EN 13036-8:2008

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Oberflächeneigenschaften von Straßen und Flugplätzen - Prüfverfahren - Teil 8: Bestimmung der Parameter zur Ermittlung der BreitenunebenheitCaractéristiques de surface des routes et aérodromes - Méthodes d'essais - Partie 8 : Détermination des indices d'uni transversalRoad and airfield surface characteristics - Test methods - Part 8: Determination of transverse unevenness indices93.120Construction of airports93.080.10Gradnja cestRoad construction17.040.20Lastnosti površinProperties of surfacesICS:Ta slovenski standard je istoveten z:EN 13036-8:2008SIST EN 13036-8:2009en,fr,de01-februar-2009SIST EN 13036-8:2009SLOVENSKI
STANDARD
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13036-8March 2008ICS 93.080.10; 93.120 English VersionRoad and airfield surface characteristics - Test methods - Part 8:Determination of transverse unevenness indicesCaractéristiques de surface des routes et aérodromes -Méthodes d'essais - Partie 8 : Détermination des indicesd'uni transversalOberflächeneigenschaften von Straßen und Flugplätzen -Prüfverfahren - Teil 8: Bestimmung der Parameter zurErmittlung der BreitenunebenheitThis European Standard was approved by CEN on 7 February 2008.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the CEN Management Centre or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2008 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13036-8:2008: ESIST EN 13036-8:2009

Measurement of indices of transverse unevenness and irregularities with a straightedge.16 A.1 Measuring using the straightedge.16 A.1.1 General.16 A.1.2 Sampling frequency, covered measurement/analysis width.16 A.1.3 Method of measurement.16 A.2 Reporting of results.19 A.2.1 Test report.19 Bibliography.20
Introduction Road profile transverse unevenness affects safety and ride comfort. Transverse uneveness demands can differ from one road to another and are highly related to the speed limit, the kind of traffic, the climatic conditions, the accepted comfort limits, etc. Road profile transverse unevenness is consequently key information for acceptance of newly laid pavements and for road maintenance management systems. Road profile transverse unevenness encompasses a variety of aspects, such as: the crossfall of the transverse profile, irregularities or different defects in the transverse profile (steps, ridges/dips and edge slumps) and the longitudinal ruts in the wheel paths caused by the traffic. The measurement of road transverse unevenness has been a subject of much research for more than 70 years, resulting in many different measuring methods. Measurement devices can be split into: - stationary equipment, such as e.g. the straightedge for irregularities and longitudinal ruts or rod and level for crossfall in single profiles, - dynamic equipment, such as e.g. the profilometer, which is dependant on the characteristics of the device, suitable for measuring all mentioned aspects for single profiles as well as section (mean) values. This European Standard has been written to be used in conjunction with the European Standards EN 13036-6 (Profilometer) and EN 13036-7 (Straightedge).
1 Scope This European Standard defines the different transverse unevenness indices of the pavement surface of roads and airfields and the appropriate methods of evaluation and reporting.
The indices have been defined principally independent of the measurement device. This European Standard focuses on transverse unevenness measurements for the following three purposes: - indices to provide a means for quality control of pavement surfaces of newly laid pavements, especially with respect to crossfall and the evidence of irregularities due to improper laying and/or compacting action. - indices to be used for evaluating the condition of pavements in service as part of routine condition monitoring programs. They are intended to detect transverse deformations caused by the traffic, pavement wear or subsurface movement. - indices to be used for resurfacing activities on pavements in use. The parameters and evaluation methods are applicable both for roads and airfields. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13036-6:2008, Road and airfield surface characteristics — Test methods — Part 6: Measurement of transverse and longitudinal profiles in the evenness and megatexture wavelength ranges EN 13036-7, Road and airfield surface characteristics — Test methods — Part 7: Irregularity measurement of pavement courses: the straightedge test 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 acquisition repetition interval
travelled distance between two consecutive transverse profile measurements 3.2 bias difference between the expectation of the test results and an accepted reference value NOTE Bias is the total systematic error as contrasted to random error. There may be one or more systematic error components to the bias. A large systematic difference from the accepted reference value is reflected by a large bias value (see ISO 3534-1). 3.3 crossfall transverse gradient across a section or full width of a pavement measured perpendicular to the centre line SIST EN 13036-8:2009

maximum difference expected between two measurements made by the same machine, with the same tyre, operated by the same crew on the same section of road in a short space of time, with a probability of 95 %. 3.11 ridge any deviation above a straight reference line 3.12 dip any deviation below a straight reference line 3.13 rut/pothole any deviation below the straight reference line, normally in the wheel path 3.14 rut depth greatest deviation of the transverse profile of a pavement surface and a virtual straight reference line of length L sliding on the surface of the profile within the limits of the analysed width, by leaving one edge of the rut towards the other edge.
NOTE 1 The length of the virtual reference should be mentioned within the results.
NOTE 2 Rut depth is normally expressed in millimetres. SIST EN 13036-8:2009

NOTE 1 Theoretical water depth is normally expressed in millimetres NOTE 2 Theoretical water depth is an indicator of the risk of aquaplaning. The theoretical water depth in a depression or dip is often called “pond depth”. 3.18 transverse profile intersection between the road surface and a reference plane perpendicular to the road surface and to the lane direction 3.19 trueness closeness of agreement between the average value obtained from large series of test results and an accepted reference value NOTE The measure of trueness is usually expressed in terms of bias (8.3) and reflects the total systematic error as contrasted to random error. There may be one or more systematic error components to the trueness. A large systematic difference from the accepted reference value is reflected by a large value (see ISO 3534-1). 3.20 wheel paths area of a pavement surface where the large majority of vehicle wheel passages are concentrated (see Figure 1) 4 List of symbols X is the crossfall; IS is the step height; IR is the ridge height; ID is the dip depth; IE is the edge slump; RR is the rut depth right wheel path; RL is the rut depth left wheel path; WR is the theoretical water depth right wheel path; SIST EN 13036-8:2009

5.1 General The transverse profile can be characterized by the following parameters (see Figure 1):  the crossfall X of the transverse profile;  the heights of the different irregular defects in the transverse profile, such as ridges/dips, steps and edge slump, the so-called irregularities I;  the rut depth R in the wheel paths caused by the traffic;  the theoretical water depth W in the ruts. In the following the calculation principles of each of these parameters will be explained.
Key 1 step 2 rut 3 water depth 4 ridge/bump 5 edge slump 6 gravity 7 crossfall Figure 1 — Schematic overview of the different characteristics of transverse unevenness
5.2 Crossfall X Pavements are designed with a crossfall for traffic safety reasons, namely to make it possible to safely pass curves with different radius and for water drainage purposes.
Crossfall mean X is defined as the angle between the horizontal and the regression straight line through the transverse road profile fixed by at least seven measurement points across that profile. In literature this is often called the regression-line definition.
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