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Significance and Use
This practice provides a means for obtaining a quantitative estimate of a pavement property defined as roughness using longitudinal profile measuring equipment.
The IRI is portable in that it can be obtained from longitudinal profiles obtained with a variety of instruments.
The IRI is stable with time because true IRI is based on the concept of a true longitudinal profile, rather than the physical properties of a particular type of instrument.
Roughness information is a useful input to the pavement management systems (PMS) maintained by transportation agencies.
The IRI for the right wheel track is the measurement of road surface roughness specified by the Federal Highway Administration (FHWA) as the input to their Highway Performance Monitoring System (HPMS).
When profiles are measured simultaneously for both traveled wheel tracks, then the MRI is considered to be a better measure of road surface roughness than the IRI for either wheel track.
Note 1—The MRI scale is identical to the IRI scale.
IRI can be interpreted as the output of an idealized response-type measuring system (see Test Method E 1082
IRI is a useful calibration reference for response-type systems that estimate roughness by measuring vehicular response (see Test Method E 1082
IRI can also be interpreted as average absolute slope of the profile, filtered mathematically to modify the amplitudes associated with different wavelengths (3).
1.1 This practice covers the mathematical processing of longitudinal profile measurements to produce a road roughness statistic called the International Roughness Index (IRI).
1.2 The intent is to provide a standard practice for computing and reporting an estimate of road roughness for highway pavements.
1.3 This practice is based on an algorithm developed in The International Road Roughness Experiment sponsored by a number of institutions including the World Bank and reported in two World Bank Technical Papers (1, 2). Additional technical information is provided in two Transportation Research Board (TRB) papers (3, 4).
1.4 The values stated in SI units are to be regarded as the standard. The inch-pound units given in parentheses are for information only.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.
2. Referenced Documents (purchase separately) The documents listed below are referenced within the subject standard but are not provided as part of the standard.
E177 Practice for Use of the Terms Precision and Bias in ASTM Test Methods
E867 Terminology Relating to Vehicle-Pavement Systems
E950 Test Method for Measuring the Longitudinal Profile of Traveled Surfaces with an Accelerometer Established Inertial Profiling Reference
E1082 Test Method for Measurement of Vehicular Response to Traveled Surface Roughness
E1170 Practices for Simulating Vehicular Response to Longitudinal Profiles of Traveled Surfaces
E1215 Specification for Trailers Used for Measuring Vehicular Response to Road Roughness
E1364 Test Method for Measuring Road Roughness by Static Level Method
E1656 Guide for Classification of Automated Pavement Condition Survey Equipment
E2133 Test Method for Using a Rolling Inclinometer to Measure Longitudinal and Transverse Profiles of a Traveled Surface
ICS Number Code 93.080.99 (Other standards related to road engineering)
UNSPSC Code 41110000(Measuring and observing and testing instruments)
ASTM E1926-08, Standard Practice for Computing International Roughness Index of Roads from Longitudinal Profile Measurements, ASTM International, West Conshohocken, PA, 2008, www.astm.orgBack to Top