Light Detection And Ranging
from the Quality Assurance Branch (QAB) of Highway DesignVol. IV, Issue 1 – Spring 2014Light Detection and Ranging:Applications for transportationLight Detection and Ranging (LIDAR) is asurveying tool that utilizes an optical remotesensing technology to measure properties ofscattered light to determine range and otherinformation about a target. LIDAR allows highlyaccurate 3D (x, y and z) measurements to betaken. Collectively, these data points are calledcloud points and are among a multitude of datacollected using lasers.The lasers are emitted from the LIDAR unit inpulses that contact multiple objects. The amountof time it takes the laser beam to return fromthe object to the sensor is used to calculate rangedistance for a point on an object. In addition tolasers, the unit uses the Global Positioning System(GPS) and Inertial Navigation Systems (INS) togive a geospatial component to the data.LIDAR has its roots in the 1960s and 1970swhen laser remote sensing instruments wereemployed for lunar laser ranging, satellite laserranging and oceanographic atmospheric research.Possible ApplicationsInside:LIDAR was initially ground-based or terrestrialbeing fixed in one place. In the 1980s, GPS madeairborne scanning possible and later gave way tomobile scanning. While LIDAR has been aroundfor more than 40 years, technological advanceshave made it more commercially available andusers everywhere are imagining new uses for thistechnology.Transportation related industries account fora small portion of the potential uses of LIDAR.However, the potential uses for LIDAR as a wholeare monumental.LIDAR can be used to collect more surveyingdata in an hour than traditional surveying methodscould yield over the course of several months.Traditionally, a crew of surveyors would take crosssections every 25 feet for an existing or proposedroadway using at least one person to hold the rod,one to use the instrument and one to document.More crew members might be required if terrainconditions made a clear line of sight difficult.Total stations eventually made taking these shotsquicker, but time was required to interpret thedata giving it shape in the form of roadway or crosssection plans.Mobile LIDAR scans taken from a movingplatform can make a single pass of a roadway orwaterway collecting data at the rate of 400,000points per second covering every viewable surface.The amount of data collected by a mobile scanduring a one hour period can easily approacha terabyte of computer data sending usersscrambling for faster computers and bigger harddrives. Traditional methods are unable to matchthis amount of data.Airborne and mobile LIDAR units are matchedwith a Global Navigation Satellite System thatconnects to the GPS and an Inertial MeasurementUnit that is used to cover during the lapse of GPSsatellite coverage. These positional systems providegeospatial data that allow point clouds withknown horizontal and vertical control points setby a surveyor to be tied down and overlaid withadjacent point clouds to provide more completecoverage of a roadway or waterway.Mobile scans have a 360 degree field of view andcollect a swath of data points viewable from themounted height of the unit on the moving platformfor a given roadway or waterway. Recorded dataKentucky Transportation Center:LIDAR Research In MotionLIDAR image created from a mobile scanfrom the Watterson Expressway by theKentucky Transportation CenterAerial photo showing Watterson Expressway at I-65courtesy of Kentucky Transportation Centerpoints are limited to what the mobile unit canview. For example, locations behind a medianbarrier wall will not be viewable on a first pass;therefore, a second pass in the opposite directionmay be required to get a complete set of datapoints for that roadway.In the case of the Interstate 65 bridge over theWatterson Expressway (see above picture) a mobilescan from the Watterson Expressway providescloud data for the underside of the bridge whilea mobile scan from I-65 will provide cloud datafor the top of the bridge. Combined point cloudscan be utilized by computer software to provide acomplete 3D model of that structure. Additionally,the mobile scan from the Watterson Expresswaycan be combined with an airborne scan.LIDAR can become an essential tool for you.The possible applications for your job are justwaiting to be discovered. Use of a living pointcloud file (that is regularly updated), similar toKYTC’s photo log viewer, provides highly accurateinformation that becomes more cost effective everytime it is utilized.Explore this interactive 3D model of I-60in Texas developed from mobile and airborneLIDAR scans: df . by Shawn Russell PE, AVSResearch Project:Evaluation of MSE walls for bridge ends.1Lessons Learned:American Disability Act requirementsand existing intersections
