
41 aircrafts on pavement condition.
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Xue, Wang and Wang
1 The schedule for pavement monitoring, called monitoring frequency, has some impact on
2 pavement performance prediction, and pavement decision making in the end (14). To assess the
3 conditions of pavements, most highway agencies collect the condition data annually, biannually
4 and triannually (15). According to the study of Haider et. al in 2011(14), “monitoring interval
5 may affect the short- and long-term network conditions for various preservation strategies”,
6 “monitoring cracking (image based) at a 1-year interval will be more appropriate, whereas for
7 roughness (sensor based); a monitoring interval of 1 to 2 years could be suitable”.
8
9 IN-SITU PAVEMENT HEALTH MONITORING SENSORS
10 As described in the previous sections, the monitoring of pavement condition can be conducted by
11 visual investigation, and various testing methods. Most of these methods can be used on any
12 pavement interested, having the advantages of spatial flexibility. In contrast, monitoring systems
13 with sensing devices installed in pavement has also been heavily investigated to achieve real-
14 time monitoring, which has frequency superiority of pavement monitoring
15 Pavement health monitoring is essential in pavement management and critical to the
16 socialized and integrated transportation system. The accurate measurement of the strain and
17 stress distributions in pavement is critical for the understanding of pavement behavior and the
18 modeling of pavement failure. Tremendous efforts have been devoted to in situ monitoring by
19 governments and transportation agencies around the world. After several decades’ research and
20 application, a wide variety of sensors has been developed for in-situ pavement monitoring, and
21 most of the sensors can be classified into two categories: electromagnetic sensor and optical fiber
22 sensor.
23
24 Electromagnetic Sensors
25 The application of electromagnetic sensors in pavement monitoring can be traced back to the
26 1960s(16). In 1991, Sebaaly et al.(17) tested various types of pavement instrumentation,
27 including pressure cell, deflectometer, strain gauge, thermocouple, moisture sensor, and
28 transverse vehicle location sensor, for field evaluation under actual truck loading. In 1995,
29 Sebaaly et al.(18) measured the tensile strains in flexible pavement using the Hall Effect sensor
30 in an H-gage configuration. In 2001, commercial diaphragm-type stress cells were embedded in
31 subgrade to compare the performance of two instrumented pavement test sections under linear
32 traffic simulator(19). In 2005, Huff et al.(20) investigated piezoelectric axle sensors to obtain
33 dynamic pavement deflection data. In 2011, Xue and Weaver (21) explored the effect of wide-
34 base tire on pavement strain response based on the data collected from SPS-8 on Ohio-SHRP
35 U.S. 23 Test Road in 1997. In the same year, a novel self-powered wireless sensor was
36 developed based on the integration of piezoelectric transduction with floating-gate injection,
37 which is also capable of detecting strain and temperature simultaneously (22).
38
39 Optical Fiber Sensors
40 Fiber optics sensors have attracted lots of efforts in civil engineering infrastructure monitoring
41 because of several of its positive attributes, including distributed sensing capabilities, small
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Xue, Wang and Wang
1 diameter, light weight, immunity to electromagnetic interference, strong survival ability and high
2 sensitivity(23, 24).
3 In 1994, Navarrete and Bernabeu(25) described an interferometry system, which can
4 detect changes in pressure on fiber and measure another external stimulus and changes
5 simultaneously. In 1995, Signore and Roesler (26) used fiber-optic sensors to study the lateral
6 strain behavior of axially loaded emulsified asphalt specimen and obtained its Poisson ratio. In
7 1996, polymide multimode fiber was braided for increased sensitivity. In 2005, Wang and
8 Tang(27) developed a new high-resolution fiber Bragg grating (FBG) sensor consisting of a
9 referenced FBG and a pair of fiber gratings, and provided the potential of simultaneous
10 measurement of strain and temperature within pavements. Due to the increasing interest of the
11 response and performance in the whole structure, 3-dimensional monitoring has gained more and
12 more attention. In 2012, Zhou et al. set up a 3D optical fiber grating based sensor assembly (28).
13
14 Pavement Monitoring System
15 For better understanding of pavement, various pavement research facilities (test roads) have
16 become an integral of pavement research and engineering, and the foremost was the AASHO
17 Road Test conducted in Ottowa, Illinois from 1958 to 1960(29).As early as in 1989, Rollings and
18 Pittman presented the result of instrumental model tests and full-scale traffic test on rigid
19 pavement, which matched the Westergaard edge-loaded analytical model well on design
20 stresses(30). In 2004, eight sections were fully instrumented to measure in situ pavement
21 responses under load at the NCAT test track(29). Timm et al.(31) presented the data collection
22 and processing procedures for the NCAT test track instrumentation. MnROAD in Minnesota was
23 heavily instrumented with 40 test cells; based on the monitored data Lukanen developed
24 mechanistically based load equivalency factors (LEF) in 2005(32). The Virginia Smart Road is
25 another outdoor pavement research facility located in Blacksburg of Virginia, which has twelve
26 instrumented sections (33). In 2006, Loulizi et al. (34) used one section of the Virginia Smart
27 Road to compare measured stress and strain, and obtained the difference between the stresses
28 and strains measured in situ and calculated for a flexible pavement section.
