International Journal of Transportation Engineering and Traffic System

ISSN: 2456-2343 (online)

Vol. 2: Issue 2
www.journalspub.com

Comparative Modeling of Pavement Surface Texture Variables

Using ANN and SPSS Software
Saad Issa Sarsam*, Basim Hussein Al-Obaydi, Huda Nadhr Al-Shareef
Department of Civil Engineering, College of Engineering, University of Baghdad, Baghdad, Iraq

ABSTRACT
The health of Roadway pavement surface is considered as one of the major issues for safe
driving. Pavement surface condition is usually referred to micro and macro textures which
enhances the friction between the pavement surface and vehicular tires, while it provides a
proper drainage for heavy rainfall water. Measurement of the surface texture is not yet
standardized, and many different techniques are implemented by various road agencies
around the world based on the availability of equipment’s, skilled technicians’ and funds. An
attempt has been made in this investigation to model the surface macro texture measured
from sand patch method (SPM), and the surface micro texture measured from out flow time
(OFT) and British pendulum number (BPN) testing techniques. Flexible and rigid pavement
surfaces have been investigated in this work. A total of 300 testing locations have been
selected, and the three testing procedures were conducted for each location. The modeling
was conducted by implementation of the statistical package (SPSS-19) and the artificial
neural network package (ANN). Data were fed to the packages and the correlation of each
testing method with the other two methods have been obtained through statistical analysis. It
was concluded that (ANN) software is more reliable in providing the correlation between the
testing techniques implemented as compared to (SPSS-19) software. Modeling could provide
an instant determination of pavement surface health when the advanced testing techniques
are scares.

Keywords: ANN, asphalt concrete, modeling, rigid pavement, SPSS, surface texture

*Corresponding Author
E-mail: saadisasarsam@coeng.uobaghdad.edu.iq

INTRODUCTION furnish the required silence and noise

Roadway pavement surface is responsible
of providing the required skid resistance
for vehicular wheel especially at rainy
season, while it should control the noise
emission to a reasonable level which is
accepted by environment protection
agency EPA. Such requirements are
supported by the macro and micro surface
textures.[1] The roadway surface texture
should be rough enough to provide the
skid resistance as well as enhancing the
proper drainage of heavy rain fall water,
on the other hand, the roadway surface
texture should be smooth enough to
reduction especially when the roadway
passes residential areas.[2] Measurement of
the surface texture is not yet standardized,
and many different techniques are
implemented by various road agencies
around the world based on the availability
of equipment’s, skilled technicians’ and
funds. The most common test methods for
determining pavement surface texture
were labor intensive and time-consuming.
The pavement surface texture has been
investigated by[3] using three texture
measurement techniques namely (sand
patch, outflow time, and Pendulum

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Comparative Modeling of Pavement Surface Texture
number). Macro-texture and micro-texture
of asphalt concrete pavement surface were
investigated by[4] in the field using four
different methods (the sand patch method,
out flow time method, sand cone method
and British portable tester). A statistical
analysis and modeling of the test results
were conducted, test results have been
correlated with the skid number. Another
field investigation was conducted by,[5]
four testing techniques have been
implemented namely (sand patch,
Pendulum number, outflow time and
photogrammetry). Test results regarding
macro and micro surface textures have
been correlated to the skid number. A
study by[6] correlates the sand patch
method and the photogrammetry
technique. Visual assessment of pavement
surface texture condition has been
conducted by[7] on concrete pavement, the
results presented were just guidelines, and
the detailed testing program was
recommended. A method was developed
by[8] for estimating the macro-texture in
terms of the Mean Profile Depth
determined from the aggregate gradation
and binder content. The aim of the present
study is to model the test results of asphalt
and concrete pavement surface textures
using (SPM), (OFT) and (BPN) by the aid
of two well-known statistical software
namely (ANN) and (SPSS). Each test will
be correlated to the other two test
techniques so that the reliability of the
software for such analysis could be
determined.
MATERIALS AND METHODS
Selection of Testing Site
The whole testing program was conducted
on the asphalt concrete roadway network,
concrete paved foot path and asphalt
concrete parking areas of Aljadriah
campus. The total number of the tested
locations was 300 and were distributed on
selected locations which covers various
types of pavement surface texture
conditions (i.e. smooth, moderate and
IJTETS (2016) 30–40 © JournalsPub 2016. All Rights Reserved
Sarsam et al.
rough) for each type of pavement. Every
test location was prepared for testing by
thoroughly sweeping using a plastic brush,
then the location was visually examined so
that various pavement texture could be
included, and each test location does not
contain any cracks or irregularities, then
each location was subjected to the texture
determination using various testing
procedures.
Sand Patch Method (SPM) for
Macrotexture Depth
Silica sand was washed, oven dried, then
sieved. The portion passing sieve No. 25
and retained on sieve No. 52 was
implemented for this testing method
following the standard requirements
mentioned by.[2] The density of the sand
was 1.44 gm/cm³. 100gm of sand was
spread by using a specific plastic tool on
the pavement surface in a circular motion.
The depth of the surface texture was
determined according to the procedure in
accordance to ASTM standard E965[9]
and[7] as mean texture depth (MTD).
Outflow Time (OFT) for Macrotexture
Depth Test
The outflow time (OFT) was measured by
using the outflow meter which consist of
plastic transparent jar of 1000 ml capacity
rests on rubber annulus placed on the
pavement. The valve at the bottom of the
cylinder is closed and the cylinder is filled
with water, then it was opened and the
time required for cylinder to be empty is
measured with a stopwatch and was
reported as the outflow time (OFT). This
test was conducted in accordance to
ASTM 2380 standard.[10]
British Pendulum Number (BPN) Test
British Pendulum Tester was operated by
releasing a pendulum from a height that is
adjusted so that a rubber slider on the
pendulum head contacts the pavement
surface over a fixed length. Friction
between the slider and the pavement
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 International Journal of Transportation Engineering and Traffic System
ISSN: 2456-2343 (online)
Vol. 2: Issue 2
www.journalspub.com

