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Abstract:This paper presents a road distress detection system involving the phases needed to properly deal with fully automatic road distress assessment. A vehicle equipped with line scan cameras, laser illumination and acquisition HW-SW is used to storage the digital images that will be further processed to identify road cracks. Pre-processing is firstly carried out to both smooth the texture and enhance the linear features. Non-crack features detection is then applied to mask areas of the images with joints, sealed cracks and white painting, that usually generate false positive cracking. A seed-based approach is proposed to deal with road crack detection, combining Multiple Directional Non-Minimum Suppression (MDNMS) with a symmetry check. Seeds are linked by computing the paths with the lowest cost that meet the symmetry restrictions. The whole detection process involves the use of several parameters. A correct setting becomes essential to get optimal results without manual intervention. A fully automatic approach by means of a linear SVM-based classifier ensemble able to distinguish between up to 10 different types of pavement that appear in the Spanish roads is proposed. The optimal feature vector includes different texture-based features. The parameters are then tuned depending on the output provided by the classifier. Regarding non-crack features detection, results show that the introduction of such module reduces the impact of false positives due to non-crack features up to a factor of 2. In addition, the observed performance of the crack detection system is significantly boosted by adapting the parameters to the type of pavement.Keywords: road distress detection; road surface classification; linear features; multi-class SVM; local binary pattern; gray-level co-occurrence matrix
Depending on the degree of human intervention required, distress detection methods can be categorized in purely manual, semi-automated, and automated. Manual surveys have been used for long time and despite the fact that automated methods are becoming more common, they are still the most frequent methodology [6]. Human inspections present several problems, including those related to the lack of consistency among operator criteria. A great economic effort has been made by authorities and road owners to overcome the difficulties found in the developing of automated systems. Many researchers have worked on this problem, developing first semi-automatic systems to reach later fully automated ones. Semiautomatic systems use different collection technologies to grab road images and postpone the distress identification to an off-line process running in workstations, improving the safety but using still manual distress detection, or at least an important level of intervention. The identification of various distress types, as well as their severity and extent from images requires observers who have been well trained in both pavement distress evaluation and in the use of the workstations. Therefore, it is necessary to add the cost of qualified staff to the cost of expensive collection devices, discouraging agencies from adopting these technologies [7].
Different road surface distress data collection technologies are involved in the various automated commercial systems. They have been under development for the past 20 years. Initially available technologies of automated distress surveys were all based on analog video capturing and storage [8]. These systems presented low resolution and difficulty in working with computers, as the information had to be digitized to be processed, increasing the cost and complexity of the system. Along the last decade digital systems have appeared, becoming the preferred methods. Most of them employ video imaging techniques using either area scan or line scan cameras and there are just a few examples of laser-based systems. Area scan methods use a two dimensional array of pixels to cover some pavement area while line scan devices use a single line of sensor pixels to form the image by integrating successive scans. High-quality image collection required sufficient lighting to overcome shadows and sunlight.
Comparing the different commercial systems is not always feasible. The understandable competitive spirit of the different manufacturers makes the information shared about their system weaknesses and the true performance minimal. Detection performance has a high dependency on the set of roads assessed. The road condition itself, the presence of non-crack elements and the different texture backgrounds faced in each case will be decisive. However, there is no public dataset with sequences of road images available so it is not possible to carry out a proper comparison. In addition, systems present different survey width making it harder to compare. In [16] it is noticed that the lack of standardized methods for evaluating the precision and repeatability of the systems constitutes a problem. Despite the harmonization efforts undertaken, different protocols for cracking evaluation are still used. Finally, the variety of levels of human intervention actually needed by the automatic systems also makes the comparison more complex. In general, commercial systems present problems identifying and quantifying cracking according to a protocol, especially those thinner than 3 mm, reaching an acceptable performance only when considering network-level tests. An investigation undertaken by the TRL [17,18] to assess the performance of five commercially available crack identification systems, including Fugro, Waylink and TRL systems, concluded that all the evaluated systems had problems with common non-crack features present on the road surface, including joints, patches, road marking(s) and road edges, resulting in much more cracking being reported than was in the reference data. Moreover, the accuracy was inconsistent, varying the performance from location to location as a consequence of the different types of road surfaces surveyed. All the systems would have difficulties in reaching the TRL requirements for acceptance, only approaching these requirements when manual intervention is used as part of the identification process. In 2008 the American Transport Research Bureau presented the 2nd Strategic Highway Research Program results [19], which shows that manual interpretation systems are widely used and automated systems are still under development in various Departments of Transport and in private companies. They consider that manual intervention should be eliminated in order to reduce cost and pointed out some limitations of current automated systems. Fatigue cracking and sealed cracks are difficult to quantify and lighting conditions and shadows cause problems. According to this report the barriers to progress are the need for better lighting systems and a better interpretation software. 2ff7e9595c
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