29
30 INTEGRATED MONITORING SYSTEM
31 With the development of information technology and digitization, traditional pavement
32 monitoring systems have been integrated with other monitoring systems, including bridge
33 monitoring, Weigh-in-Motion (WIM), traffic classification and so on. Both electromagnetic and
34 optical fiber optic sensors have been widely studied and used in various integrated pavement
35 monitoring systems.
36
37 Bridge Monitoring
38 Many bridges worldwide are closely monitored because of their economic importance and
39 vulnerability to extreme loading and harsh environmental conditions(35). The monitoring of
40 bridges is convenient to be integrated with pavement monitoring because of their similarity in
41 structure and function. The monitoring system of Geumdang Bridge in Korea using high-
42 resolution wireless sensors are combined together with the two-lane passing test road which
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Xue, Wang and Wang
1 employed 1897 sensors to evaluate three types of pavement constructed along the road
2 length(36). In Hong Kong, the integrated monitoring system with more than 800 sensors
3 permanently installed on the three long-span cable-supported bridges- the suspension Tsing Ma
4 Bridge, the cable-stayed Kap Shui Mun Bridge, and the Ting Kau Bridge(37). In United States,
5 the Commodore Barry Bridge is instrumented using 77 sensors and 115 channels to track the
6 loading environment and structural responses, and expected to be integrated with a WIM system
7 in the future(38). In 2012, Kim and Lynch(39) installed wireless sensors on both the bridge and
8 moving vehicle and record the dynamic interaction between the bridge and vehicle.
9
10 WIM System
11 Weigh-in-Motion (WIM) is to obtain the weight of a vehicle while the vehicle is in motion.
12 Since the concept was brought up sixty years ago(40), WIM technologies have been used
13 increasingly around the world for weight control of heavy vehicles, the protection and
14 management of pavement and other infrastructures(41). For example, there are more than 100
15 Weigh-in-Motion stations throughout California by 2002 (42). Today there are several major
16 types of sensors used for WIM stations: piezoelectric sensors, capacitive mats, bending plate,
17 load cell and optic fiber(41, 43). The original highway WIM system(44) used weighing devices
18 in one lane of the road. As early as 1989(45), a high speed Weigh-in-Motion system which was
19 manufactured and supplied by International Road Dynamics (IRD), was installed on Highway 1
20 near Regina of Canada.
21 During the past twenty years, each kind of WIM station has been widely studied and
22 developed by worldwide scholars and transportation agencies. Due to the distributed sensing
23 properties, high environment resistance, and other advantages, the studies and applications of
24 optic fiber sensors in WIM systems increased significantly in the past 10 years (23, 46-49). In
25 2007, Cheng et al.(50) presented the design of a new capacitive flexible weighing sensor for a
26 vehicle WIM system. In the same year, Zhang et al(51) investigated a novel WIM system based
27 on multiple low cost, light weight, small volume and high accuracy embedded concrete strain
28 sensors.
29
30 Traffic Classification
31 Vehicle classification is another important category of traffic data collection. The study of
32 vehicle classification can be traced back to 1976(52), and commercial detector equipment was
33 used to measure some configuration parameters of a passing vehicle with rough estimation. As of
34 today, lots of information and sensing technology have been devoted to improving the
35 classification. Vehicle classification technologies in current use can be grouped into three major
36 categories: axle based, vehicle length based, and machine vision (visual) based(53). In recent
37 years, the most popular sensing technologies used in vehicle detecting are piezoelectric sensor,
38 inductive loops, and fiber optic sensors. Piezoelectric sensor is the most widely instrumented,
39 and a lot of experience has been accumulated. In 1990s, cheaper inductive loops (usually single
40 loop or dual loop detectors) were developed to replace the expensive piezoelectric sensors with
41 high classification efficiency preserved (54-58). Fiber grating sensor application in traffic
42 classification increases because of its advantages and its wide application in pavement health
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Xue, Wang and Wang
1 monitoring and Weigh-in-Motion system. Efforts of scholars throughout the world are devoted to
2 improving its performance in vehicle classification (59-62). At the same time, some other
3 researchers devoted efforts to making use of traditional sensors for health monitoring to detect
4 and classify vehicles. In 2008, Zhang et al.(63) delivered a new vehicle classification method and
5 developed a traffic monitoring detector with embedded concrete strain gauges.
