EVALUATION OF SURFACE CONDITION AND PAVEMENT COMFORT OF BR 020,

040, 060 AND 070/DF WITH THE USE OF APP ROADROID OF SMARTPHONE

D. DE ALMEIDA PEREIRA
National Department of Transport Infrastructure, DNIT, Brazil
eng.dap@gmail.com
G. MENDES DE OLIVEIRA, M. FROZZA & M. RODRIGUES CAVALCANTE TELES
Department of Civil Engineering, University Center of Distrito Federal, Brazil
roadroidudf@gmail.com

ABSTRACT

The roughness index of a road is considered the most important parameter about the quality
of the pavement, as it has a close relation with the comfort and safety of the road users.
Such condition can be established by means of functional evaluation of pavement surface
deviations, measured by the International Roughness Index (IRI), an index that came out of
the international evaluation of pavements, coordinated by the World Bank, and currently
owns, as an index of limit measure, for purposes of receiving roads in Brazil, the value of
2.7 m/km. This work make use of the e.IRI parameter, obtained by the Roadroid app. for
smartphones which use Android operating system. The choice of such application is due to
the practicality for the user interaction, as it possesses a data storage on a cloud of its own,
and the support given to universities all around the world. Data has been collected for six
months, once in each month. The studies begun in March 2018, season of precipitations
that worsen the conditions of the roads, besides the opportunity to accompany the damage
and the quality of the interventions performed. About 350 kilometers of sections of four
federal highways were analyzed, BR-020, BR-040, BR-060 and BR-070 that connect the
Federal District (area where Brasilia is located) and surroundings, chosen for their economic
and tourist importance, been two of them of federal and two others of private exploitation.
As well as much of the road network, the analyzed stretches are coated of Hot Mix Asphalt
(HMA). Thus, this present research performs a contrastive discussion between comfort
conditions and safety of the roads under private exploitation in which users pay a fee to the
concessionaires so they could travel on a road that meet the minimum requirements for
usage, and regarding the quality of offered service on the roads under Federal Government
jurisdiction. And finally, the contrast of data collected by National Department of Transport
Infrastructure – DNIT, by means of a laser perfilometer, with data achieved by Roadroid,
checking the applicability, the practicality and cost-effective, considering the app limitations.

1. INTRODUCTION

Over the years, technology has gained space in the daily life of the population and in the
development of several areas. Civil engineering has gained privileges with this evolution,
such as increasing the operational performance of equipment in a work, modeling software
and more accurate and fast data.

For the users, the quality of the roads guarantees the comfort and the safety levels
appropriate for their road. However, the studies of a road in relation to the comfort and the
safety of the users are linked to the geotechnical conditions, the index of international
roughness, geometry of the road, signage and the levels of conservation of the pavement.

In the course of the useful life of the pavement, the structures can present unforeseen
behaviors, caused by the failure of execution or performance in some layer of its structure,
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giving rise to pathologies that affect the comfort and safety of its Users, bringing the wears
in advance.

The maintenance and monitoring of the roads must be continued activities, which start as
soon as the road goes into operation and the periodic evaluation of the state of the conditions
works to definition critical segments, with the Intention to intervene in the constant
appearance of failures caused, above all, by the proposal of traffic and the environment [16].

When assessing comfort on pavements, IRI, also called the Longitudinal Irregularity Index,
is the sum per kilometer of the pavement irregularities in relation to the reference plane [14],
an entity that is responsible for establishing the traffic lanes conditions at safety levels and
user comfort.

This article aims to supervise the evolution of the quality of excerpts from four Brazilian
federal highways, being two of them private, and the other federal jurisdiction, with the
application Roadroid, software for Android.

In a specific way, to compare the methods of evaluation of the pavement used by DNIT, with
survey of data collected by the Roadroid; analyze the efficiency of the application, through
the data generated by the collection; Perform the verification of the climatic influence,
precipitations, on the pavement quality of the studied stretches, comparing the initial
collection, performed during the rainy season, with the latter; and compare the acquired eIRI
values with the American table of the Federal Highway Administration (FHWA).

2. THEORETICAL FRAMEWORK

The good performance of economic and social activities depends on the adequate sizing
and conservation status of transport infrastructures, in particular road transport, responsible
for more than 61% of the movement of goods and by 95% of the passenger movement,
according to the National Confederation of Transport [8, adapted].