surface reduces the kinetic energy of the
head, and the reduced kinetic energy is
converted to potential energy as the
pendulum breaks contact with the surface
and approaches its maximum recovered
height.[11] The pavement surface was
wetted with 1000 ml of water to ensure
that the surface voids are mostly saturated,
and the environment temperature was
recorded. The difference between the
initial and recovered pendulum heights
represents the loss in energy due to friction
between the slider and the pavement
surface. The BPT is equipped with a scale
that measures the recovered height of the
pendulum in terms of British Pendulum
Number (BPN). The slip speed of the BPN
is very slow (typically about 6 mph). This
test was conducted in accordance to
ASTM standard E303.[11]
RESULTS AND DISCUSSION
Suggested Criteria for Pavement
Surface Texture Based on the Testing
Program
The testing data obtained were analyzed,
since there is currently no agreement on
what standards to use for optimizing the
pavement surface texture, the following
criteria as demonstrated in Table 1 was
suggested to describe both of the pavement
type’s surface texture condition.

Table 1. Suggested criteria for pavement surface condition.

Criteria Smooth (1) Moderate (2) Rough (3)
British pendulum number (BPN) <20 20–45 ≥45
Mean texture depth (MTD) 0.01–0.1 0.1–0.2 ≥0.2
Outflow time (seconds) ≥9 8–9 <8

Classification of Test Results for
Asphalt Concrete Pavement
Table 2 demonstrated that through 150 test
results, the MTD is classified into two
types, moderate (2), and rough (3). Where
the moderate is with the lower limit of
0.102 cm, upper limit is 0.19999 cm, and
the average is 0.142 cm. The percentage of
the moderate is 90% of 150 test results.
While rough texture is with the lower limit
of 0.204 cm, upper limit is 0.301 cm, and
the average is 0.221 cm. The percentage of
rough is 10%.
moderate (2), and rough (3). Where the
smooth is with the lower limit of 9 sec,
upper limit is 9.8sec, and the average 9.23
sec. The percentage of the smooth is 4.67
% of 150 tests. Where the moderate is with
the lower limit of 8 sec, upper limit is 8.98
sec, and the average 8.384 sec. The
percentage of the moderate is 86.67% of
150 tests. While the rough is with the
lower limit of 7.83 sec, upper limit is 7.99
sec, and the average is 7.929 sec. The
percentage of rough is 8.67 %, as shown in
Table 3.

