- 5.2. Assessment of the transport and operational condition of the highway
- 5.3. Assessment of the transport and operational state of the road network
- 5.4. The procedure and methodology for assessing the influence of elements of parameters and characteristics of roads on a comprehensive indicator of their transport and operational condition
- 5.5. Determination of the indicator of engineering equipment and arrangement
- 5.6. Determination of the indicator of the level of operational maintenance of the highway
- 5.7. Summary results of the assessment of the technical level and operational condition of roads
- 7.1. Planning the types and scope of work based on the analysis of the actual state of roads
- 7.2. Planning of work according to the criterion of ensuring the estimated speed of movement, transport effect and economic efficiency
- 7.3. Repair planning based on "compliance indices"
- 7.4. General principles for the formation of programs for the repair and reconstruction of roads based on the results of diagnostics and assessment of their condition
- 8.2. Processing of the received information to determine the complex indicator of the transport and operational state of the road section
- 8.3. Processing the received information to determine the generalized indicator of the quality of the road section
- 8.4. Assignment of types and sequence of road repair work with full funding
- 8.5. Assignment of types and priority of road repair works using the ODDR 7 program
- Annex 9.1. PROCEDURE FOR DETERMINING THE AVERAGE SPEED OF THE TRAFFIC STREAM
- Annex 9.2. STANDARDS FOR THE VOLUME OF WORK AND THE FREQUENCY OF DIAGNOSTICS AND SURVEYS OF HIGHWAYS
- Annex 9.3. LINE SCHEDULE FOR ASSESSING THE TRANSPORT AND OPERATIONAL CONDITION OF THE ROAD
Active Edition from 03.10.2002
| Document name | "RULES FOR DIAGNOSTICS AND ASSESSMENT OF THE CONDITION OF HIGHWAYS. MAIN PROVISIONS. ODN 218.0.006-2002" (approved by Order of the Ministry of Transport of the Russian Federation dated 03.10.2002 N IS-840-r) |
| Document type | rules, order |
| Host body | Ministry of Transport of the Russian Federation |
| Document Number | IS-840-R |
| Acceptance date | 01.01.1970 |
| Revision date | 03.10.2002 |
| Date of registration in the Ministry of Justice | 01.01.1970 |
| Status | valid |
| Publication |
|
| Navigator | Notes |
"RULES FOR DIAGNOSTICS AND ASSESSMENT OF THE CONDITION OF HIGHWAYS. MAIN PROVISIONS. ODN 218.0.006-2002" (approved by Order of the Ministry of Transport of the Russian Federation dated 03.10.2002 N IS-840-r)
4.7. Measuring and evaluating pavement rutting
4.7.1. Measurements of track parameters during the diagnostic process are performed in accordance with the ODM "Methodology for measuring and assessing the operational state of roads by track depth" according to a simplified version using a 2-meter rail and a measuring probe.
Measurements are made along the right outer runway in the forward and reverse directions in areas where the presence of a track is established during visual inspection.
4.7.2. The number of measurement sites and the distance between the sites are taken depending on the length of the independent and measuring sections. A section is considered independent if, according to a visual assessment, the track parameters are approximately the same. The length of such a section can vary from 20 m to several kilometers. An independent section is divided into measuring sections with a length of 100 m each.
If the total length of an independent section is not equal to the whole number of measuring sections of 100 m each, an additional shortened measuring section is allocated. A shortened measuring section is also assigned if the length of the entire independent section is less than 100 m.
4.7.3. At each measuring section, 5 measurement sections are allocated at an equal distance from one another (on a 100-meter section every 20 m), which are assigned numbers from 1 to 5. In this case, the last section of the previous measurement section becomes the first section of the next one and has the number 5 / 1.
The shortened measuring section is also divided into 5 sections, located at an equal distance from one another.
4.7.4. The rail is laid on the protrusions of the outer track and one reading h_k is taken at the point corresponding to the largest depth of the track in each alignment, using a measuring probe installed vertically, with an accuracy of 1 mm; in the absence of extrusion, the rail is laid on carriageway so as to cover the measured track.
If there is a coating defect in the measurement section (pothole, crack, etc.), the measurement section can be moved forward or backward up to 0.5 m in order to eliminate the effect of this defect on the read parameter.
4.7.5. The track depth measured in each alignment is recorded in the statement, the form of which with an example of filling is given in Table 4.9.
Table 4.9
TRACK DEPTH MEASUREMENT SHEET
| Independent site number | Binding to mileage and length | Measuring section length l,m | Depth of rut on alignments | Estimated track depth h_kn, mm | Average estimated track depth h_ks, mm | |
| line number | track depth h_k, mm | |||||
| 1 | from km 20+150 to km 20+380, L = 230 m | 100 | 1 | 11 | 13 | |
| 2 | 8 | |||||
| 3 | 12 | |||||
| 4 | 17 | |||||
| 5/1 | 13 | |||||
| 100 | 2 | 16 | 13 | 12,7 | ||
| 3 | 10 | |||||
| 4 | 13 | |||||
| 5/1 | 11 | |||||
| 30 | 2 | 9 | 12 | |||
| 3 | 14 | |||||
| 4 | 12 | |||||
| 5 | 7 | |||||
For each measuring section, the estimated track depth is determined. To do this, analyze the results of measurements in 5 sections of the measuring section, discard the largest value, and the value of the rut depth following it in the descending row is taken as calculated at this measuring section (h_KN).
4.7.6. The calculated rut depth for an independent section is determined as the arithmetic mean of all values of the calculated rut depth in the measuring sections:
| , mm. | (4.1) |
4.7.7. The assessment of the operational state of roads in terms of track depth is carried out for each independent section by comparing the average estimated track depth h_KS with the allowable and maximum allowable values (Table 4.10).
Table 4.10
Scale for assessing the condition of roads by track parameters measured using a simplified method
| Estimated speed, km/h | Track depth, mm | |
| admissible | maximum allowable | |
| >120 | 4 | 20 |
| 120 | 7 | 20 |
| 100 | 12 | 20 |
| 80 | 25 | 30 |
| 60 and under | 30 | 35 |
Road sections with a rut depth greater than the maximum allowable values are considered dangerous for vehicle traffic and require immediate work to eliminate the rut.
Part 1. Methodology for measuring and assessing the operational condition of roads by track depth
(approved by order public service road infrastructure Ministry of Transport of the Russian Federation dated May 17, 2002 N OS-441-R)
Under the combined influence of the movement of heavy and multi-axle vehicles and natural and climatic factors, defects and deformations can accumulate on pavement surfaces, one of the types of which is the track.
Obtaining complete and reliable data on the rutting parameters requires a large number of measurements by special automated mobile laboratories with laser, ultrasonic and other equipment widely used in many countries of the world.
IN present work methods of manual measurement of the rut depth are considered, which can be used in the absence of these laboratories.
When developing them, two fundamental requirements were simultaneously taken into account: to ensure sufficient measurement accuracy for solving practical problems and to minimize the cost of manual labor in the process of field measurements.