The experience of the users in the road modal is influenced by the quality of execution and
maintenance of the pavement. In this sense, it is verified that there is in Brazil, proportionally
to its total road network, a very small extent of paved roads, 213,453 km, and 1,507,248 km
of unpaved highways, which correspond, respectively, to 12.4% and 87.6% of the extension
Total. This distribution generates impacts not only on the safety and comfort of drivers and
passengers, but also on the wear and tear of vehicles, in the speeds developed and in travel
times, among other issues [8, adapted].

The advance of paving is accompanied by the need to withstand the automobile evolution.
Vehicles with higher capacity of cargo and passengers require more of the structures. Many
still do not support these loads, since they were not dimensioned for this evolution.

Pavement is the structure built of multiple layers on the earthmoving of a terrain and has the
function of resisting efforts, receiving loads of vehicle traffic and redistributing to the
foundation soils. Giving good bearing conditions and providing satisfactory conditions of
speed, safety, comfort in transporting people and goods [1].

We can identify two types of pavement structures in road engineering, classified according
to their stiffness, which can be rigid or flexible.

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Flexible pavements, generally associated with asphalt pavements, are composed of
coatings, supported on base layers, sub and reinforcement of the subbed, consisting of
granular materials, soils or mixtures of soils, without the addition of cementing agents.
Depending on the traffic volume, the support capacity of the subbed, the stiffness and
thickness of the layers, and environmental conditions, one or more layers can be removed
[5].

The coating can consist of several materials; however, the roads considered in this article
are constituted by Hot Mix Asphalt (HMA), which is one of the most used coating types to
cover the Brazilian pathways. The HMA is a mixture consisting of coarse aggregate, kid,
filler material and bituminous ligand, mixed in hot in the appropriate plant, and should be
spread and compressed hot [20].

The distribution of the load of flexible paving is applied as a concentrated load, distributing
the support along the layers of the paving structure causing a higher bending moment than
the rigid one.

For many years, the quality of the road surface has not been measured and the pavement
has been considered acceptable if it could be used [7].

The irregularity of the running track is considered the most important point when talking
about failings in the pavement, responsible for affecting the main functional parameters of a
pavement, such as economy, safety, speed and comfort. These parameters are determined
in design by means of geotechnical conditions, characteristics of the pavement, technical
classification, type of velocity, which is calculated depending on the geometric
characteristics of the road, and quality of the pavement [20]. One of the ways to set these
conditions is through the functional assessment of roughness on the surface of the
pavement, measured by the International Roughness Index (IRI), also called the Index of
longitudinal irregularity.

This index came to light through the International Pavement Assessment Survey,
coordinated by the World Bank in 1982, with the participation of the United States, France,
Belgium, the United Kingdom and Brazil. The study, after analyzing several possible indices,
chose the International Roughness Index, or simply IRI, which simulates the dynamic
response of a reference vehicle, when traveling on the longitudinal profile measured [23,
adapted].

The standard irregularity scale adopted in Brazil is the Irregularity Quotient (IQ) expressed
in counts/km, calculated from the topographic leveling of a stretch of the pathway [10]. The
most extensive equipment used in Brazil and abroad for measurement of the Irregularity
Quotient (IQ) are the integrators of response type, which are based on the reaction of the
suspension of vehicles to existing irregularities [11]. In Brazil, for the use and calibration of
response equipment, there are methods of measurement and calibration normalized by the
Department of Roads (DNER) in the rules DNER-ES 173/86, DNER-PRO 164/94 and
DNER-PRO 182/94. The two most commonly used correlation models in Brazil are IRI = (IQ
+ 10)/14 and IRI = QI/13, Paterson (1986) and Paterson (1987). In both models, the IQ is in
the counts/km unit and the IRI in m/km [3].

The IRI is the sum, in kilometers, of the irregularities of the pavement referring to the
reference plane [14], that is, it is a physical magnitude measured on the floors, in charge of
determining the conditions of the bearing range in levels of safety and comfort of Users, who
currently have the standard limit measurement index the value of 2.7 m/km, being

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recommended by DNIT to perform the maintenance of the pavement when the value is
above it.