6
7 Traffic Data Collection
8 WIM systems and vehicle classification system mentioned above, together with vehicle speed
9 measurement, are all parts of traffic data collection. “Truck data collection and reporting is an
10 important program that state departments of transportation (DOTs) must maintain to comply with
11 FHWA requirements”(53). For example, the Florida Department of Transportation (FDOT) has
12 approximately 350 traffic classification and WIM sites located throughout the state, including
13 thousands of piezoelectric sensors (64). Due to the low survival rate of piezoelectric sensors,
14 FDOT was committed to the development of optical fiber sensors in traffic classification and
15 WIM system because of its flexibility, corrosion resistance and immunity to electromagnetic
16 interference(65); in this project, Cosentino and Grossma developed a fiber optic traffic sensor
17 (FOTS) in 1996(66); they improved its sensitivity, validated its application in both flexible and
18 rigid pavements, and explored its WIM accuracy in 1997(67); finally they deployed the designed
19 fiber optic traffic sensor in monitoring system for traffic classification and WIM system in
20 2000(68). Since June 2008, an in situ measuring station has been used in Lenzburg,
21 Switzerland(69). This measuring station includes Weigh-in-Motion sensors, Stress-in-Motion
22 sensors, temperature sensors and acceleration sensors, and serves as a useful tool for both the
23 statistical assessment of traffic and the loading condition of the pavement.
24
25 SUMMARIZED DEVELOPMENT OF MONITORING SYSTEM IN PAVEMENT
26 Pavement monitoring is very important to transportation management, and has been a hotspot of
27 transportation research since the middle of 20th century. The broad concept of pavement
28 monitoring includes pavement assessment (monitoring with low frequency) and in-situ pavement
29 monitoring.
30 For pavement assessments, the surface conditions of pavement (cracking and deflection)
31 are measured to evaluate its performance. Lots of sensing and measuring technologies have been
32 developed to replace the traditional visual and manual methods.
33 In-situ pavement monitoring means obtaining the pavement responses via the sensing
34 devices fixed in/around pavement, and realizes the timing flexibility of data collection. The
35 sensing devices installed in pavement can be categorized into electromagnetic and fiber optic
36 sensors according to their signal transferred, and both of them have been studied a lot on
37 sensitivity, functionality, scale, living rate and resistance to harsh environment. As a result,
38 pavement monitoring system has been improved on accuracy, scale, lasting, comprehensiveness,
39 and other factors.
40 Other related monitoring system, such as bridge monitoring, Weigh-in-Motion (WIM),
41 traffic classification systems, are also described and reviewed. They can be integrated with
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Xue, Wang and Wang
1 pavement monitoring easily because of their similar structure and function, and tremendous
2 potential benefit can be expected.
3 As a summary of the review, the described developments of in situ pavement monitoring
4 systems, and other monitoring systems which can be integrated with pavement monitoring
5 system are tabulated into TABLE 1.
6
7 TABLE 1 Summary of Recent Development in Monitoring Systems in/for Pavement
Purpose of
Authors/Infrastructu Measuremen Sensing
Monitoring Year Sensors Note
re t Type
System
Full-scale,
1946(30) Rollings and Pittman Strain EM Strain gage accelerated
traffic tests
Stress;
deflection;
strain;
1991(17) Sebaaly et al. temperature; EM NA NA
moisture;
vehicle
location.
WIM devices,
Stress, strain, temperature, Both rigid and
1994(32) MnRoad, Minnesota applied EM moisture, flexible
loading thermal strain pavements
sensors
Hall-effect
1995(18) Sebaaly et al Strain EM Strain gage
gage
Laboratory
1995(26) Signore and Roesler Strain FO NA
Pavement test
Health Status 1997(21) US 23 Test Road, Ohio Strain EM Strain gage NA
Pressure cell,
Stress, strain, strain gauges,
1998(33, The Virginia Smart temperature, thermocouple,
EM NA
34) Road, Virginia moisture, frost reflectometry
penetration and resistivity
probes.
Full-scale,
diaphragm-
2001(19) Goncalves et al. Stress EM accelerated
type stress cell
traffic tests
Strain gage,
Strain, stress, pressure cell,
2004(29,
NCAT moisture and EM moisture NA
31)
temperature probes and
thermistor
Digitized Piezoelectric
2005(20) Huff et al. EM NA
current axle sensor
Strain and Fiber Bragg Measure strain
2005(27) Wang and Tang FO
temperature Grating and
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Xue, Wang and Wang
Sensor temperature
simultaneousl
y
Self-powered
Strain and Piezoelectric
2011(22) Lajnef et al. EM piezo-floating-
temperature transduction
gate array
2012(28) Tailai Highway, China Strain FO OFBG 3D monitoring
Strain/stress, Wind and
Tsing Ma Bridge, Kap displacement, Structural
Shui Mun Bridge and acceleration, Health
2000(70) EM NA
Ting Kau Bridge, temperature, Monitoring
Hong Kong wind, axle System
load (WASHMS)
strain gages,
piezoelectric
Wind, strain
Commodore Barry accelerometer
2000(38) and EM NA
Bridge, New Jersey s and
acceleration.
