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David Laserscanner Pro 3.0 ^NEW^ Crack

Pavemetrics Laser Crack Measurement System (LCMS-2) is the ultimate single-pass 3D sensor for pavement inspection. The LCMS-2 is able to automatically geo-tag, measure, detect and quantify all key functional parameters of pavement in a single pass, including (but not limited to): cracking, rutting, texture, potholes, bleeding, shoving, raveling and roughness.

David Laserscanner Pro 3.0 Crack

Author: Aziz Salifu and Nichole Andre (Saskatchewan Ministry of Highways and Transportation)Abstract: The Saskatchewan Ministry of Highways and Infrastructure (SMHI) adopted Laser Crack Measuring System (LCMS) technology for collecting road condition data in 2016. LCMS data has replaced a visual assessment method for identifying cracking and other surface distresses. This paper discusses the methodology used to determine type, severity, extent and aggregation of LCMS distress data. To better analyze the data, SMHI developed the Surface Condition Indicator (SCI) to support asset management decision making for setting performance measures, optimize budgets, and identify pavement preservation candidates.

Using Full Lane 3D Road Texture Data for the Automated Detection of Sealed Cracks, Bleeding and RavelingAuthors: John Laurent, Jean-François Hébert and Mario Talbot (Pavemetrics)Abstract: 3D transverse profiling techniques such as the LCMS (Laser Crack Measurement System) have proven reliable at detecting open cracks these systems have not been widely used to evaluate road texture. This article will present test results from the New Zealand Highway Authority (NZHA) that demonstrate that 3D transverse profiling lasers (LCMS) can be used to measure macro-texture as accurately as a single point texture lasers. Furthermore, because transverse profiling lasers measure texture on the entire road surface we will demonstrate that they can also be used to detect important surface features (sealed cracks, bleeding and raveling) that are missed by single point lasers.

3D Technology for Managing PavementsAuthors: Richard Wix and Roland Leschinski (ARRB Group)Abstract: Advances in instrumentation have led to the development of new technologies that provide a number of options for collecting pavement condition data. Manual methods have been successfully replicated, automated and then further improved. For instance, 3D laser sensors were first introduced as a means of measuring the transverse profile of the pavement in much greater detail than a straight edge or even a multi-point laser profiler. However, with further advancements this technology is now being used to identify cracks and other defects in the pavement surface. This paper looks at how 3D technology can be used to measure pavement cracking as well as other pavement condition parameters that are of interest to state and local government agencies.

Feasibility Study of Measuring Concrete Joint Faulting Using 3D continuous Pavement Profile DataAuthors: Yichang James Tsai, Yiching Wu and Chengbo Ai (Georgia Institute of Technology)Abstract: Faulting is one of the important performance measurements for jointed concrete pavements, as it has a direct impact on ride quality. Faulting has traditionally been measured manually using hand-held devices, such as the Georgia fault meter. However, manually measuring faulting on the roadways is labor intensive, time-consuming, and hazardous to workers and drivers. There is a need to develop alternative methods for effectively and safely collecting faulting data on each joint at highway speed. This paper proposes a new method to collect faulting data at highway speed using the 3D continuous pavement profile data acquired with emerging 3D laser technology and assesses its feasibility in field tests. While 3D continuous pavement profile data is initially used to detect asphalt pavement cracking and rutting, this paper further explores its use on concrete faulting measurement. Controlled field tests were conducted using artifacts with known elevation differences, and results show the proposed method can achieve desirable accuracy and repeatability with an absolute difference of less than 0.6 mm (0.024 inches) and a standard deviation of less than 0.4 mm (0.016 inches). Field tests were conducted on 15 joints on Interstate 16 (I-16) in Georgia, and preliminary results show that operating the proposed system at highway speeds (e.g. 100 km/hr) is feasible and has reasonable repeatability. Two tests have demonstrated the proposed method is very promising for providing an alternative solution to collect joint faulting data at highway speed. Recommendations for future research are also discussed.

Automated Detection of Sealed Cracks Using 2D and 3D Road Surface DataAuthors: John Laurent, Jean-François Hébert and Mario Talbot (Pavemetrics)Abstract: Reliable cracking data has proven difficult and expensive to obtain using cameras and video systems because of the lack of good automated 2D image processing crack detection algorithms. To solve this problem, 3D technology such as the LCMS (Laser Crack Measurement System) has been used to obtain automated reliable and repeatable cracking data. The LCMS system has been widely used for automated crack detection on a variety of road surfaces (DGA, porous, chipseal, concrete) in over 35 different countries. While 3D techniques have proven reliable at detecting open cracks these systems have not been used for detecting sealed cracks. These sensors however also often produce intensity (2D) images that are used to detect lane markings. Using this intensity (2D) data for the automated detection of sealed cracks has also proven unreliable because sealed cracks can sometimes be darker or brighter than the surrounding pavement in the images and tire marks and other features can also cause false detections. This article will demonstrate that the accuracy of sealed crack detection can be improved by using both 2D intensity data and 3D texture information evaluated from the 3D data. To do this 3D texture evaluation algorithms are described and implemented in order to generate a complete texture map of the road surface. The intensity images are also processed in order to extract dark and light areas of the appropriate geometry (size and shape of sealed cracks). The combination of the results from both sets of processed data is then used to detect and validate the presence of sealed cracks.

The Australian 3D Roughness ExperienceAuthors: Richard Wix and Simon Barlow (ARRB Group)Abstract: Most road agencies are willing to take advantage of new developments in automated data capture if it helps them to better manage their road networks. However, the acceptance process for new technologies can be a long and arduous task for service providers and equipment vendors with ultimate success often depending on how well the equipment can reproduce historical data or whether they meet existing test methods or standards. Road agencies in Australia are only just beginning to utilise 3D systems for monitoring their road network surveys and up until now they have been predominantly used for crack measurement. However, these systems are also capable of measuring a variety of other pavement condition indicators, one of which is road roughness. This paper investigates whether the roughness measurements made by a 3D system can meet the current requirements specified in the Australian test methods for measuring pavement roughness. 350c69d7ab


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