Table 2. Characteristics of Moderate and Table 3. Characteristics of smooth,

Rough Texture of asphalt concrete moderate and rough texture of pavement
Pavement for MTD. for OFT calculations.
Texture roughness level 2 3 Texture roughness level 1 2 3
Average 0.142 0.221 Average 9.237 8.384 7.929
Minimum 0.102 0.204 Minimum 9.060 8.000 7.830
Maximum 0.19999 0.301 Maximum 9.820 8.960 7.990
Number 7 130 13
Number 135 15
Standard deviation 0.272 0.212 0.050
Standard deviation 0.029 0.026
% 4.67 86.67 8.67
% 90.00 10.00

The BPN, through 150 test results, is

The OFT, through 150 test results, is
classified into two types, moderate (2), and
classified into three types, smooth (1),
rough (3). Where the moderate is with the

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Comparative Modeling of Pavement Surface Texture Sarsam et al.

lower limit of 20 %, upper limit is 45.5 %, pavement surface. Table 5 shows the
and the average 35.63 %. The percentage summary of the MTD, OFT, and BPN
of the moderate is 69.8 % of 150 tests. classifications.
While rough is with the lower limit of 45
%, the upper limit is 61 %, and the average Table 4. Characteristics of moderate and
is 50.33 %. rough texture of pavement for BPN
calculations.
The percentage of rough is 30.2%, as Texture roughness level 2 3
Average 35.63 50.33
shown in Table 4.
Minimum 20.00 45.00
Maximum 45.50 61.00
It can be concluded that the great majority Number 104.00 45.00
of the classified texture type of three tests Standard deviation 6.18 4.61
is the moderate for asphalt concrete % 69.80 30.20

Table 5. Summary of the MTD, OFT, and BPN classifications.

Test Smooth (1) Moderate (2) Rough (3)
Average Percent % Average Percent % Average Percent %
MTD X X 0.142 90.00 0.221 10.00
OFT 9.237 4.67 8.384 86.67 7.929 8.67
BPN X x 35.63 69.80 50.33 30.20

Plotting Position for Every Test Result
and Graphical Analysis of Data by
Ranking Method
The plotting position for each test result is
conducted using Equation 1.
𝑚
Plotting position % = (𝑛+1) *100
The mean texture depth (MTD) measured
from (SPM) was plotted against the
percentage repetition of each result
throughout the whole 150 testing locations
as illustrated in Figure 1. Smoothing of the
relationship with a linear equation
(1) indicated a coefficient of determination of
0.897.

0.35
MTD
Mean texture depth (cm)

0.3 y = 0.0008x + 0.0891

R² = 0.8972
0.25
0.2
0.15
0.1 MTD
Linear (MTD)
0.05
0
0.67
5.33

14.67
10.00

19.33
24.00
28.67
33.33
38.00
42.67
47.33
52.00
56.67
61.33
66.00
70.67
75.33
80.00
84.67
89.33
94.00
98.67

Percentage

Fig. 1. Plotting position for MTD data for asphalt concrete pavement.

The outflow time (OFT) data were plotted Smoothing of the relationship with a linear
against the percentage of repetitions of equation indicated a coefficient of
each test result throughout the whole 150 determination of 0.860.
testing locations as illustrated in Figure 2.

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 International Journal of Transportation Engineering and Traffic System
ISSN: 2456-2343 (online)
Vol. 2: Issue 2
www.journalspub.com

Fig. 2. Plotting position for OFT data for asphalt concrete pavement.

The British pendulum number (BPN) data illustrated in Figure 3. Smoothing of the
were plotted against the percentage of relationship with a linear equation
repetitions of each test result throughout indicated a coefficient of determination of
the whole 150 testing locations as 0.967.

70.00
60.00 BPN
y = 0.2038x + 24.552
50.00
R² = 0.967
40.00
BPN

30.00
BPN
20.00
Linear (BPN)
10.00
0.00
0.67
5.33

24.00

98.67
10.00
14.67
19.33

28.67
33.33
38.00
42.67
47.33
52.00
56.67
61.33
66.00
70.67
75.33
80.00
84.67
89.33
94.00

Percentage
Fig. 3. Plotting position for BPN data for asphalt concrete pavement.

Statistical Test to Show the Correlation
using SPSS-19 Software
Table 6 shows the output of statistical
analysis of 150 test data of asphalt
concrete pavement surface texture
variables, regression analysis with SPSS
Software indicates poor coefficient of
correlation (R) of (0.224, 0.351, and
0.081) between each two testing technique
results, while when the three testing
methods were correlated into a combined
regression, the correlation coefficient was
0.402 which indicates an acceptable (R)
value.

Table 6. SPSS analysis for asphalt concrete test data.