There are several types of equipment that perform measurements of the longitudinal profile.
Being distinguished according to the type and method used for the survey, these equipments
have been classified as direct evaluation, when they are able to measure longitudinal
profiles with or without contact with the pavement, and indirect evaluation, When they
provide irregularity indexes from the reaction of a device (or suspension of the vehicle) when
dealing on the pavement [6, 22 and 23].

To perform and obtain a parameter measure linked to the longitudinal irregularity, several
equipments and processes has been developed. Here are some of them: Method of Level
and Mira (geometric leveling), involves direct or manual measurements of the pavement
geometry, by employing surveying equipment or appropriate instruments; Dynamic Surface
Profilometer – DSP, that performs mechanized measurements of the road profile; Bump
Integrator, also known as type-response system, it is based on an instrument that
cumulatively determines the relative movements between the rear axle of the vehicle and
its bodyshell, from what, statistically, can typify the irregularity; TRRL's "laser" Profilometer
is based on the reflection of a probe or laser beam emitted by a device placed under the
vehicle; among others. [11, adapted].

Currently, DNIT makes use of the diagnostic vehicle as a method for evaluating the
pavement. It’s a vehicle equipped with a profile bar and three lasers coupled and distributed
in this same bar, located on the wheel tracks and in the center of the bar [4], called
‘profilometer’. It calculates the IRI by the longitudinal displacement of the vehicle and vertical
of the laser, according to Figure 01 – Integrated vehicle for registration and road diagnostics.
The Road diagnostic vehicle is responsible for gathering information from the International
Irregularity Index – IRI, the video record and the continuous Visual Survey – LVC) of the
Federal road network and feeding the database of the management system of Floorings -
SGP. Prior to the implementation of this vehicle, the 3 types of withdrawal were executed
separately and, normally, by 3 different companies, which had a high cost [13].

Figure 01 – Integrated Vehicle for Registration and Road Diagnosis [13].

The software used in this article, Roadroid, is a Swedish application developed in 2002 to
evaluate the conditions of the road line. It captures the vibrations of the road at 100 times
per second by the accelerometer, an electronic component inserted in smartphones to
measure displacement and inclination through movement and gravity, and uses the Global
Positioning System (GPS) in order to trace the points of irregularities in a coordinate. The
app requires that the Internet transfer collected data to a cloud of the application itself, where
it can be monitored through bases.

The Roadroid smartphone solution has two options for roughness data calculation:

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1) estimated IRI (eIRI) - based on a Peak and Root Mean Square (RMS) vibration analysis
– which is correlated to Swedish laser measurements on paved roads. The setup is fixed
but made for three types of cars and is thought to compensate for speed between 20-100
km/h. eIRI is the base for the Roadroid Index (RI) classification of single points and stretches
(road links) of the road.
2) calculated IRI (cIRI) - based on the quarter-car simulation (QCS) [1] for sampling during
a narrow speed range such as 60-80 km/h. When measuring cIRI, the sensitivity of the
device can be calibrated by the operator to a known reference. [17].

In the app settings it can be configured the model of the vehicle to be used, as a passenger
car, among others, the mode of collection, with or without filming, the calibration of the device
on the X, Y and Z axes, among other options. During the collection a colored bar is displayed
on the smartphone screen, which indicates the roughness rating of the pavement, in which
the green part means a good eIRI, the yellow indicates that it is regular, and from the red
onwards is regarded as bad , and the last color of the index representation is purple. In
Figure 02 – Smartphone with the software in operation shows a portion of the eIRI indication
bar.

Figure 02 – A smartphone with the working software Roadroid

The first outline of the Roadroid appeared in 2001, but the first prototype was only made in
2002 by means of a master's thesis from the Royal Institute of Technology of Sweden. As
the technology was not yet so advanced, they used a computer with an external
accelerometer, a signal amplifier and a GPS unit. This equipment sustained for four years,
but the results were not satisfactory. In 2010, with the emergence of accelerometer included
in smartphones, the team gave a sequel to the project, and then, in 2011 they made
comparisons with the previous prototype and the new experience that already included the
smartphone and the first space on the web. In 2012 they were the regional winners of the
European satellite Navigation competition. In 2013 they won the UN World Summit Award
and the Kart Sällskapet Innovation Award. [21].