The method of measuring the rut depth using a shortened rail is designed to assess the condition of the surface of the carriageway by evenness in the transverse direction and allows you to measure the main parameters of the rut in order to plan and organize work to eliminate it.
1. Definitions
Rail shortened- a rigid straight rail 2000 mm long, applied to stand glasses, which are installed on the surface of the road (carriageway and roadside) in order to measure the gaps between the rail and the roadway surface, as well as the distances between the measured gaps.
Clearance under rail- the gap between the lower edge of the rail and the surface of the carriageway.
coaster glass- a device in the form of a cylinder of constant (base cup of constant height) and variable (base cup of variable height) height, on which the rail is applied in the process of determining the parameters of evenness in the transverse direction.
Measuring probe- a device with a measuring scale of a given accuracy for determining the clearance between the rail and the surface of the carriageway.
Total track depth relative to the right protrusion- gauge parameter, determined by the vertical distance from the bottom of the gauge to the crest of the right gauge.
Total rut depth relative to the left protrusion- track parameter, determined by the vertical distance from the bottom of the track to the crest of the left track riser.
Track depth - a track parameter determined by the vertical distance from the bottom of the track to the supporting edge of the rail laid transversely on the carriageway.
Track bottom - track parameter corresponding to the lowest point of the track.
Ridge of a riser - a gauge parameter corresponding to the highest point on a riser.
Distance between the crest of the track and the bottom of the track is the horizontal distance between these points.
2. Organization of work on measuring the parameters and depth of the track on highways
2.1. Measurement of the parameters and depth of the track is carried out on roads with non-rigid pavement, having asphalt concrete pavements or from materials treated with organic binders.
Work on measuring the depth of the track is carried out in the warm season in the absence of water on the road surface. Gauge measurements can be performed as part of general works diagnostics and independently. To plan work for the next year, measurements are carried out in the autumn period of the year after the decrease in high positive air temperatures in open areas to + 15 ° C in daytime. The measurements should be completed before the onset of stable negative temperatures.
2.2. There are two ways to measure track parameters using a shortened rail: a simplified method and measurement using the vertical marks method.
The simplified method is recommended for use in the process general diagnostics road conditions for a preliminary assessment of the nature of rutting, identifying areas that require the removal of ruts, assigning the type of work and determining their approximate volumes.
The method of determining the gauge parameters by measuring by the method of vertical marks is recommended for use in the process of design and survey work for a detailed assessment of the nature of rutting and the development of design estimates for the elimination of the gauge.
2.3. Measurement of track parameters is carried out by a team in the recommended composition: engineer - 1; technician - 2; worker - 1.
The equipment of the brigade for measuring track parameters includes:
Mobile road laboratory or car " road service"or any other vehicle that allows you to transport a team, measuring instruments and road signs;
Rail shortened with a level, stand cups and measuring probe;
Curvimeter and measuring tapes;
Protective vests;
Set of traffic signs " Men at work", "Obstacle avoidance on the left", "Restriction top speed"and cones.
2.4. Technological process rut depth measurement can be broken down into steps:
Preparatory;
Field surveys and measurements;
Processing materials of field surveys and measurements and paperwork.
2.5. Preparatory work include:
Creation of the brigade;
Preparation and equipping of a mobile laboratory or other vehicle, measuring instruments and protective equipment;
Preparation of forms of magazines and tables;
Collection of information about the surveyed road from technical passport road, road safety, project, data from previous diagnostics or surveys;
Clarification of the title and category of the road, intensity and composition of traffic, preliminary identification of sections with a track;
Determining the scope of work to measure the parameters of the gauge, the location of the brigade during the field work;
Coordination of work with road authorities and traffic police;
Instructing performers on the rules of safety and labor protection in the process of performing field work and measurements.
2.6. Field work includes inspection and assessment of the condition of the road surface, as well as measurements of track parameters in the prescribed manner.
2.6.1. Visual inspection is carried out from a car moving at a speed that allows fixing defects in the condition of the coating, but not more than 20 km / h or on foot. Stops are made in places that require detailed inspection and examination. Visual inspection of roads with separate carriageways is carried out in forward and reverse directions.
2.6.2. In the process of visual inspection, the location of the beginning and end of independent sections with a track in the forward and reverse directions is clarified and these positions are tied to mileage.
2.6.3. In places where the parameters of the track are measured, a cross section (target) is broken, the location of which is entered in the statement. Prior to the start of measurements, dust and dirt are cleaned from the surface of the carriageway and edge reinforced strips so that the boundaries of the pavement and shoulders are clearly visible.
2.6.4. At each independent section, gauge parameters are measured in accordance with the instructions in section 4.
2.6.5. Measurements are made under the protection of a car located so that the signs "Road works", "Obstacle avoidance on the left" and "Maximum speed limit" are facing towards the movement of the information displayed on them.
2.6.6. The results of field measurements of the gauge parameters are entered into the statement of the established form and processed by statistical methods.
2.7. Works on visual inspection and measurement of track parameters are classified as dangerous. All persons involved in this work must strictly comply with the current "Safety regulations for the construction, repair and maintenance of roads", as well as other departmental rules and instructions. When performing work directly on the road, the requirements of the "Instructions for organizing traffic and fencing work sites", as well as instructions and instructions specially developed for such cases, must be observed.
3. Requirements for measuring equipment
3.1. Shortened rail and measuring probe (Fig. 1): the length of the rail should be mm;
Rail deflection from own weight in the middle of the span should not exceed 0.2 mm;
Width of a basic edge of a lath - mm;
The deviation of the supporting edge of the rail from the plane should not exceed 0.2 mm; instead of the deviation from the plane, it is allowed to measure the deviation from the straightness of the longitudinal profile of the surface of the supporting edge of the rail, which should not exceed 0.2 mm;
The deviation of the side face of the rail from straightness should not exceed 5 mm along the length of the rail;
The rail must be equipped with a device for measuring the application slope of the rail with accuracy ();
A scale is applied to the side faces of the rail, digitized every 10 cm from 0 to 200; the scale should have centimeter divisions;
The length of the measuring probe must be mm, not including the holder;
The probe diameter must be mm;
The scale on the measuring probe should provide the ability to measure track parameters up to 30 cm; the scale must have millimeter divisions;
The deviation of the length of the measuring probe must not exceed 1.0 mm.
Stand glasses are made of wear-resistant material;
The height of the base cups of constant height should be mm; mm; mm; mm;
The diameter of the base cups of constant height must be mm;
The height of the base cup of variable height should be: maximum - mm; the smallest - mm.
4. Taking measurements
4.1. When carrying out measurements, the tracks should be divided into types:
by location within the traffic lane (Fig. 3):
External (to the right in the direction of travel);
Internal (on the left in the direction of travel).
Measurements are carried out along the entire length of the section to be assessed, if necessary in both directions, with the exception of the breaks in the gauge. In this case, each of the sections (both in the direction and before and after the interruption of the track in one direction) is separated into an independent one.