Kentucky Transportation Center:LIDAR Research In MotionLIDAR is a revolutionary technology thatis rapidly developing across the U.S. to assisttransportation planners, designers, surveyors andcontractors to view their world in a whole newdimension - 3D. Like computer-aided-design(CAD) revolutionized the drafting world to movefrom the drafting table to visually enhanced worldof PCs, LIDAR is moving “light-speed” ahead ofconventional surveying practices and simplifyinghow we collect and visualize our survey data.With so much excitement building around thisnew technology for transportation applications andinfrastructure assessment nationwide, LIDAR isalready being utilized in Kentucky to help addresssome of the more difficult transportation dataneeds. LIDAR should be considered a necessarycomponent to any transportation project. Beforea project begins, maybe all transportation planner/designer/constructor officials should ask, “Whereis my LIDAR data?”Traditional LIDAR and beyond:Multiple entities within Kentucky are collectingaerial, stationary and mobile LIDAR data forvarious transportation project planning, design,and delivery purposes. There is a statewideinitiative to collect aerial LIDAR for the entirestate by 2015 so that planners, designers and othergovernmental agencies can have access to bettertopographic information for project planningand design.Other entities are utilizing stationary andmobile LIDAR to assist in gaining valuable projectlevel design information. Even researchers at theKentucky Transportation Center (KTC) on theUniversity of Kentucky campus are exploring thebenefits of utilizing LIDAR in areas such as projectplanning, project development, construction,operations, maintenance, safety and assetmanagement. It is in this research environmentthat LIDAR can be pushed to determine howmany additional opportunities truly exist to utilizeit for transportation applications. Through KTC’stechnology exchange program and educationalWhy LIDAR?PROFICIENCY:Research conducted by Dr. Dadi, G.B.(2013) states that in a lab environment anindividual given a 3-D model of an objectto build will be 10 percent more proficientat building that object as compared towhen given only a 2-D model of the sameobject. Therefore individuals, and especiallyminds of a younger generation, will be moreproficient in designing and constructing ourfuture transportation infrastructure using3-D models.EFFICIENCY:When it comes to collecting field datasurveyors can typically occupy a location forfive seconds to achieve an accurate locationusing GPS technology (TRB 2010-NOAA).However, LIDAR technology can collect3,000 to 5,000,000 points in that same fivesecond time frame.SAFETY:Photo courtesy of Kentucky Transportation CenterImagine the amount of safety that can beexcised when collecting edge of pavementshots on urban interstates using LIDARtechnology. You may not ever have to get outof the truck again to get your data. That isnot to say you don’t need to survey anymore,because for design purposes LIDAR dataactually needs to be tied down to geodeticcontrol, but the 3-D point cloud can becollected while driving a mobile LIDAR unitwithin the normal traffic stream. Tying theLIDAR data down to geodetic control can beachieved by surveying in control points every500 to 1,000 feet along the corridor. As longas you can see these points in your collectedLIDAR point cloud in post-processing, youcan assign the correct surveyed position tothe individual LIDAR point at your markerlocation. Thus, creating a geodetic controlled3-D point cloud for either Microstation orAutoCAD.2outreach, others can gain valuable informationabout LIDAR’s benefit to projects.A recent LIDAR application study conductedby KTC and KYTC Project Preservation identifiedthe relative accuracy of mobile LIDAR could bewithin 1.2 inches of the actual field measureddimensions when determining the clearanceheights beneath the overpasses on the WattersonExpressway (I-264) in Louisville. This projectidentified LIDAR capabilities of being efficient andsafe. The data was collected for multiple bridgeswithin hours, and no one had to leave the vehiclewhile collecting the data at 45 mph. The travelingpublic never knew valuable transportation assetinformation was being collected.Other areas of LIDAR research are currentlyunderway at KTC, as well. These researchinitiatives are intended to push the capabilities ofLIDAR technology beyond those of traditionalapplications often found in design. Examples ofcurrent KTC research include forensic evaluationsat high crash locations, failure analysis forstructures and geotechnical projects, cross slopeevaluations for finished grades, ADA compliancyand other safety and asset management needs forhighway infrastructure.Stay tuned to future articles to learn more aboutpromising developments in LIDAR as it relatesto transportation applications and infrastructureassessment. by Brad Rister, PEKTC Senior Research Engineer