Data collection can be done in a continuous way, adding the roughness changes to the cloud
database, providing early warnings of changes and damage of the road, thus enabling new
ways to work in the operational management of maintenance of roads and can guide
research more accurately, for strategic asset management and floor planning. When the
highway lacks quality control, small wears are transformed into major problems, as early
reparation avoids high expenditures or even reconstruction of certain stretches.

The many approaches for measuring road roughness in use throughout the world can be
grouped into four generic classes on the basis of how directly their measures pertain to the
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IRI, which in turn affects the calibration requirements and the accuracy associated with their
use [22], that are: Class 1 - Precision profiles; Class 2 - Other profile-metric methods; Class
3 - IRI estimates from correlation equations; Class 4 - Subjective ratings and uncalibrated
measures.

Data collected through smartphones are not directly linked to the measurements of Class 1
(Precision profiles), but they complete in a powerful way. Since Class 1 data are too
expensive to collect, they are not taken frequently, and advanced data collection systems
also require complex data analysis and take a long time to be delivered.

3. METHODOLOGY

The investigations were carried out on four federal roads, with pavement of the flexible type,
starting from the Federal District, always from zero mile marker to a certain point after the
crossing of the currency with the state of Goiás, except for the BR 020/DF that ends in the
region, the points defined by the members and following the National System of Traffic (SNV,
Sistema Nacional de Viação). Figure 03 shows the map of the roads analyzed and figures
04 and 05 show fragments of two BR's, including the fragments collected by DNIT.

Figure 03 – Map showing the situation of the four analyzed roads

In the data collection was used a model vehicle VW FOX 1.0 GII year10/11, whose capacity
is five passengers and the potency of 76 horsepower, performing a periodic inspection in
the automobile the day before the collection. The maximum speed was 80km/h, and for the
lowest speed locations, it was maintained 60km/h, oscillating 10km/h above or below the
specified speed, because the speeds below or above the recommended can produce
variations in the results because of the equipment being the response type.

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The equipment used to measure the data has the following features: Samsung brand,
Galaxy Note 4 model, with 5.7 inch touchscreen and Android operating system and A-
GPS/glonarse, attached to the center of the windshield by a phone holder Mobile brand
Logitech, model recommended by the developer. The use of vehicular media sold in Brazil
was tested, but they did not present satisfactory values because they were malleable,
resulting in higher eIRI values.

For a better result of the data, the collections were taken on weekends, because the quantity
of vehicles is inferior to that observed during the week, which allows driving the vehicle at
specified speeds.

4. RESULTS AND DISCUSSION

In this excerpt we will present the results obtained in the data collection carried out on the
BR's highways, as well as the comparisons between the analyzed excerpts and the data
made available by the DNIT, collected through the regulated method.

The data were tabulated and divided into homogeneous segments, according to the
AASHTO Table (1993), as a function of the mean eIRI and the distance between the points.
Each segment was determined as an excerpt that has variations between 200 to 2000
meters, established according to the graphic division of the stretches of the highway, that is,
each oscillation of the value of Zi (vertical axis) was determined as a segment, separated
by a Red bar vertically, and the horizontal stretch are the points of the road, divided from
100 to 100 meters, as shown in Figure 04. From here, the statistic was used to calculate the
average value, Equation 01, and the standard deviation of the samples, Equation 02.
𝑥𝑖
a) Equation 01, 𝑋 = ∑ . The sum of 𝑥𝑖 are the values of the variable and 𝑛 the
𝑛
number of values.
∑ (𝑥𝑖 −𝑋)²
b) Equation 02, 𝜎 = √ .
𝑛−1

Figure 04 - Graph homogeneous segments of BR 060 / DF growing sense.

The values have been fixed at the lower and upper limits, generating a maximum and
minimum for the index, as shown in the example fragment from BR 020/DF in Figure 05.