Test Correlation R
Regression BPN = 31.759 + 54.493MTD 0.224
BPN = 126.225 − 10.292OFT 0.351
MTD = 0.232 − 0.01 OFT 0.081
Multi-regression BPN = 115.118 + 47.898MTD − 9.824OFT 0.402

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Comparative Modeling of Pavement Surface Texture Sarsam et al.

Statistical Test to Show the Correlation indicates the improvement of the

Using ANN Software coefficient of correlation (R) as the
Table 7 illustrates the artificial neural analysis proceeds. Table 8 illustrates the
network calculation (ANN) for asphalt summary of (ANN) analysis.
concrete pavement surface texture data, it

Table 7. Calculations of ANN for asphalt concrete pavement.

Training Testing Querying Training test Training error R
Striped
62.67 24 13.33 0.12029 0.150444 0.581809
60 26.67 13.33 0.122864 0.129158 0.567533
61.33 25.33 13.33 0.12708 0.135733 0.59887
61.33 22 16.67 0.122173 0.124368 0.298656
61.33 23.33 15.33 0.125019 0.135895 0.644509
62 22.67 15.33 0.129104 0.150513 0.640429
62 23.33 14.67 0.121951 0.146318 0.490429
61.33 24 14.67 0.130336 0.140744 0.473229
Hidden layer
61.33 23.33 15.37 0.124540 0.135895 0.644509
61.33 23.33 15.37 0.126042 0.135792 0.643598
Moment
0.82/61.33 23.33 15.37 0.124030 0.135797 0.644323
0.72/61.33 23.33 15.37 0.12608 0.135818 0.643014
Learning
0.22/61.33 23.33 15.37 0.125815 0.135885 0.644348
0.18/61.33 23.33 15.37 0.123822 0.136020 0.641793
Function
SIGN/61.33 23.33 15.37 0136147 0.159772 0.298645
TANH/61.33 23.33 15.37 0.125678 0.135834 0.638156
LINEAR/61.33 23.33 15.37 0.126063 0.135377 0.638156
LINEAR 23.33 15.37 0.124888 0.135721 0.1639956
SIGN/61.33
LINEAR 23.3 15.37 0.126255 0.135834 0.642882
TANH/61.33
SIG m 23.33 15.37 0.130255 0.1455751 0.55598
TANH/61.33

Table 8. Inputs and outputs of ANN for asphalt concrete pavement.

Report
Input 1 2 BIAS
1st +0.02443 1.3089 0.2865
2nd 0.862 0.3203 0.6958
Output 1.3513 0.9708 0.5462

Calculation of (R) value for the
predicted (BPN) for asphalt concrete
based on ANN method
Based on data plotted in Table 8, the
correlation coefficient for the predicted
(BPN) of asphalt concrete pavement could
be obtained as follows, the (R) value
obtained was 64.2% which could be rated
as fair when compared to that of SPSS
software. (MTD) has more impact on
(BPN) than (OFT).

1
𝑝𝑟𝑒𝑑 =
1 + 𝑒 (0.5462−1.3513𝑡𝑎𝑛ℎ𝑀𝑇𝐷+0.9708𝑡𝑎𝑛ℎ𝑂𝐹𝑇)
𝑋1 = −0.2865 + 0.02443𝑀𝑇𝐷 + 1.3089𝑂𝐹𝑇
𝑋2 = 0.6958 − 0.862𝑀𝑇𝐷 − 0.3203𝑂𝐹𝑇

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 International Journal of Transportation Engineering and Traffic System
ISSN: 2456-2343 (online)
Vol. 2: Issue 2
www.journalspub.com

𝑀𝐼𝑁 = 29.83016
𝑅𝐴𝑁𝐺𝐸 = 20.56931
20.56931
𝑃𝑅𝐸𝐷 (𝐵𝑃𝑁) = + 29.83010
1 + 𝑒 0.5462−1.3513𝑡𝑎𝑛ℎ𝑀𝑇𝐷+0.9708𝑡𝑎𝑛ℎ𝑂𝐹𝑇
𝑎𝑡𝑅 = 0.642882 = 654.28%

Classification of Test Results for
Cement Concrete Pavement
Through the MTD, OFT, and BPN it had
been noticed that the MTD data, through
150 tests, is classified into two types,
moderate (2), and rough (3). Where the
moderate texture is with the lower limit of
0.111 cm, upper limit of 0.198 cm, and the
average 0.155 cm. The percentage of the
moderate is 89.33% out of 150 tests. While
the rough texture is with the lower limit of
0.2 cm, upper limit of 0.269 cm, and the
average is 0.223 cm. The percentage of
rough is 10.67% among the test data as
shown in Table 9.
limit of 7.5 sec, upper limit of 7.98 sec,
and the average is 7.834 sec. The
percentage of rough is 4.7 %, as shown in
Table 10.
The BPN, through 150 tests, is classified
into two types, moderate (2), and rough
(3). Where the moderate is with the lower
limit of 28%, upper limit of 44%, and the
average is 37.15%. The percentage of the
moderate is 62.67% of 150 tests. While
rough is with the lower limit of 45%,
upper limit of 60%, and the average is
49.73%. The percentage of rough is
37.33% as shown in Table 11.