Research Project:Evaluation of MSE Walls for Bridge EndsWhen space is limited, such as at urbaninterchanges, vertical retaining walls aremany times the solution to keeping thefootprint of a roadway to a minimum.Such walls are typically made of reinforcedconcrete and designed as either gravity orcantilever walls. However, as the height ofa wall increases and/or when poor subsoilconditions exist, the cost of a conventionalreinforced concrete wall increases rapidly.Mechanically Stabilized Earth (MSE)walls have been developed to offersignificant technical and cost advantagesover conventional reinforced concrete walls.MSE walls also offer the potential to reducethe overall length of a bridge, which leads toless initial cost and reduced maintenance costover the life of the bridge. Because of thesereasons MSE walls are being utilized more atbridge ends across the nation.In Kentucky, there are a limited numberof MSE walls at bridge ends due to variousconcerns. Issues such as maximum MSEwall height, site conditions where MSE wallsshould or should not be utilized, the variousmethods of constructing MSE walls and theoverall stability and long term performanceof MSE walls are all concerns that remainunclear.In 2011, a research project titled“Evaluation of Mechanically Stabilized EarthWalls for Bridge Ends in Kentucky, WhatNext?” was launched to evaluate and betterunderstand these unknowns. In the Summerof 2013, the research project was completed,and shortly thereafter, received attention onthe national level, as it was featured in theSept. 17, 2013, TRB E-Newsletter.A copy of the report and other documentsproduced through the research can be foundon the Kentucky Transportation Centerwebsite at kentucky-what-next/.The following is a brief description of themain areas of focus and products that camefrom this research project:Nationwide MSE wall surveyA survey concerning MSE walls at bridgeends was sent to 49 states in the U.S. andfive provinces in Canada. Thirty-nine statesand two provinces responded. Of those thatresponded, 33 states/provinces indicatedthey allow the use of MSE walls at bridgeends. Three states/provinces indicatedthey had a formalized maintenance ratingsystem for MSE walls at bridge ends. Twostates/provinces indicated they had aninspector’s handbook for MSE walls. Otherquestions ranged from allowable types oftensile reinforcement and allowable backfillmaterials, to frequency and type of MSE wallfailures. See the report for a full list of thesurvey results.Develop guidance manuals forMSE wallsAs a product of this research project,two guidance manuals were developed asresources for professionals involved withdesigning, constructing and maintainingMSE walls. One manual covers MSE WallDesign Guidance. The other manual covers3Inspection Guidelines for Construction andPost-Construction of MSE Walls. Bothmanuals have been presented to KYTCand are being reviewed. At this point thereview has primarily been focused on theMSE Wall Design Guidance. Review andincorporation of the Inspection Guidelineswill likely depend on the design guidanceadopted. Both manuals are available on thesame webpage as the report; just follow theKTC webpage link stated previously.MSE wall abutment inspection/rating in KY web applicationThe web application gives maintenanceengineers and inspectors a resource formaintaining an inventory and details ofpertinent data for all MSE walls at bridgeends; a system for storing condition ratings,pictures, and other related inspection filesonline; and the ability to map out all locationsstored in the web application. To view theweb application, go to: http://www.ktc.uky.edu/kytc/MSEWall/index.php By: Michael Vaughn, PE, AVS
Lessons LearnedAmerican Disability Act requirementsand existing intersectionsLessons LearnedKentucky Engineering Center:(http://www.kyengcenter.org/)What activities are considered ‘alterations’ and trigger therequirement to bring the intersection to current ADA standards?Recently, District 5 ran into an issue where theintroduction of a shared use path at an intersectiontriggered the obligation to upgrade the entireintersection to current American Disability Act(ADA) standards.The purpose of the project was to reconstructthe Interstate 265 interchanges at U.S. 60 andInterstate 64. As part of the project, a 10-footshared use path was installed along U.S. 60. Thepath ended at the intersection of U.S. 60 andNorth English Road. The original intent was totie the path into the existing sidewalk ramp andinstall a new pedestrian button at the intersectionfor walkers. This effectively upgraded only aportion of the intersection.Connecting the shared use path to thisintersection triggered the need to upgradethe entire intersection to meet current ADArequirements. To ensure the intersection wascompliant, one sidewalk ramp along with theadjacent sidewalk, curb and gutter were removedand reconstructed. Three new sidewalk rampsand four new pedestrian signal pedestals wereUpcoming Training:installed while two pedestrian signal heads wererelocated.According to Title II of ADA, state andlocal governments are obligated to meet ADArequirements whenever streets, roadways orhighways are altered. According to FederalRegulation CFR 35.151, an alteration is a changethat affects or could affect the usability of all orpart of a building or ruction,rehabilitation,resurfacing,widening and projects of similar scale and effect.When the shared used path was connected tothe intersection, the usability of the intersectionwas altered and