Bridge ultrasonic
Monitoring anemometer
2006 (71, Alamosa Canyon
Acceleration EM NA NA
72) Bridge, New Mexico
Traditional
Geumdang Bridge, piezoelectric
2006(36) Acceleration EM tethered and
Korea and capacitive
wireless
capacitive
accelerometer
Acceleration Vehicle-bridge
2012(39) Yeondae Bridge, Korea EM and
and tactility interaction
piezoelectric
tactile sensor
IRD-WIM-
1986(45) Highway 1, Canada Load, speed EM 5000 system NA
and radar
Mach-Zehnder
1994(25) Navarret and Bernabeu Pressure FO NA
interferometer
Michelson
2004(46) Yuan et al. Pressure FO NA
interferometer
WIM Light weight,
Capacitive small volume
2007(43) Cheng et al. Strain EM
sensor and
portability.
Two
concentric
2008(23) Malla et al. Load FO NA
light guiding
regions
Inductive Inductive loop
2001(54) Gajda et al. EM Cheap
voltage detector
Vehicle
2002(60- Amplitude of
Classification Interstate 84 in Oregon FO NA NA
62) optical signal
2003(57) Interstate 710 in Traffic Em Single NA
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Xue, Wang and Wang
California volume, inductive loop
vehicle length detector
and speed
Single-loop,
Inductive Dual-loop and
2009(55) I-70 and I-71, OHIO EM NA
voltage Piezoelectric
detector
Microbend
Fiber optic
2000(65- Cosentino and WIM; vehicle fiber-optic
FO traffic sensor
68) Grossman classification sensing
(FOTS)
technology
Piezoelectric More than 300
WIM and
sensor, loop continuous
1988(64) Florida vehicle EM
detector, and monitoring
classification
bending plate sites
Integrated
WIM, Stress-
Traffic Data
Vehicle in-Motion,
Collection
weight, traffic temperature Footprint
A1 motorway,
2008(69) classification, EM and measuring
Switzerland
temperature, acceleration station
acceleration sensors

WIM and
2008(51, strip strain Simple and
Zhang et al. vehicle EM
63) sensor efficient
classification
1 NA = not available

2
3 FUTURE TRENDS
4 Currently, an integrated transportation monitoring system is under development in Virginia Tech
5 Transportation Institute, which is funded by the collaborative project “Integrated Infrastructure
6 Asset Monitoring Assessment and Management”. This project would investigate the feasibility
7 and potential benefits of the integration of infrastructure monitoring systems into transportation
8 management system.
9 This in situ monitoring system is located on Route 114 of Virginia in Christiansburg,
10 Virginia. The instrumentation was devised to provide pavement responses of strain, stress,
11 temperature and moisture in the asphalt concrete layer. The gauges selected include CTL
12 horizontal and vertical strain gages, pressure gauge, thermocouple and moisture probe. The
13 installation was assigned in the gap of an overlay project of VDOT. Wireless nodes, wired with
14 installed sensors, are positioned by the side of the pavement to send the signal to the computer
15 nearby.
16 Up to now, the design, installation, preliminary calibration of the monitoring system has
17 been finished. Some experiments have been done to develop the back calculation methodology.
18 The purpose of this transportation monitoring system is to monitor both traffic and pavement
19 conditions. When finished, it will serve as a Weigh-in-Motion system and traffic classification
20 system in addition to collecting the mechanical response and monitoring the health status of the
21 pavement. A novel back calculation method based on a distribution model will be present for
 11
Xue, Wang and Wang
1 estimating a vehicle’s speed, wandering, number of axles, distance between axles, distance
2 between wheels, and axle weights.
3 The VTTI research project represents future trends including the following:
4  Integrated pavement response and condition monitoring with traffic information
5 monitoring;
6  Integration of multiple types of sensors for different variables;
7  Integrated advanced computational modeling for accurate parameter estimation;
8  Wireless and self-powered data transmissions.
9 In addition, the ruggedness of integrated sensor systems, improved installation
10 procedures, and integrated data-collection and analysis packaging will continue to be the major
11 focus of research and economic and feasible monitoring systems for large scope deployment will
12 be become feasible in the next decade.
13
14 REFERENCES
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