According to the outline in the transverse profile (Fig. 4):
Track with one riser;
Track with two protrusions;
Track without protrusions.
4.2. Gauge depth measurements according to a simplified method are carried out along the outer gauge in compliance with the requirements for the number of measurement points in each independent section.
4.2.1. The rail is laid on the protrusions of the outer track and one reading is taken at the point corresponding to the largest depth of the track in each alignment (Fig. 5), using a measuring probe installed vertically, with an accuracy of 1 mm; in the absence of bulges, the rail is laid on the carriageway in such a way as to block the measured track.
If there is a coating defect in the measurement section (pothole, crack, etc.), the measurement section can be moved forward or backward up to 0.5 m in order to eliminate the influence of this defect on the read parameter.
4.2.2. The number of measurement sections and the distance between the sections are taken depending on the length of the independent and measuring sections. A section is considered independent if, according to a visual assessment, the track parameters are approximately the same. The length of such a section can vary from 20 m to several kilometers.
An independent section is divided into measuring sections, up to 100 m long (Fig. 6).
4.2.3. If the total length of an independent section is not equal to the whole number of measuring sections of 100 m each, an additional shortened measuring section is allocated.
A shortened measuring section is also assigned if the length of the entire independent section is less than 100 m.
4.2.4. At each measuring section, 5 measurement sections are allocated at an equal distance from one another (on a 100-meter section every 20 m), which are assigned numbers from 1 to 5. In this case, the last section of the previous measurement section becomes the first section of the next one and has the number 5 / 1.
The shortened measuring section is also divided into 5 sections located at an equal distance from one another (Fig. 6).
4.2.5. The depth of the track is measured at the deepest point of each alignment and recorded in the statement. The form of the statement with an example of filling is given in table. 1 .
For each measuring section, the estimated track depth is determined. To do this, analyze the results of measurements in 5 sections of the measuring section, discard the largest value, and the value of the rut depth following it in the decreasing row is taken as calculated at this measuring section ().
4.2.6. The calculated rut depth for an independent section is determined as the arithmetic mean of all values of the calculated rut depth in the measuring sections:
The results of the calculations are entered in the statement (Table 1)
Table 1
Sheet for measuring the depth of the rut using a simplified method
Band number _________
Segment start position ______ Segment end position _______
|
Independent site number |
Binding to mileage and length |
Measuring section length |
Depth of rut on alignments |
Estimated track depth, mm |
Average estimated track depth, mm |
|
|
barrel number |
track depth |
|||||
|
From km 20+150 to km 20+380, L = 230 m |
||||||
4.3. For a detailed assessment of the rutting parameters, it is recommended to use the method of measuring vertical marks using a shortened rail and stand cups.
Measurements are recommended to be carried out in each alignment along the outer and inner runways of each direction of movement. In the absence of a clearly expressed track on the inner runway, measurements are made only on the outer track.
4.4. Measurements of the track parameters are carried out in the planned alignments, and the first and last alignments in each independent section should be located at a distance of 2 ... 5 m from the beginning and end of the section.
4.4.1. The number of measurement sites and the distance between the sites are assigned depending on the length of the estimated section, taking into account the required accuracy and reliability of measurements (Table 2).
If a defect in the upper layer of the coating (crack, pothole, etc.) is located in the measurement site, then the measurement site should be taken out of the zone of influence of this defect.
4.5. The measurement of the parameters of the outer track is performed in the intended alignment, applying the rail to the upper edge of the stand cups in the transverse direction.
table 2
Distances between rack applications when assessing road conditions by track depth
|
Distances between measurement sites, m, with the length of the estimated section, m |
|||
Note. If the length of the estimated section is less than 100 m, the distance between the measuring points is taken equal to 2 m for any cases.
4.5.1. A base glass of constant height is installed on the edge of the carriageway, the edge of the edge strip or the roadside. The base cup of variable height is installed in the same alignment with the base cup of constant height. The width of the gap under the laid rail, limited by the base cups, must overlap the readable parameters of the outer track (Fig. 7.1).
4.5.2. The rail should be brought to the position of zero transverse slope of the carriageway (horizontal position) using a variable height stand cup.
4.5.3. With each application, the rails should be measured:
The values of one largest - and two smallest - and gaps under the rail (Fig. 7.1
4.6. When evaluating the parameters of the inner track, the measurement is carried out in the same alignments in which the measurement of the outer track was performed.
4.6.1. The rail is applied to the upper face of the stand cups, bringing it to the position of the zero transverse slope of the carriageway (horizontal position). The width of the gap under the laid rail, limited by the base cups, must overlap the readable parameters of the inner track (Fig. 7.2).
4.6.2. With each application of the rail, one should measure the values \u200b\u200bof one of the largest - and two smallest - and gaps under the rail (Fig. 7.2) using a measuring probe installed vertically, with an accuracy of 1 mm; in the absence of bulges, the values and are measured at the exit from the track, determined visually.
4.6.3. In the process of measurements, a sheet is filled in, in which the results obtained are entered (Table 3).
Table 3
Sheet for measuring the parameters of transverse evenness (track) using the method of vertical marks
Road section ________________ Direction __________________
Band number _________
Segment start position ______Segment end position _______
Date of measurement ________________
|
Link to starting mileage |
Measuring the parameters of the outer track |
Measuring the parameters of the inner track |
|||||
5. Processing of measurement results
5.1. The processing of measurement results by the method of vertical marks is performed in the following sequence.
5.1.1. The total roughness of the surface of the carriageway is calculated in each alignment along the outer track (Fig. 7) according to the formulas:
5.1.2. Calculate the total roughness of the surface of the carriageway in each alignment along the inner track (Fig. 7) according to the formulas:
total rut depth in relation to the right protrusion
total rut depth in relation to the left protrusion
5.1.3. The calculation of the average value of the total (total) roughness is performed according to the formulas:
where n is the number of measurements on the site.
5.1.4. The standard deviation of the total roughness of the surface of the carriageway is determined by the formulas:
5.1.5. The calculated value of the general roughness of the surface of the carriageway, compared with the rating scale, is determined by the formulas:
where t is the normalized deviation coefficient depending on the guaranteed probability (taken equal to 1.04).