thus, the obligation to bring theentire intersection into compliance, instead of aportion, was required.See the following link for the guidance fromFHWA on ADA requirements when streets, roadsor highways are altered. http://www.fhwa.dot.gov/civilrights/programs/doj fhwa ta.cfm April 11 – 401/404 Permitting–Louisville April 24 – Spring Dendrology& Native Tree Identification–Clermont April 29 – May 2 – Microstation/Inroads–Frankfort May 13 – Microstation/Inroads–Frankfort May 21 – KSPE annualconvention–Lexington June 17 – Microstation/Inroads–Frankfort June 17 – One day Seminar,Various Presenters–Paducah by Eileen Vaughan, PE, AVSStaffDatabase Available /Pages/Lessons-Learned.aspxGIS Resources for DesignersKYTC has several online GIS resources that designers may find helpful. Click here tojump the listing included in this issue. Most of these data sources are publicly available.However, a few are only available internally through KYTC’s intranet.Many more publicly available maps are on the KYTC Maps page at: http://transportation.ky.gov/Maps/. There are several internally available maps as well on the GIS Support Servicespage at: ty Assurance Branch ManagerEileen Vaughan, PE, AVSLessons Learned CoordinatorEileen.Vaughan@ky.gov(502) 782-4916Michael Vaughn, PE, AVSValue Engineering CoordinatorMike.Vaughn@ky.gov(502) 782-5631VacantPost-Construction ReviewCoordinatorFarewell TravisAfter serving as the Post-Construction Review Coordinator fornearly a year, we say farewell to Travis Carrico. The Quality AssuranceBranch will miss Carrico and we are forever grateful for all his hardwork and dedication. He contributed greatly to the Post-ConstructionReview program and the other programs in QAB (Lessons Learned,Constructability and Value Engineering). He also provided excellentideas for articles in the Quality Matters newsletter. Carrico has joinedthe Roadway Design Branch of the Division of Highway Design andis the Location Engineer for Districts 3 and 8. If you would like tocontract him, his email remains the same: Travis.Carrico@ky.gov4Shawn Russell, PE, AVSConstructability Review CoordinatorShawn.Russell@ky.gov502-782-4926Dawn MorrowKentucky Design & Print ServicesGraphic Designer CoordinatorDawn.Morrow@ky.gov502-782-4720
MaintenanceAsset ManagementResearchDrainage/floodingUnstable slopesVegetation managementLandslide assessmentBridge inspectionsCoastal erosionPower line clearanceBillboard managementProject DevelopmentFeature extraction for CADmodels & baseline dataAutomated/semiautomatedextraction of signsVirtual 3D design (alternativesand clash detection)Modeling and inspectionInventory mappingApplications ofMOBILEOperationsConstructionLIDARTraffic congestion/parkingutilizationLand use/zoningMachine control andconstruction ilding InformationModeling (BIM)Post construction qualitycontrolBridge Information Modeling(BrIM)Pavement smoothness/quality determinationEmergency responseQuantitiesClearancesAmerican with DisabilitiesAct (ADA) complianceSafetyProject PlanningExtraction of geometricproperties and features foranalysisForensics\accidentinvestigationDriver assistanceautonomous navigationRoadway analysisTopographic mappingTourismVirtual tour of attractionsHistorical preservationEnvironmental studiesGeneral measurementsAddapted rp rpt 748.pdf
GeologyBridge & Drainage Structures Pipe and Culvert Drainage nventory/Drainag e inventory containing location of pipes andculverts ( 20’ span) on state maintained roads. Kentucky Geoportal:http://kygeonet.ky.gov/govmaps/Data on topography, elevations and other webbased maps of Kentucky. The Geologic Mappinglink leads to the University of Kentucky GeologicMap which contains information on coalboreholes, oil & gas wells, & sinkholes. KYTC Traffic ays traffic count locations, most recent AADTsand functionally classified roads. Various Interactive, Mobile and PrintableGIS Maps:http://transportation.ky.gov/Maps/Displays links to over 30 maps. These maps can bedownloaded, viewed on a mobile device or printed. Active Highway plan:http://maps.kytc.ky.gov/syp/Link to data in PMToolbox. Displays data on activeconstruction, planning, design, RO
Light Detection and Ranging: Applications for transportation Light Detection and Ranging (LIDAR) is a surveying tool that utilizes an optical remote sensing technology to measure properties of scattered light to determine range and other information about a target. LIDAR allows highly accurate 3D (x, y and z) measurements to be taken.
-LIDAR Light detection and ranging-RADAR Radio detection and ranging-SODAR Sound detection and ranging. Basic components Emitted signal (pulsed) Radio waves, light, sound Reflection (scattering) at different distances Scattering, Fluorescence Detection of signal strength as function of time.
Illinois Airborne Light Detection and Ranging (LiDAR) Data Acquisition Plan September 2019 DRAFT PLAN Sheena K. Beaverson State Champion and Data Management Staff Sheena Beaverson serves as the state liaison for airborne Light Detection and Ranging (LiDAR) data projects within Illinois. Ms.
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