1. Scope

Current ASTM E1274 - 03(2012), Standard Test Method for Measuring Pavement Roughness Using a Profilograph, states that Calculations can be done manually with the blanking band and excessive height templates or electronically with routines in a computer. However, procedures for doing the calculations in a computer are not defined in the standard and suitable procedures had to be developed in order to perform the calculations using a computer program. NCHRP Report 1-31, Smoothness Specifications for Pavements, reported in 1997 that 39 U.S. highway agencies specified that an excessive bump template be used for pavement acceptance. The report shows three different bump limit criteria being used. Of those 39 agencies, 36 specified a 25-ft base length. Sixty three percent specified that bumps greater than 0.3 inch be ground, thirty one percent that bumps greater than 0.4 inch be ground, and the remaining six percent that bumps greater than 0.5 inch be ground. The excessive bump height computation procedures are very similar to those used to compute the Boeing bump index (a simplified version of Boeing bump procedures) that is described in the FAAs Advisory Circular 150/5380-9, Guidelines and Procedures for Measuring Airfield Pavement Roughness, and International Civil Aviation Organization (ICAO)s Standard Annex 14, Volume 1. The Boeing bump has to be implemented as an index because the bump concept is extended to include limit criteria which vary with bump length. The standard will provide bump template simulation procedures with a bump height and base length, in conjunction with the procedures for Boeing bump index computations in a computer program.

Keywords

profilograph, bump template, airfield roughness

Rationale

Current ASTM E1274 - 03(2012), Standard Test Method for Measuring Pavement Roughness Using a Profilograph, states that Calculations can be done manually with the blanking band and excessive height templates or electronically with routines in a computer. However, procedures for doing the calculations in a computer are not defined in the standard and suitable procedures had to be developed in order to perform the calculations using a computer program. NCHRP Report 1-31, Smoothness Specifications for Pavements, reported in 1997 that 39 U.S. highway agencies specified that an excessive bump template be used for pavement acceptance. The report shows three different bump limit criteria being used. Of those 39 agencies, 36 specified a 25-ft base length. Sixty three percent specified that bumps greater than 0.3 inch be ground, thirty one percent that bumps greater than 0.4 inch be ground, and the remaining six percent that bumps greater than 0.5 inch be ground. The excessive bump height computation procedures are very similar to those used to compute the Boeing bump index (a simplified version of Boeing bump procedures) that is described in the FAAs Advisory Circular 150/5380-9, Guidelines and Procedures for Measuring Airfield Pavement Roughness, and International Civil Aviation Organization (ICAO)s Standard Annex 14, Volume 1. The Boeing bump has to be implemented as an index because the bump concept is extended to include limit criteria which vary with bump length. The standard will provide bump template simulation procedures with a bump height and base length, in conjunction with the procedures for Boeing bump index computations in a computer program.

The title and scope are in draft form and are under development within this ASTM Committee.