5.1.6. The execution of calculations is accompanied by filling out a statement (Table 4).
Table 4
Sheet of calculated parameters of transverse evenness (rut)
|
Road section ________________________________ Direction ________________________________ Lane number __________ Position of the beginning of the section __________ Position of the end of the section __________ Date of measurement ___________________ |
|||||||||||
|
Link to mileage |
External track parameters, mm |
Parameters of the inner track, mm |
|||||||||
6. Requirements for the condition of roads by track depth
The calculated values of the parameters and the depth of the track are compared with their allowable and maximum allowable values, the values of which are determined from the condition of ensuring the safety of vehicles on wet surfaces at a speed lower than the calculated one by 25% for allowable depth rut and by 50% for the maximum permissible rut depth, as well as taking into account the influence of the rut on the conditions for cleaning the pavement from snow deposits and combating winter slipperiness (Table 5 7
60 and under
Table 6
Scale for assessing the condition of roads according to the parameters of the track, set according to the method of measuring vertical marks
|
Estimated speed, km/h |
The total depth of the track relative to the right protrusion, mm |
The total depth of the track relative to the left protrusion, mm |
||
|
admissible |
maximum allowable |
admissible |
maximum allowable |
|
|
Not allowed |
||||
|
60 and under |
||||
Road sections with a rut depth greater than the maximum allowable values are considered dangerous for vehicle traffic and require immediate work to eliminate the rut.
The evenness of the road surface is one of the main factors of traffic safety. But during operation, a track inevitably appears that prevents safe movement. What is the reason for its formation, how to avoid its occurrence, is it possible to control the process of rutting and prevent it - we talked about this and much more with the largest professional in this field, professor at the Rostov State Civil Engineering University, chairman of the board of directors of Avtodor-Engineering LLC Sergei Konstantinovich Iliopolov.
- Sergey Konstantinovich, what is the reason for the formation of a rut on the highway?
– main reason rutting is explained by the processes of accumulation of residual deformations in the elements of the road structure, that is, in each layer pavement and in the upper road layer of the canvas. This is the so-called plastic track. The second and main reason is the wear of the top layer of the coating as a result of the combined effect of wear and premature non-standardized destruction of the asphalt concrete layer under the influence of external factors, which include, along with the impact of the wheels, precipitation, temperature changes and solar radiation. This track of destruction and wear is formed only in the upper, closing layer of the pavement. And it's good that the sectoral regulations issued last year in the ODN, which regulate the period for the restoration or replacement of the upper layers of the coating, as well as in the GOST, which is being prepared, introduced the concept of a wear layer. Therefore, it is more correct to say that the second type of track is formed during the premature destruction and wear of the pavement layer, that is, the upper layer. In real conditions of operation of the road, both of these factors also act together and significantly affect traffic safety. But they must be separated not only in order to understand the reasons for the formation of rutting, but also in order to know how to deal with this rutting.
- Is it possible to get away from the plastic track in general and solve this issue in a normative manner?
– It is absolutely impossible to get away from the plastic track. Even if we take into account all the factors involved, we cannot change the existing nature of the material. For example, any asphalt concrete is inherently an elastic-viscous plastic material that has all the main manifestations characteristic of this category of material: both load perception fatigue and redistribution of the main frame material - crushed stone, which is part of asphalt concrete, since the main element of asphalt concrete is dispersed asphalt-binder structure, giving it the properties of an elastic-viscoplastic body. This is not an elastic body, it will accumulate residual deformations as it is loaded. The only difference is that the elastic-plastic properties and the properties of the accumulation of residual deformation of asphalt concrete are somewhat dependent on temperature.
I want to note the absolute disregard for the physical nature of asphalt concrete in the calculation of non-rigid pavement, where each body taken into account is taken as having elastic properties, which in its essence is not. This also eliminates permanent deformation after loading. As you know, when a load is applied, the body deforms, and when it is removed, it must be restored to its previous dimensions. Here, asphalt concrete under cyclic load, being an elastic-viscoplastic body, cannot recover to the same parameters, it will recover, but a little less. This difference is called permanent deformation.
– Is it possible to control the process of rutting on our roads?
– With the existing regulatory framework it is forbidden. Asphalt concrete, as well as other materials present in non-rigid pavement, as already mentioned, are accepted as rigid, not being such in fact.
- Is there a way out in this situation?
– It is necessary to improve the design standards for non-rigid pavements by introducing two additional controllable criteria into the calculation: the accumulation of design of non-rigid pavements for the accumulation of permanent deformation and the formation of fatigue cracks. Asphalt concrete in the existing regulatory framework is considered as a material that can withstand any number of loads for billing period laid down in the regulations. Until recently, depending on the road-climatic zone and road category, this period was 18 years, today it is 24 years. These are the overhaul periods during which it is assumed that an absolutely elastic body, which is asphalt concrete, should work without breaking its continuity, more precisely, without the formation of fatigue cracks. This is a myth that anyone understands. Even if steel, a much more solid body, has fatigue, upon the occurrence of which the metal breaks, then what can we say about asphalt concrete. In the current regulatory framework, there is no difference for which road we are designing: with a traffic intensity of more than 110,000 vehicles per day or 20,000 vehicles per day. It is clear that the effectiveness of asphalt concrete in different conditions will be different. The service life of the pavement is determined by the category of the road and the existing loads taken into account, but nowhere are there requirements for the resistance to fatigue failure of asphalt concrete, on the basis of which the service life is not calculated or, for a given service life of the pavement, the period of operation is not determined and calculated, after which fatigue failures in order to plan repair activities. It is precisely for this purpose that it is necessary to develop one of the two criteria that I named above.
If the formation of rutting is an obvious fact, then cracks are that insidious factor that is not always evident, but its influence and the need to take it into account in the calculation are sometimes more significant.
First reason. Asphalt concrete is included in the calculation of pavement with certain specified physical and mechanical properties, primarily its modulus of elasticity. And even in everyday life we always call the strength of a certain structural element, consisting of asphalt concrete, the elastic modulus of asphalt concrete. And therein lies another root of evil. For pavement, the parameters and strength of not the material, but the layer, are extremely important. Thus, the performance of even non-rigid pavement is primarily influenced by the elastic modulus of the asphalt mix or asphalt concrete layer. As soon as fatigue cracks form in this layer, discontinuity occurs. And with the same modulus of elasticity as a material, we get a sharp decrease in strength, since when broken into blocks, the load distribution system fundamentally changes, and all lower layers will experience much heavy load in crack zones. It would seem that they are elementary things, but no one talks about them today, they are the scourge of our highways.
The second reason. Getting fatigue cracks, we get non-standard condition of non-rigid pavement. Under these conditions, the design schemes laid down in the regulations no longer work, and the pavement should continue to work.
For highly loaded highways with a traffic intensity of over 100 thousand vehicles with four lanes, that is, roads of the first category, and often the second category, the package of asphalt concrete layers should usually consist of three layers. And these three layers in total should not be less than a certain thickness - 28 cm. By the way, in the regulatory framework Russian Federation there is no criterion that would determine the recommended thickness of asphalt concrete layers and what it depends on. Today you will not find anywhere any explanatory material that could point to the factors that make it possible to determine the minimum thickness of the package of asphalt concrete layers. We are getting close to developing this normative document, which will answer the question why the package of asphalt concrete layers cannot be less than a certain value. This value is determined by the composition and intensity of traffic and the need for this package to absorb the high-frequency part of the dynamic spectrum of the impact of the car. This criterion, in my opinion, is very important. The most high-frequency energy-intensive part of the spectrum of the dynamic impact of cars should be absorbed by asphalt concrete, since it, having a certain continuity, contains asphalt binder, that dispersed part in which these frequencies of the impact of the car are absorbed as in a viscous substance. What is frequency? This is a certain effect, determined by the wavelength. We must absorb that part of the dynamic spectrum, the wavelengths of which are comparable to the thickness of the pack of asphalt concrete layers. With a decrease in this thickness, a significant part of the spectrum falls lower, into those layers that are not capable of resisting a given energy impact at long frequencies. And if crushed stone is even further away, this will mean a significant excess of abrasion of the material and its transformation into stone flour within 5–7 years, with a pavement service life of 24 years. On this topic, too, there are no recommendations, no criteria.