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 HOMOGENEOUS SEGMENTS
Standard
eIRI eIRI eIRI Upper eIRI eIRI
Point Zi deviation Z Lower limit eIRI
collected Medium average Limit (Brazilian) (American)
(σ)
Stretch 01
0,00 0,00 0,00 0,00
100,00 1,72 0,86 -97,91
200,00 2,01 1,87 -95,32
1,77 0,95 0,76 1,04 2,49 2,91 Regular Awful
300,00 1,83 1,92 -87,22
400,00 2,21 2,02 -69,13
500,00 2,82 2,52 -1,54
Figure 05 – Table of stretch 01 of BR 020/DF growing sense

In each stretch of the highways were made the same procedures described previously,
following the same pattern, comparing all the BR's roads with the Table of Aashto (1993),
besides the comparison with the data provided by DNIT for BR 020/DF. Figure 06 shows
the classification of the threshold values of the irregularity index in several countries,
including the United States of America and Brazil.

Figure 06 – Table of irregularity classification ranges based on IRI [18]

In figures 07 to 12, comparative analyses of the highways are presented in the interval of
the first and last collection, according to table 01, and analyses between the methods,
Roadroid and Profilometer.

Irregularity
Concept IRI
QI (cont./km)
(m/km)
Excellent 13 - 25 1-1,9
Good 25 - 35 1,9 - 2,7
Regular 35 - 45 2,7 - 3,5
Bad 45 - 60 3,5 - 4,6
Awful > 60 >4,6
Table 01 – IRI Classification. Source: DNIT, 2006 (adapted)

4.1 Comparison of periods and perfilometer method

4.1.1 BR 020/DF

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 Figure 07 – Graph of comparison BR-020/DF growing sense

As it is possible to notice, the BR-020/DF Increasing sense had a significant improvement

in its evolution within the six-month period, because in most cases the Eiri values reduced
giving greater comfort to the users. When the index increases, it means that in that stretch
there is an irregularity that affects the ideal condition of route trafficability, being necessary
to perform maintenance when exceeds the value of 2.7 m/km.

As we described earlier, the researches began in March, period of the end of the
precipitations in the Federal district and surroundings, obtaining a wear on the pavement,
caused by the climatic condition and traffic. However, according to table 01, in the last period
the highway remained, mostly, with a classification of excellent trafficability, due to the repair
performed on the pavement after the period of precipitations.

Performing comparison of methods, Profilometer and Roadroid, it was observed that the
data are approximate, certifying the efficiency of the application. The small difference in data
occurs due to the interval between the collections, approximately 380 days, due to the last
collection performed by DNIT in 2017.

When comparing the eIRI value between the DNIT and AASHTO tables, shown in figure 06
and table 01, it was found that in BR-020/DF Most of the segmented segments were
classified as good and excellent, with an average of 2.07 m/km in the first collection and
1.91 m/km N The last. However, according to the American table, the excerpts would be
classified as regular or bad, indexes higher than 2.7 m/km, since the Federal Highway
Administration (FHWA) has more rigorous indexes on the level of pavement comfort.

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 Figure 08 – Graph of comparison BR-020/DF decreasing sense

When analyzing the evolution of BR-020/DF, decreasing direction, compared between the
beginning and end of the collections, it was verified that in most sections there was
excessive wear on the pavement. This was due to this route being the oldest, since the
duplication of this stretch was released in December 2009, being the new route in the
opposite direction. According to the values acquired on the highway, in its last collection the
classification was considered as good, with an average of 2.24 m/km, but in the classification
according to AASHTO (1993), it would be valued as regular.

In contrast to the collection performed by the DNIT, the Profilometer, the highway obtained
a decrease in the indices values, possibly maintaining the periods in order to prevent the
problem from worsening with the precipitations, considering that the existence of
irregularities in the pavement allows the water to contact the lower layers, affecting its
characteristics, expanding the discomfort, possible to emerge pots, with higher indices.

4.1.2 BR 070/DF

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 Figure 09 – Graph of comparison BR-070/DF growing sense

The growing sense of this BR road obtained points isolated from high indices, but mostly
was classified with good trafficability, obtaining an average of 2.37 m/km in the period of
March and 1.98 m/km in the last month of collection. According to the AASHTO, the
classification would be regular for the two months compared.

According to the results of profilometer, the highway exceeded the limit of 2.7 m/km in many
parts, showing a need for observation in order to verify these results, since with the collection
by the application the values decreased, being an increase only in sections that had higher
irregularities, being isolated cases, as in the third stretch.

