Be careful when using the International Roughness Index as an indicator of road unevenness

Kropáč, Oldřich; Múčka, Peter

doi:10.1016/j.jsv.2005.02.015

Cited by 53 publications

(20 citation statements)

References 6 publications

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“…This index is calculated considering a simulated passenger car (also known as "golden car") travelling at 80 km/h. Many authors, like Kropáč and Múčka [3,4], have studied mutual relationships between IRI and other similar indices (e.g., Three Band Indicators), with particular attention to unevenness index (C) and waviness (w) defined in the ISO 8608 standard [5], where a road surface profiles classification is provided. These studies are focused on the use of artificial profiles, which can be used to evaluate many specific issues, like, for example, the influence of different wavelength contribution on the various examined indices.…”

Section: Introductionmentioning

confidence: 99%

Effects of Vehicular Speed on the Assessment of Pavement Road Roughness

2019

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Good ride quality is a fundamental requirement for all road networks in modern countries. For this purpose, it is essential to monitor and evaluate the effect of irregularities on road pavement surfaces. In the last few decades, many roughness indices have been proposed, with the aim to represent shortly the pavement surface characteristics and the relative performances, using a single number and a correspondent scale of values. In this work, a comparison between three different evaluation methods (International Roughness Index, ISO 8608 road profile classification and frequency-weighted vertical acceleration awz according to ISO 2631) was carried out, applying these methods to some real road profiles. The similarities and differences between the obtained results are described, evaluating the effect of the road characteristic speed on the roughness thresholds. In fact, the specific aim of the analyses is to underline the need to use different thresholds depending on the speed at which the vehicular traffic can travel on the road sections. In this way, it will be possible to identify appropriate thresholds for the various types of roads, having for each of them a specific range of design or operating speed.

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Section: Introductionmentioning

confidence: 99%

Effects of Vehicular Speed on the Assessment of Pavement Road Roughness

2019

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“…Some authors, like Kropáč and Múčka [11] and Loizos and Plati [12], have highlighted some limits of the applicability of IRI as a method for the evaluation of road roughness. In particular, in [13], the inability of IRI to describe car body vertical vibration due to the presence of certain wavelengths (i.e., >20 m) of road profile was described.…”

Section: Introductionmentioning

confidence: 99%

Ride Quality Due to Road Surface Irregularities: Comparison of Different Methods Applied on a Set of Real Road Profiles

Loprencipe

Zoccali

2017

Coatings

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Road roughness evaluation can be carried out using different approaches. Among these, the assessment of ride quality level perceived by road users is one of the most-used. In this sense, different evaluation methods have been developed in order to link the level of irregularities present on road surface profiles with the induced detrimental effects in terms of discomfort. In particular, relationships between wavelength content of road profiles and consequent level of comfort perceived had been investigated by using, in general, a mean panel ratings approach. In this paper, four ride quality evaluation methods (Ride Number, Michigan Ride Quality Index (RQI), Minnesota Ride Quality Index and frequency-weighted vertical acceleration, a wz , according to ISO 2631 were applied to a set of real road profiles. The obtained results were analyzed, investigating a possible relation between the different indices, comparing them also with the most-used road roughness method worldwide: the International Roughness Index (IRI). The analyses carried out in this work have highlighted how the various rating scales may lead to a different ride quality assessment of the same road pavements. Furthermore, comparing the a wz with the values obtained for the other three methods, it was found that their rating scales are set for speeds within the range 80-100 km/h. For this reason, it is necessary to identify new thresholds to be applied for lower speeds, as in the case of urban roads. In this sense, the use of the ISO 2631 approach would seem to be a useful tool.

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“…Various road sections can give the same or similar IRI (Delanne andPereira 2001, Kropáč andMúčka 2005). .…”

Section: Introductionmentioning

confidence: 99%

Current approaches to quantify the longitudinal road roughness

Múčka

2015

International Journal of Pavement Engineering

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Paper summarised the proposals of fourteen new alternative indexes intended for road roughness evaluation of longitudinal road profile, which have been introduced in the last decade approximately. The main advantages of proposed indexes are: (1) effort to reflect the most of ride quality aspects such as ride comfort, ride safety and dynamic load of road or cargo; (2) using the in situ measurements of vibration response or subjective perception of vibration; (3) effort to reflect the vehicle responses such as roll and pitch vibration, or longitudinal and lateral vibration; (4) effort to detect the critical parts of road in a spatial domain; and (5) effort to reflect a vehicle velocity. The main limitations of proposed indexes are: (1) many proposals are only alternative to the international roughness index (IRI) or are based on the IRI procedure; (2) a simple one-dimensional vehicle model is often used with the constant parameters and velocity; and (3) orientation to one vibration response category as ride comfort.

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Be careful when using the International Roughness Index as an indicator of road unevenness

Cited by 53 publications

References 6 publications

Effects of Vehicular Speed on the Assessment of Pavement Road Roughness

Effects of Vehicular Speed on the Assessment of Pavement Road Roughness

Ride Quality Due to Road Surface Irregularities: Comparison of Different Methods Applied on a Set of Real Road Profiles

Current approaches to quantify the longitudinal road roughness

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