– Why are fatigue failures more dangerous than plastic ones?
– Accounting for fatigue failures and preventing their occurrence is very important. Fatigue cracks are formed on the lower face of the last layer of asphalt concrete from the top in the package of asphalt concrete layers, since it is this face that experiences maximum tension. Consequently, we can get fatigue cracks on the bottom face of the last, third layer. The upward propagation of a crack is very fast. Within six months we will get a sprouting crack, and with each subsequent layer, the rate of its formation will be higher, because an ever smaller mass of asphalt concrete will resist tensile stress, especially since the edges have always served as a stress concentrator. Thus, cracks appear on the surface of the coating, and they can be strictly transverse, and at an angle, and longitudinal, and networks of cracks. The problem is not even that this creates discomfort during movement, with the formation of a network of cracks, fragmentation of the asphalt concrete of the top layer of the pavement is quickly achieved, moisture will penetrate into the resulting crack, but that the continuity of the package of asphalt concrete layers is broken, which at the same time radically change their distributing ability to the lower layers. And the lower layers of the base begin to experience those stresses for which they are not designed by their physics. As a result, we drastically reduce the resource of the underlying layers, the working resource of which significantly exceeds both 20 and 30 years. We are simply destroying this resource. Therefore, fatigue failures are of fundamental importance from the point of view of the durability of non-rigid pavements.
The way out of this situation is very simple. You cannot talk about certain things and phenomena until you control them. Neither rutting nor fatigue failure today in the Russian Federation is regulated anywhere and no one controls this process, because it can be controlled only when you know how to calculate it, you know the laws of its formation.
Thus, it is urgent to develop two new criteria. The first is the calculation of flexible pavements for their operational durability, or reliability, which would allow calculating the accumulation of residual deformations in the form of transverse unevenness or plastic rutting during the design service life of flexible pavement. The second criterion is the calculation of non-rigid pavements for the accumulation of fatigue failures. Until, at the design stage, we get two graphs of the accumulation of residual deformation of fatigue failures by years of the life cycle, we will not only control these processes, but we will not even be able to meaningfully state the very fact of the existence of these problems.
Is there a way to solve these problems? In what direction should you move?
- Over the past five years, the Avtodor State Company has repeatedly stated at all levels that such criteria are necessary. Moreover, the main difficulties in developing these criteria are not even that we have to admit the imperfection of the methods for calculating pavements. We need new criteria for the level of operational condition of roads during the operation of non-rigid pavements. The most a big problem proposed to be taken over by the State Company, these are those methods, those knowledge, scientific schools that can implement and solve it. These are calculation methods, development of criteria on the basis of which the methods will work. Today we have scientific schools that are not only able to solve this problem, but are already working to State company"Avtodor" to resolve these problems. And I really hope that by the end of 2018 these criteria will be submitted for testing. This will allow us to manage the processes that we are talking about, because today even the technical elite of the road industry does not have a clear understanding that all problems with the top layers of the pavement, including extended turnaround times, cannot be solved with the top wear layer alone. There is an integral cumulative indicator of the health of the entire road structure.
Each element of the road structure, including the subgrade, contributes to the formation of plastic ruts or unevenness. The evenness of the upper layer of non-rigid pavement should begin with the evenness of the upper layers of the subgrade, the lower underlying layers, the lower asphalt concrete layers of the package, and the evenness of the upper, closing layer is their integral, summing indicator. So, all the problems that drivers face on our roads are fatigue damage, rutting resulting from the destruction of the upper layer, because all these parameters do not have not only criteria, but even an internal understanding of the need to take them into account.
– What are the main factors in determining the durability of pavements?
“It's about accumulation. If we are talking about rutting, then remember that two factors contribute to it: the accumulation of residual deformation in each element of the road structure plus the destructive and abrasive effect of the car wheels, for which the structure of the upper closing layer is primarily important. In order to control these processes, as I have already noted, it is necessary to create methods that take into account the accumulation and formation of residual plastic deformation in non-rigid pavement. Humidity and temperature are of paramount importance for each item of clothing. Humidity, for example, for subgrade soil or sand and gravel is important because the strength of the subgrade is directly proportional to its density, and the density is inversely proportional to moisture. Humidity will necessarily be taken into account in these criteria. The same is true for asphalt concrete: at 20°C it works in a completely different way than at 60°C. All these factors should be included in the methodology for calculating non-rigid pavement for the accumulation of residual deformations. As well as fatigue, it is significantly dependent on the moisture content of the subgrade soil, since when waterlogged, the bearing capacity is generally lost and asphalt concrete will work in much more severe conditions, since there is practically nothing to rely on. Therefore, all these factors are essential in determining the durability of pavements.
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RULES FOR DIAGNOSTICS AND ASSESSMENT OF THE CONDITION OF ROADS - MAIN PROVISIONS - ODN 218-0-006-2002 (approved by Order ... Relevant in 2018
4.7. Measuring and evaluating pavement rutting
4.7.1. Measurements of track parameters during the diagnostic process are performed in accordance with the ODM "Methodology for measuring and assessing the operational state of roads by track depth" according to a simplified version using a 2-meter rail and a measuring probe.
Measurements are made along the right outer runway in the forward and reverse directions in areas where the presence of a track is established during visual inspection.
4.7.2. The number of measurement sites and the distance between the sites are taken depending on the length of the independent and measuring sections. A section is considered independent if, according to a visual assessment, the track parameters are approximately the same. The length of such a section can vary from 20 m to several kilometers. An independent section is divided into measuring sections with a length of 100 m each.
If the total length of an independent section is not equal to the whole number of measuring sections of 100 m each, an additional shortened measuring section is allocated. A shortened measuring section is also assigned if the length of the entire independent section is less than 100 m.
4.7.3. At each measuring section, 5 measurement sections are allocated at an equal distance from one another (on a 100-meter section every 20 m), which are assigned numbers from 1 to 5. In this case, the last section of the previous measurement section becomes the first section of the next one and has the number 5 / 1.
The shortened measuring section is also divided into 5 sections, located at an equal distance from one another.
4.7.4. The rail is laid on the protrusions of the outer track and one reading h_k is taken at the point corresponding to the largest depth of the track in each alignment, using a measuring probe installed vertically, with an accuracy of 1 mm; in the absence of bulges, the rail is laid on the carriageway in such a way as to block the measured track.
