AASHTO R 55-2010 Standard Practice for Quantifying Cracks in Asphalt Pavement Surfaces.pdf
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1、Standard Practice for Quantifying Cracks in Asphalt Pavement Surfaces AASHTO Designation: R 55-10 (2013)1American Association of State Highway and Transportation Officials 444 North Capitol Street NW, Suite 249 Washington, DC 20001 TS 5a R 55-1 AASHTO Standard Practice for Quantifying Cracks in Asph
2、alt Pavement Surfaces AASHTO Designation: R 55-10 (2013)11. SCOPE 1.1. This practice covers the procedures for quantifying cracking in asphalt pavement surfaces, both in wheelpath and non-wheelpath areas. Detailed specifications are not included for equipment or instruments used to make the measurem
3、ents. According to this standard, any process that can quantify, with the accuracy stipulated herein, and that can be adequately validated, is considered acceptable. Note 1Standardization will produce consistent pavement condition estimates for network-level pavement management. As an option, the us
4、er may define and collect other data, such as edge cracking, centerline cracks, and transverse cracks. This standard is designed for use primarily with automated data collection equipment. However, accommodations have been made for manual methods. 1.2. Either automated or manual data collection surv
5、eys as defined below are acceptable. 1.2.1. Automated Data CollectionUse a vehicle traveling at near highway speeds and collect data on the entire length of roadway (100 percent sample). 1.2.2. Manual Data CollectionObserve distresses and record data on a statistically reliable sample of the lane su
6、rveyed. The confidence level in the results for each section should exceed 85 percent. Rating continuous film or tape in an office setting is considered a manual survey. 1.3. This practice does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibili
7、ty of the user to establish appropriate safety and health practices and determine the applicability of regulatory limitations related to and prior to its use. 2. TERMINOLOGY 2.1. cracka discontinuity in the pavement surface with minimum dimensions of 1-mm (1/25-in.) width and 25-mm (1-in.) length. 3
8、. SIGNIFICANCE AND USE 3.1. This practice covers the procedures for quantifying cracking in asphalt pavement surfaces both in wheelpath and non-wheelpath areas for network-level pavement management applications. The intent of this practice is to quantify and differentiate between load-associated (fa
9、tigue) and non-load-associated (environmental, reflective, etc.) pavement cracking and joints. Note 2At the time this standard was drafted, it was already identified in the Highway Performance Monitoring System Reassessment 2010+ as the collection and reporting standard for pavement cracking. Howeve
10、r, this standard was not written specifically for that use and makes no 2014 by the American Association of State Highway and Transportation Officials.All rights reserved. Duplication is a violation of applicable law.TS 5a R 55-2 AASHTO assertion about the fitness of that or any other application be
11、yond use in network-level pavement management. 4. PROCEDURE 4.1. General GuidelinesEach agency shall designate the lane(s) and direction(s) of travel to be surveyed or rated based on sound engineering principles and management needs within the agency. The following guidelines are recommended as mini
12、mums to provide long-term uniformity: 4.1.1. Survey a 2.5-m (8-ft) strip in the outside lane as shown in Figure 1. As another option, survey the 3.6-m (12-ft) full lane width. 4.1.2. For undivided highways, survey one direction. 4.1.3. For divided highways, survey the outside lane in both directions
13、. 4.1.4. For each survey cycle, it is desirable to use the same direction(s) of travel and survey lane(s). 4.2. Cracking TypesCracks may include longitudinal cracks, transverse cracks, and interconnected cracks. The intent of this practice is to quantify and differentiate between load-associated (fa
14、tigue) and non-load-associated (environmental, reflective, etc.) pavement cracking and joints. 4.2.1. For this practice, increased cracking intensity in the wheelpath as compared with the nonwheelpath areas is assumed to quantify load-associated cracking. 4.2.2. Non-load-associated cracking is quant
15、ified by the cracking measured in the non-wheelpath areas. 4.2.3. Sealed cracks will not be quantified by manual surveys. Automated data collection equipment will not quantify any discontinuity greater than 25-mm (1-in.) width. 4.3. Cracking Estimates by Type: 4.3.1. Rating Wheelpath CracksWheelpath
16、 cracking is determined in both the inside and outside wheelpaths as shown in Figure 1. 4.3.2. Rating between Wheelpath CracksNon-wheelpath cracking is determined in the area between the wheelpaths as shown in Figure 1. 2014 by the American Association of State Highway and Transportation Officials.A
17、ll rights reserved. Duplication is a violation of applicable law.TS 5a R 55-3 AASHTO Figure 1Cross Section of Survey Lane Showing Wheelpaths and Defined Survey Area Between Wheelpaths 4.3.3. Determining any additional non-wheelpath cracking for the remainder of the lane width is optional and will be
18、 defined by the agency. 4.3.4. Classify cracking by severity and intensity as indicated below: 4.3.4.1. Severity Level 1Cracks 3 mm (1/8in.). 4.3.4.2. Severity Level 2Cracks with dimensions 3-mm (1/8-in.) and 6-mm (1/4-in.) width. 4.3.4.3. Severity Level 3Cracks with dimensions 6-mm (1/4-in.) width.
19、 4.3.5. Quantify intensity of cracking at each level as the total length of cracking per unit area (m/m2or ft/ft2) for each defined survey strip as shown in Figure 1. Note 3The sample area is a function of the sample length the agency has chosen in Section 5. 5. RECORDING OF DATA 5.1. Automated Data
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