Figure 10 – Graph of comparison BR-070/DF decreasing sense

In the decreasing sense of this BR road almost all the excerpts remained with similar values,
with few alterations, obtaining an average of 1.91 m/km in the first month and 1.78 m/km in
the last one, keeping it valued as good, or as regular in the table of AASHTO. However, in
the last collection the altered values decreased, and it was concluded that there was
maintenance on the pavement between the first and the last collection.

The collection performed by the profilometer obtained high results, compared with the data
of the Roadroid. Probably these high values are results of a highway with many irregularities,
being verified that when it exceeded the limit of the index the highway was repaired, because
in the collection with the application the values decreased, falling below the default limit.

Highways like this demonstrate the relevance in the management system, and can carry out
the maintenance of the highway before even reaching a critical state, reducing costs when
performed in fair time.

4.2 Comparison of periods

4.2.1 BR 040/DF

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 Figure 11 – Graph of comparison of periods BR-040/DF

In the increasing sense this BR remained stable, with variations in isolated cases, as can be
observed in section 03, classing it mostly as excellent, with an average of 2.04 m/km.
Because it is a private jurisdiction road, the results of the data reached the expected
according to table 01, in which almost did not present alteration of the index of irregularity,
that is, did not increase or decrease considerably, except for the third stretch that exceeded
the limit of 2.7 m/km.

In the descending direction, the first collection of this highway obtained high values in most
of the stretches, with an average of 2.49 m/km, in which a maintenance was expected in it,
due to lack of comfort and safety in certain stretches. However, in the last collection this
maintenance had already been carried out, resulting in satisfactory indices, ranking it as
good, with an average of 1.93 m/km. During the collections it was possible to perceive
visually that in this sense the pavement had more damage of that in the growing sense.

4.2.2 BR 060/DF

Figure 12 – Graph of comparison of periods BR-060/DF

Most of them were classified as regular, obtaining an average of 2.88 m/km in March and
an average of 3.41 m/km in August. However, because it is a private highway, it was visually
verified that the sidewalk was poor compared to comfort, confirming this classification using
the data collected. By comparing it to the AASHTO table (1993), it would also be classified
as bad, due to the high values of e IRI, greater than 2.7 m/km.

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These high values are the results of many irregularities, which could be visually observed
during the collection and in the values of the graphs.

In a decreasing sense, the classification was bad, with an average of 3.53 m/km in the first
collection and 3.11 m/km in the last one, having a slight improvement in relation to the first
month, not being sufficient for this road to reach the maximum comfort limit according to
table 01 and AASHTO (1993). Because it is a highway widely used for the transportation of
goods, since Brasília has few industries, it was expected a considerable wear, but not so
high because it is a private road, arousing the doubt about the viability of privatizing
highways of federal safeguard.

5. CONCLUSION

O The application has proven efficacy in its powers, enabling a low-cost evaluation per
kilometer, mainly relative to the laser profilometer. Without considering the value of the
license, one can calculate an average price, counting on the payment of three employees,
considering that the daily rate of each of them would cost approximately $26.53, plus the
amount spent on fuel, in this case taking into account the average invested in this research
that was $39.79, including the displacement between highways, and summing the rent of
the car which is about $26.53. Then, the average cost per kilometer traveled, not for profit,
would be $0.32, the ratio between the sum of total costs and the mileage round, 350
kilometers of highways and 100 of displacement. However, the expense of using the three-
laser profilometer would be around $7.89 per kilometer, according to item 10.4 of the May
2016 cost table of the Department of Roads (DAER) of Rio Grande do Sul. Yet, by
readjusting this value for the June 2018 base date, as reported by the DNIT Road Works
Readjustment Index table, it would be $8.52, using the value of 1.0789 for the conversion.
Thus, only with these considerations, we can conclude that the application Roadroid would
be able to reduce some costs and increase the efficiency of the collections, in the case of
its use to carry out the check of the comfort of the pavement, except for project execution.
The data have been converted on February 24, 2019, from the dollar to R$3,77 (Brazilian
Real).
Considering the federal roads, they suffered a wear as expected, since at the beginning of
the collections there were precipitations. However, the highways of private jurisdiction,
contrary to what was expected, demonstrated an irregularity superior to those of federal
maintenance.

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[15] 26th World Road Congress