If there is a coating defect in the measurement section (pothole, crack, etc.), the measurement section can be moved forward or backward up to 0.5 m in order to eliminate the effect of this defect on the read parameter.
4.7.5. The track depth measured in each alignment is recorded in the statement, the form of which with an example of filling is given in Table 4.9.
Table 4.9
TRACK DEPTH MEASUREMENT SHEET
| Independent site number | Binding to mileage and length | Measuring section length l,m | Depth of rut on alignments | Estimated track depth h_kn, mm | Average estimated track depth h_ks, mm | |
| line number | track depth h_k, mm | |||||
| 1 | from km 20+150 to km 20+380, L = 230 m | 100 | 1 | 11 | 13 | |
| 2 | 8 | |||||
| 3 | 12 | |||||
| 4 | 17 | |||||
| 5/1 | 13 | |||||
| 100 | 2 | 16 | 13 | 12,7 | ||
| 3 | 10 | |||||
| 4 | 13 | |||||
| 5/1 | 11 | |||||
| 30 | 2 | 9 | 12 | |||
| 3 | 14 | |||||
| 4 | 12 | |||||
| 5 | 7 | |||||
For each measuring section, the estimated track depth is determined. To do this, analyze the results of measurements in 5 sections of the measuring section, discard the largest value, and the value of the rut depth following it in the descending row is taken as calculated at this measuring section (h_KN).
4.7.6. The calculated rut depth for an independent section is determined as the arithmetic mean of all values of the calculated rut depth in the measuring sections:
| , mm. | (4.1) |
4.7.7. The assessment of the operational state of roads in terms of track depth is carried out for each independent section by comparing the average estimated track depth h_KS with the allowable and maximum allowable values (Table 4.10).
Table 4.10
Scale for assessing the condition of roads by track parameters measured using a simplified method
| Estimated speed, km/h | Track depth, mm | |
| admissible | maximum allowable | |
| >120 | 4 | 20 |
| 120 | 7 | 20 |
| 100 | 12 | 20 |
| 80 | 25 | 30 |
| 60 and under | 30 | 35 |
Road sections with a rut depth greater than the maximum allowable values are considered dangerous for vehicle traffic and require immediate work to eliminate the rut.
GOST 32825-2014
INTERSTATE STANDARD
Automobile roads common use
ROAD SURFACES
Methods for measuring the geometric dimensions of damage
Automobile roads of general use. pavements. Methods of measurement of the geometric dimensions of damages
MKS 93.080.01
Introduction date 2015-07-01
Foreword
The goals, basic principles and basic procedure for carrying out work on interstate standardization are established by GOST 1.0-92 "Interstate standardization system. Basic provisions" and GOST 1.2-2009 "Interstate standardization system. Interstate standards, rules and recommendations for interstate standardization. Rules for the development, adoption, application, renewal and cancellation
About the standard
1 DEVELOPED by the Limited Liability Company "Center for Metrology, Testing and Standardization", Interstate Technical Committee for Standardization MTK 418 "Road Facilities"
2 INTRODUCED by the Federal Agency for technical regulation and metrology
3 ADOPTED by the Interstate Council for Standardization, Metrology and Certification (Minutes of June 25, 2014 N 45)
Voted to accept:
Short name of the country according to MK (ISO 3166) 004-97 | Abbreviated name of the national standards body |
|
Armenia | Ministry of Economy of the Republic of Armenia |
|
Belarus | State Standard of the Republic of Belarus |
|
Kazakhstan | State Standard of the Republic of Kazakhstan |
|
Kyrgyzstan | Kyrgyzstandart |
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Russia | Rosstandart |
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Tajikistan | Tajikstandart |
4 By order of the Federal Agency for Technical Regulation and Metrology dated February 2, 2015 N 47-st, the interstate standard GOST 32825-2014 was put into effect as the national standard of the Russian Federation from July 01, 2015 with the right of early application
5 INTRODUCED FOR THE FIRST TIME
Information about changes to this standard is published in the annual information index "National Standards", and the text of changes and amendments - in the monthly information index "National Standards". In case of revision (replacement) or cancellation of this standard, a corresponding notice will be published in the monthly information index "National Standards". Relevant information, notification and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet
1 area of use
1 area of use
This standard covers methods for measuring the geometric dimensions of damage to pavements that affect safety. traffic, on public roads at the stage of their operation.
2 Normative references
This standard uses normative references to the following interstate standards:
GOST 427-75 Measuring metal rulers. Specifications
GOST 7502-98 Metal measuring tapes. Specifications
GOST 30412-96 Automobile roads and airfields. Methods for measuring unevenness and coatings
Note - When using this standard, it is advisable to check the validity of reference standards in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet or according to the annual information index "National Standards", which was published as of January 1 of the current year, and on issues of the monthly information index "National Standards" for the current year. If the reference standard is replaced (modified), then when using this standard, you should be guided by the replacing (modified) standard. If the referenced standard is canceled without replacement, the provision in which the reference to it is given applies to the extent that this reference is not affected.
3 Terms and definitions
In this standard, the following terms are used with their respective definitions:
3.1 vertical displacement of road slabs: Displacement of road slabs of cement concrete pavement relative to each other in the vertical direction.
3.2 wave (comb): The alternation of depressions and protrusions on the road surface in the longitudinal direction with respect to the axis of the highway.
3.3 hollow: Local deformation, which has the form of a smooth deepening of the pavement without destroying the pavement material.
3.4 pothole: Local destruction of the road surface, which has the form of a depression with sharply defined edges.
3.5 chipping: Surface failure of the pavement as a result of the separation of grains of mineral material from the pavement.
3.6 sweating: The appearance of excess binder on the pavement surface with a change in the texture and color of the pavement.
3.7 ledge: Local deformation, which has the form of a smooth elevation of the pavement without destruction of the pavement material.
3.8 road clothes: Structural element highway, taking the load from Vehicle and transferring it to the subgrade.
3.9 road surface: The upper part of the pavement, arranged on the road base, directly perceiving the loads from vehicles and designed to meet the specified operational requirements and protect the road base from the effects of weather and climatic factors.
3.10 rutting: Smooth distortion of the transverse profile of the road, localized along the runways.
3.11 uneven patching: Elevation or deepening of the repair material relative to the surface of the road surface in the areas of repair.
3.12 pavement damage: Violation of the integrity (continuity) or functionality of the road surface caused by external influences, or due to violations of the technology of road construction.
3.13 rolling lane: Longitudinal strip on the surface of the carriageway of a highway, corresponding to the trajectory of the wheels of vehicles moving along the lane.
3.14 break: Complete destruction of the pavement throughout the entire thickness, which has the form of a recess with sharply defined edges.
3.15 coating edge failure: Spalling of asphalt concrete or cement concrete from the edges of the road surface with a violation of its integrity.