Table 9. Characteristics of moderate and Table 11. Characteristics of mid rough

rough texture of pavement for MTD and rough texture of pavement, for BPN
calculations. calculations.
Texture roughness level 2 3 Texture roughness level 2 3
Average 0.155 0.223
Average 37.15 49.73
Minimum 0.111 0.200
Maximum 0.198 0.269 Minimum 28.00 45.00
Number 134 16 Maximum 44.00 60.00
Standard deviation 0.020 0.020
Number 94.00 56.00
% 89.33 10.67
Standard deviation 3.99 4.03

Table 10. Characteristics of moderate and % 62.67 37.33

rough texture of pavement for OFT
calculations. It can be concluded that the great majority
Texture roughness level 2 3 of classified texture type of three tests is
Average 8.355 7.834
Minimum 8.000 7.500
the moderate for cement concrete
Maximum 8.980 7.980 pavement surface. Table 12 shows the
Number 142 7 summary of the MTD, OFT, and BPN
Standard deviation 0.244 0.175 classifications.
% 95.30 4.70
Table 12. Summary of the MTD, OFT and
The OFT, through 150 tests, is classified BPN classifications.
into two types, moderate (2), and rough Test Moderate (2) Rough (3)
(3). Where the moderate is with the lower Average Percent Average Percent
limit of 8.00 sec, upper limit of 8.98 sec, % %
MTD 0.155 89.33 0.223 10.67
and the average is 8.355 sec. The OFT 8.355 95.30 7.834 4.70
percentage of the moderate is 95.3% of BPN 37.15 62.67 49.73 37.33
150 tests. While rough is with the lower

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Comparative Modeling of Pavement Surface Texture Sarsam et al.

Plotting Position for Every Test Result
and Graphical Analysis of Data by
Ranking Method
The plotting position for each test result is
conducted using Equation 1. The mean
texture depth (MTD) measured from
(SPM) was plotted against the percentage
repetition of each result throughout the
whole 150 testing locations as illustrated
in Figure 4. Smoothing of the relationship
with a linear equation indicated a
coefficient of determination of 0.892.

Fig. 4. Plotting position for MTD data for cement concrete pavement.

The outflow time (OFT) data were plotted Smoothing of the relationship with a linear
against the percentage of repetitions of equation indicated a coefficient of
each test result throughout the whole 150 determination of 0.878.
testing locations as illustrated in Figure 5.

Fig. 5. Plotting position for OFT data for cement concrete pavement.

The British pendulum number (BPN) data illustrated in Figure 6. Smoothing of the
were plotted against the percentage of relationship with a linear equation
repetitions of each test result throughout indicated a coefficient of determination of
the whole 150 testing locations as 0.967.

IJTETS (2016) 30–40 © JournalsPub 2016. All Rights Reserved Page 37

 International Journal of Transportation Engineering and Traffic System
ISSN: 2456-2343 (online)
Vol. 2: Issue 2
www.journalspub.com

Fig. 6. Plotting position for BPN Data for cement concrete pavement.

Statistical Test to Show the Correlation
using SPSS-19 Software
Table 13 shows the output of statistical
analysis of 150 test data of Cement
concrete pavement surface texture
variables, regression analysis with SPSS
Software indicates very poor coefficient of
correlation (R) of (0.177, 0.14, and 0.114)
between each two testing technique
results, when partial regression was
implemented, the correlation coefficient
was 0.239 while when the three testing
methods were correlated into a combined
regression, the correlation coefficient was
0.239 which indicates also an unacceptable
(R) value.

Table 13. SPSS analysis for cement concrete test data.

