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A disruptive technology that enables low cost real-time monitoring of road pavement condition by any ordinary vehicle circulating on the road, and automatically designs plans for predictive maintenance.

Periodic Reporting for period 1 - PAV-DT (A disruptive technology that enables low cost real-time monitoring of road pavement condition by any ordinary vehicle circulating on the road, and automatically designs plans for predictive maintenance.)

Reporting period: 2019-05-01 to 2020-04-30

Currently, European road managers spend more than €6.000M/year in road pavement maintenance (approx. 28% of global road infrastructure maintenance (€21.000M/year)). Nevertheless, around 30% of European road pavement is in poor‐condition. A section of pavement is in “Poor Condition” when it contains distress (e.g. deformation, cracking, potholes…) of significant severity that could adversely impact the safety of road users. Additionally, this severe pavement distress also causes discomfort while driving, increases travel costs (i.e. travel time is increased because poor pavement conditions force a reduction in speed while vehicle fuel consumption is higher) and also causes damage to vehicles.
For cost‐effective preventive maintenance it is necessary to apply the right treatment to the right pavement section at the right time. Making decisions about what specific maintenance activities are necessary based on the actual condition of the pavement is the only way to keep maintenance costs low by avoiding expensive corrective maintenance and eliminating unnecessary preventive maintenance. The main reference parameter for national/regional road pavement condition assessment is the IRI (International Roughness Index) that is determined using specific equipment (Class I profilometers)
Our solution (PAV‐DT) arises from a perspective in which any vehicle circulating could generate continuous and precise information regarding pavement condition, at a very low cost.
PAV-DT is a high precision low‐cost hardware configuration that can be installed in any type of vehicle. The information registered by these hardware units is filtered and treated by our innovate algorithms obtaining accurate IRI evaluations comparable to a Class 1 profilometer. In addition to this, PAV‐DT is able to deliver specific information on the location of defects, classifying them and indicating their severity.
Thus, PAV‐DT will identify the sections that would benefit most from preventive maintenance (the right pavement section), identify pavement preventive maintenance needs in timely manner (the right time) and to select the most beneficial treatment (the right treatment). Widespread adoption of PAV‐DT could generate savings of more than €2.806 M per year for European road network managers.
The total duration of the project is established in 24 months. This period includes the work and progress performed during the first 12 months.
WP 1 and WP 3 have been completely developed and WP 2, WP 4, WP 6, WP 7 and WP 8 have been partially or totally developed. Their stage of development is shown below:
WP 1:
Composed of 3 tasks; all three (Task 1.1 to 1.3) were applicable for the current year:
- Task 1.1: The result of this task has been the definition of hardware features and requirements for PAV-DT, included in the deliverable D1.1.
- Task 1.2: The result of this task has been the definition of communication system requirements, included in the deliverable D1.1.
- Task 1.3: The result of this task has been the definition of digital platform features and requirements, included in the deliverable D1.1.
WP 2:
Composed of 5 tasks; the first four (Task 2.1 to 2.4) were applicable for the current year:
- Task 2.1:
The result of this task has been the first version of hardware deliverable D2.1i.
- Task 2.2: The result of this task has been the first version of communication system, deliverable D2.2i.
- Task 2.3: The result of this task is included in deliverable D2.3i.
- Task 2.4:
The result will be included in the deliverable D2.4 and D2.5.
WP 3:
Composed of 3 tasks; all three (Task 3.1 to 3.3) were applicable for the current year:
- Task 1.1: Software architecture design.
- Task3.2: Registration of additional data to refine the perdictive maintenance software.
- Task 3.3: Integraton of all algorithms and preliminary validation. Full Fixation of errors.
WP 4:
Composed of 3 tasks; all three (Task 4.1 to 4.3) were applicable for the current year:
- Task 4.1: The result of this task included in deliverable D4.1i.
- Task 4.2 Web and mobile applications ‐ User interfaces (GUIs). The result of this task included in deliverable D4.1i.
- Task 4.3 Testing. Launching and fixation of errors.
WP 6:
Composed of 5 tasks; four (Task 6.2 to 6.5) were applicable for the current year:
- Task 6.2: IPR and knowledge management.
- Task 6.3: Innovation management.
- Task 6.4: Regulatory oversight.
- Task 6.5: Stakeholders definition and contact.
All these tasks have to be done in parallel to the project and aim to define an effective exploitation and business model to maximise the results and achievements of the project.
WP7:
Composed of 5 tasks; only one (Task 7.5) was applicable for the current year:
- Task 7.5: Web portal creation.
All these tasks have to be done in parallel with WP6 , have the objective to define a communication and dissemination plan which is considered vital to maximize the impact of the project. T
WP 8:
Composed of 3 tasks; all three (Task 8.1 to 8.3) were applicable for the current year:
- Task 8.1 Technical coordination and quality control.
- Task 8.2 Financial and administrative management.
- Task 8.3 Conflict and Risk Assessment.
All these tasks have to be done in parallel to the project and aim to ensure an efficient project execution leading to the achievement of our objectives.
After adjusting the software and hardware system after the first tests, the precision of the results will be improved so that the device can be certified.
This allows the introduction of the PAV-DT system in the market of pavement monitoring systems, thanks to the advantages it offers compared to conventional equipment, fast growth is expected.
Within the potential market, we expect to carry out a progressive but high impact market entry as shown below.
PAV‐DT will also produce indirect environmental and social impacts. These impacts derive from the PAV‐DT application and pavement maintenance costs since; as a result, pavement will present good conservation levels. In this way, it is well known that pavement superficial condition affects directly to road safety. Some European associations estimate that pavement in good condition can reduce 15% of road traffic accidents. Only in 2016, 25.500 road fatalities occurred in European ways and meant a cost equal to 3% of GDP. Thus, in the best cases,
PAV‐DT application could decrease in 3.800 road facilities, saving almost 0.5% of European GDP. Additionally, pavement in good condition is also responsible of improving the traffic mobility. Pavement well maintained could reduce traffic traveling time in 34% (max. 13.50€/h) and, at the same time, increase the car lifespan in 25% (less tyre wear, etc.) .
Finally, all these indirect impacts are also translated to environmental impacts, since pavement in good conditions could also contribute to reduce road CO2 emissions in 34%, thus decreasing road carbon footprint
Table of impact market anexed