3.16 drawdown: Deformation of pavement, which has the form of a recess with smoothly defined edges, without destruction of the pavement material.
3.17 crack grid: Intersecting longitudinal, transverse and curvilinear cracks dividing the surface of a previously monolithic coating into cells.
3.18 shift: Local deformation of the asphalt concrete pavement, which has the form of protrusions and depressions with smoothly defined edges, formed due to the shift of the pavement layers along the base or the top layer of the pavement along the underlying one.
3.19 continuous destruction of the road surface: The condition of the pavement, in which, when visually assessed, the damage area is more than half of the total area of the assessed pavement area.
3.20 crack: The destruction of the pavement, manifested in the violation of the continuity of the pavement.
4 Requirements for measuring instruments
4.1 When measuring the geometric dimensions of damage, the following measuring instruments are used:
- a three-meter rail with a wedge gauge according to GOST 30412;
- metal ruler in accordance with GOST 427 with a division value of 1 mm;
- metal tape measure according to GOST 7502 with a nominal length of at least 5 m and accuracy class 3;
- a device for measuring distance with an error in measuring distances of not more than 10 cm.
It is allowed to use other measuring instruments with an accuracy not inferior to the above parameters.
4.2 It is allowed to use automated equipment for measuring ruts with a measurement accuracy not inferior to that specified in 9.1. When measuring rutting with automated equipment, the measurement method is according to the manufacturer's instructions.
5 Measurement methods
5.1 Method for measuring rutting
The essence of the method is to measure the maximum clearance with a wedge gauge or a metal ruler under a three-meter rail laid on the road surface perpendicular to the axis of the highway.
5.2 Method for measuring shear magnitude, wave and comb
The essence of the method is to measure the extent of the damage in the direction parallel to the axis of the highway and to measure the maximum clearance under a three-meter rail laid on the road surface with a wedge gauge or a metal ruler in the direction parallel to the axis of the highway.
5.3 Method for measuring the size of the geometric dimensions of the pothole, breach and subsidence
The essence of the method is to measure the area of damage, corresponding to the area of a rectangle with sides parallel and perpendicular to the axis of the carriageway of the highway, described around damaged area, and determining the depth of damage by measuring with a wedge gauge or a metal ruler the maximum clearance under a three-meter rail.
5.4 Method for measuring the height or depth of patching unevenness
The essence of the method is to measure the maximum clearance with a wedge gauge or a metal ruler under a three-meter rail laid in the places of repairing damage to the road surface.
5.5 Method for measuring the geometric dimensions of a grid of cracks, peeling, chipping and sweating
5.6 Method for measuring the amount of vertical displacement of road slabs
The essence of the method is to measure the displacement of the surface of the road slabs of the cement concrete pavement relative to each other in the vertical direction.
5.7 Method for measuring the size of the geometric dimensions of destruction of the edge of the coating
The essence of the method is to measure the extent of damage in a direction parallel to the axis of the road.
5.8 Method for measuring the size of the geometric dimensions of the continuous destruction of the pavement
The essence of the method is to measure the area of damage, corresponding to the area of a rectangle with sides parallel and perpendicular to the axis of the carriageway, described around the damaged area.
5.9 Method for measuring the size of the geometric dimensions of the crack
The essence of the method is to measure the length of the crack and determine its direction relative to the axis of the road (longitudinal, transverse, curvilinear).
6 Safety requirements
6.1 Places of measurements and the traffic organization scheme for the time of measurements must be agreed with the authorities responsible for organizing road safety.
6.2 When carrying out stationary measurements of the geometric dimensions of damage, the measurement sites must be fenced with temporary technical means movement organization. When measurements are taken by mobile installations, they must be marked with signal signs that inform road users about road works.
6.3 Specialists conducting measurements must comply with labor protection instructions that establish the rules for behavior and performance of work on highways.
6.4 Persons carrying out measurements should have the means personal protection, providing increased visibility in the conditions of work on roads.
7 Requirements for measurement conditions
It is not allowed to carry out measurements in the presence of snow cover and ice on the road surface in the places of direct measurements.
8 Preparing for measurements
8.1 In preparation for measuring the geometric dimensions of damage, it is necessary to visually determine the type of damage to the pavement and link it to the section of the road.
8.2 When measuring the rutting value, it is necessary to determine the boundaries and length of an independent section, on which, with a visual assessment, the rutting value is the same. The length of an independent section can be up to 1000 m. If the length of an independent section is more than 100 m, an independent section must be divided into measuring sections with a length of (100 ± 10) m. If the total length of an independent section is not equal to an integer number of measuring sections by (100 ± 10 ) m each, an additional shortened measuring section is allocated. If the length of an independent section is less than 100 m, this section is one measuring section.
On each measuring section, five points for measuring the rutting value are distinguished, at an equal distance from each other, which are assigned numbers from 1 to 5.
9 Measurement procedure
9.1 Rutting method
a) install a three-meter rail on the road surface in the direction perpendicular to the axis of the road so that it overlaps the measured track on both runways. If it is impossible to simultaneously block the rutting on both roll lanes with a three-meter rail, move the rail in the direction perpendicular to the axis of the highway and measure each roll lane within the measured lane separately;
b) measure the maximum clearance under the three-meter rail with a wedge gauge or a metal ruler with an accuracy of 1 mm;
c) enter the data obtained into the sheet for measuring the magnitude of the rut;
d) repeat the steps indicated in listings a) - c) at each point of the measurement of the rut value.
The sheet for measuring the magnitude of the rut is given in Appendix A.
The graphic scheme of the measurement is shown in Figure 1.
h and h - maximum clearances under the three-meter rail along the right and left run lanes, mm
Figure 1 - Scheme for measuring the magnitude of the rut
Note - If at the point of measuring the rutting value there is another damage to the road surface that affects the value of the measured parameter, move the rail along the axis of the road by such a distance as to exclude the influence of this damage on the read parameter.
9.2 Method for measuring shear magnitude, wave and comb
When taking measurements, perform the following operations:
- measure with a tape measure or a distance measuring device the maximum size of damage in the direction parallel to the axis of the road with an accuracy of 10 cm;
- measure with a wedge gauge or a metal ruler the maximum clearance under a three-meter rail with an accuracy of 1 mm.
Note - If, due to the size of the damage, it is not possible to measure the maximum clearance under the three-meter rail, only the maximum size of the damage is measured in the direction parallel to the axis of the road.
The graphic scheme of the measurements is shown in Figure 2.
A h- maximum clearance under a three-meter rail, mm
Figure 2 - Scheme for measuring the magnitude of the shift, wave and comb
9.3 Method for measuring the size of the geometric dimensions of the pothole, breach and subsidence
When taking measurements, perform the following operations:
- measure with a tape measure or ruler the maximum size of damage in the direction parallel to the axis of the road with an accuracy of 1 cm;
- measure with a tape measure or ruler the maximum size of damage in the direction perpendicular to the axis of the road with an accuracy of 1 cm;
- install a three-meter rail on the road surface in a direction parallel to the axis of the road in such a way as to cover the measured damage;
- measure with a ruler the maximum clearance under a three-meter rail with an accuracy of 1 mm.