Test Correlation R
Regression BPN = 48.089 − 0.176MTD 0.177
BPN = 36.483 + 0.146OFOT 0.14
MTD = 31.076 + 0.12OFOT 0.114
Partial regression BPN = 42.522 − 0.194MTD + 0.169OFOT 0.239
Multiple-regression BPN = 42.522 − 0.194MTD + 0.169OFOT 0.239

Statistical Test to Show the Correlation indicates the improvement of the

Using ANN Software coefficient of correlation (R) as the
Table 14 illustrates the artificial neural analysis proceeds. Table 15 illustrates the
network calculation (ANN) for asphalt summary of (ANN) analysis.
concrete pavement surface texture data, it

Table 14. Calculations of ANN for cement concrete pavement.

Training Testing Querying Training error Testing error R
STRIPED
61 24 15 16.2797 18.0255 0.507
61 27 13 16.7184 14.4203 0.307
61 28 11 14.1361 18.3621 0.184
63 25 13 16.1917 16.527 0.2971
63 24 13 15.6753 17.9488 0.6233
63 23 15 15.6131 15.8939 0.5240
63 23 14 15.6136 14.7443 0.18427
Hidden layer

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Comparative Modeling of Pavement Surface Texture Sarsam et al.

2 24 13 15.6721 17.9383 0.6194

3 24 13 15.6306 17.9387 0.6082
Moment
0.82 24 13 15.6391 17.9424 0.6128
0.72 24 13 15.6719 17.9348 0.613
Learning
0.22 24 13 15.6976 17.9458 0.6124
0.18 24 13 15.6682 17.9314 0.6123
Function
Sign/ 63 24 13 15.9315 18.1473 0.26
TANH/ 63 24 13 15.6423 17.9021 0.6316
Linear TANH/63 24 13 15.6871 17.8966 0.6526

Table 15. Inputs and outputs of ANN for Calculation of (R) Value for the
cement concrete pavement. Predicted (BPN) for Cement Concrete
Report Based on ANN Method
Based on data plotted in Table 15, the
Input 1 2 Bias correlation coefficient for the predicted
(BPN) of cement concrete pavement could
1st 0.7222 0.5858 0.1468
be obtained as follows, the (R) value
2nd 0.6469 0.4398 0.2645 obtained was 65.26% which could be rated
as fair when compared to that of SPSS
Output 0.953 0.5054 0.4715 software. It had been noticed that (MTD)
has more impact on (BPN) than (OFT).

1
𝑝𝑟𝑒𝑑 =
1+ 𝑒 (0.4715−0.953𝑡𝑎𝑛ℎ𝑥1+0.5054𝑡𝑎𝑛ℎ𝑥2)
𝑋1 = 0.1468 − 0.7222𝑀𝑇𝐷 + 0.5858𝑂𝐹𝑇
𝑋2 = 0.2645 − 0.6469𝑀𝑇𝐷 + 0.4398𝑂𝐹𝑇
𝑀𝐼𝑁 = 37.28318
𝑅𝐴𝑁𝐺𝐸 = 6.009924
6.009924
𝑃𝑅𝐸𝐷 (𝐵𝑃𝑁) = 0.4715−0.953𝑡𝑎𝑛ℎ𝑀𝑇𝐷+0.5054𝑡𝑎𝑛ℎ𝑂𝐹𝑇
+ 37.28318
1+𝑒
𝑎𝑡𝑅 = 0.6526 = 65.26%

CONCLUSIONS (2) For asphalt concrete, when ANN was

Based on the testing and software analyses
of data, the following conclusions may be
drawn.
(1) For asphalt concrete, regression
analysis with SPSS Software indicates
poor coefficient of correlation (R) of
(0.224, 0.351, and 0.081) between each
two of the testing technique results.
When the three testing methods were
correlated into a combined regression,
the correlation coefficient was 0.402
which indicates an acceptable (R)
value.
implemented, the correlation
coefficient (R) for the predicted (BPN)
obtained was 64.2% which could be
rated as fair when compared to that of
SPSS software.
(3) For cement concrete, Regression
analysis with SPSS Software indicates
very poor coefficient of correlation (R)
of (0.177, 0.14, and 0.114) between
each two testing technique results.
When partial or combined regression
was implemented, the correlation
coefficient was 0.239 which indicates
an unacceptable (R) value.

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 International Journal of Transportation Engineering and Traffic System
(4) For cement concrete, when ANN was
implemented, the correlation
coefficient (R) for the predicted (BPN)
obtained was 65.26% which could be
rated as fair when compared to that of
SPSS software.
(5) Mean texture depth (MTD) measured
by (SPM) has more impact on (BPN)
than (OFT) for both types of pavement
surface.
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