Note - If, due to the size of the damage, it is not possible to measure the maximum clearance under the three-meter rail, only the maximum damage dimensions are measured in directions parallel and perpendicular to the axis of the road.
The graphic scheme of the measurements is shown in Figure 3.
h- maximum clearance under a three-meter rail, mm; A- maximum size of damage in the direction parallel to the axis of the road, cm; b
Figure 3 - Scheme for measuring the magnitude of the geometric dimensions of the pothole, breach and subsidence
9.4 Method for measuring the height or depth of patching unevenness
When taking measurements, perform the following operations:
- install a three-meter rail on the road surface in a direction parallel to the axis of the highway in the places of repair of damage to the road surface;
- measure with a ruler the maximum clearance under a three-meter rail with an accuracy of 1 mm. In the case of measuring the elevation of the repair material, if both ends of the rail do not touch the coating, both gaps are measured along the edge of the damage repair sites on both sides of the rail and the maximum clearance is recorded. If, due to the small size of the damage repair site, one end of the rail rests on the coating, and the other does not touch it, the clearance is measured along the edge of the damage repair site from the end of the rail resting on the coating.
Graphic schemes for carrying out measurements are presented in Figures 4-6.
h And h- maximum clearances under a three-meter rail from one and the other edge of the damage repair site, mm
Figure 4 - Scheme for measuring the magnitude of the elevation of the unevenness of patching
h
Figure 5 - Scheme for measuring the magnitude of the elevation of the unevenness of patching
h- maximum clearance under a three-meter rail at the edge of the damage repair site, mm
Figure 6 - Scheme for measuring the magnitude of the deepening of patching
9.5 Method for measuring the size of the geometric dimensions of a grid of cracks, peeling, chipping and exudation
When taking measurements, perform the following operations:
- measure with a tape measure or other device for measuring the distance the maximum size of damage in directions parallel and perpendicular to the axis of the road with an accuracy of 10 cm.
The graphic scheme of measurements is shown in Figure 7.
A- maximum size of damage in the direction parallel to the axis of the road, cm; b- maximum size of damage in the direction perpendicular to the axis of the road, cm
Figure 7 - Scheme for measuring the geometric dimensions of the grid of cracks, peeling, chipping and sweating
9.6 Method for measuring the amount of vertical displacement of road slabs
When carrying out measurements, the value of the maximum vertical displacement of the road slabs relative to each other is measured with a metal ruler with an accuracy of 1 mm.
The graphic scheme of the measurements is shown in Figure 8.
h- maximum vertical displacement of road plates relative to each other, mm
Figure 8 - Scheme for measuring the vertical displacement of road slabs
9.7 Method for measuring the geometric dimensions of the destruction of the edge of the coating
When taking measurements, measure with a tape measure or other distance measuring device the maximum size of the damage in the direction parallel to the axis of the highway with an accuracy of 10 cm.
The graphic scheme of measurements is shown in Figure 9.
A- maximum size of damage in the direction parallel to the axis of the road, cm
Figure 9 - Scheme for measuring the size of the geometric dimensions of the destruction of the edge of the carriageway
9.8 Method for measuring the geometric dimensions of continuous pavement failure
When taking measurements, the maximum size of damage is measured with a tape measure or other device for measuring distance in directions parallel and perpendicular to the axis of the highway with an accuracy of 10 cm.
The graphic scheme of measurements is shown in Figure 10.
A- maximum size of damage in the direction parallel to the axis of the road, cm; b- maximum size of damage in the direction perpendicular to the axis of the road, cm
Figure 10 - Scheme for measuring the geometric dimensions of the continuous destruction of the road surface
9.9 Method for measuring the geometric dimensions of a crack
When taking measurements, perform the following operations:
- determine the direction of the crack relative to the axis of the road (longitudinal, transverse, curvilinear);
- measure the length of the damage with a tape measure or other distance measuring device with an accuracy of 10 cm.
The graphic scheme of the measurements is shown in Figure 11.
A- damage length, cm
Figure 11 - Scheme for measuring the value of the geometric dimensions of the crack
10 Processing measurement results
10.1 Method for measuring rutting
The maximum value measured in each measuring section is taken as the calculated value of the rut.
The calculated value of the rutting value on an independent section is calculated as the arithmetic mean of all calculated values of the rutting value on the measuring sections according to the formula
Where h- calculated value of the rut along the measuring section, mm;
n- number of measuring sections.
10.2 3a the value of the size of the length of the shear, wave and comb is the amount of damage measured in the direction parallel to the axis of the highway. The value of the maximum clearance under the three-meter rail is taken as the value of the shear, wave and comb of each individual damage.
10.3 The area of the pothole, breach and subsidence is calculated by the formula
S=a b, (2)
Where A- the maximum size of damage, measured in the direction parallel to the axis of the road, cm;
b- the maximum size of the damage, measured in the direction perpendicular to the axis of the road, see Fig.
For the value of the depth of the pothole, break and subsidence, the value of the maximum clearance under the three-meter rail is taken.
10.4 The value of the maximum clearance under the three-meter rail is taken as the value of the geometric dimensions of the irregularities of the patching.
10.5 The area of the network of cracks, peeling, chipping and sweating is calculated using formula (2).
10.6 The value of the maximum displacement of the slabs relative to each other in the vertical direction is taken as the value of the vertical displacement of cement concrete slabs.
10.7 3a the value of the destruction of the edge of the pavement is taken as the amount of damage measured in the direction parallel to the axis of the highway.
10.8 The area of continuous destruction of the coating is calculated by formula (2).
10.9 The crack length is taken as the value of the crack.
11 Presentation of measurement results
The results of measurements are drawn up in the form of a protocol, which should contain:
- name of the organization that conducted the tests;
- name of the road;
- road index;
- road number;
- binding to mileage;
- lane number;
- date and time of measurements;
- type of damage;
- the results of measuring the geometric parameters of damage;
- reference to this standard.
12 Checking the accuracy of measurement results
The accuracy of the measurement results is ensured by:
- compliance with the requirements of this standard;
- conducting a periodic assessment of the metrological characteristics of measuring instruments;
- conducting periodic certification of equipment.
The person taking the measurements should be familiar with the requirements of this standard.
Annex A (informative). Rut measurement sheet
Annex A
(reference)
Number of self- | Binding to mileage and length | Measuring section length l, m | Rut size by measurement points | The calculated value of the rut on the measurement | The estimated value of the rut on the self- |
|
change points | track depth h, mm | |||||
UDC 625.09:006.354 MKS 93.080.01
Keywords: road surface, geometric dimensions damage, rutting, pothole, subsidence
_________________________________________________________________________________________
Electronic text of the document
prepared by Kodeks JSC and verified against:
official publication
M.: Standartinform, 2015
