where: Pi  defect ``i'' rating; Iext  defect extent index; Ij  joint's
service life penalty index; It  traffic penalty index (in terms of
comfort or safety); Iloc  defect location index; Ie  structure
penalty index; Ip  population penalty index; Cvt  traffic volume
coefficient; Cepsurrounding population coefficient. Table 2 provides an indication of the degree of urgency of repair
of a defect based on its rating and of the general actions to be taken.
To establish reliable values and numerical limits for Eq. (1)
and Table 2, it was paramount to test them and scrutinize the
results within the inspection campaign performed. These results
are succinctly presented:
 total number of defects: 369;
 minimum rating: 1.2;
 maximum rating: 52.8;
 average rating: 9.5;
 number of defects classified as non-urgent (see Table 2): 265
(72%);
 number of defects classified as mildly urgent (see Table 2): 66
(18%);
 number of defects classified as urgent (see Table 2): 37 (10%);
 number of defects classified as very urgent (see Table 2): 1
(0.3%).
The rating of the 369 defects identified in the sample is
graphically presented in Fig. 10 where abscises represent defects
(arranged from the lowest rating to the highest) and ordinates
show the rating obtained.
Based on the results obtained a diagram (Fig. 11) was built in
which theminimum, average andmaximumratings are presented
by defects category (except for AG because nonewas found), from
which the following conclusions can be drawn: defects in categories AD Anchorage to the structure and AE
Joint/joint material are the ones that are rated higher; the
maximum values, around 50, are very close to the limit above
which it is necessary to cut traffic and immediately repair the
defect, even if only temporarily;
 the second most rated defects (around 40) fall into categories
AB Geometry and AA Transition to the pavement/pavement;
even if they do not achieve the level of urgency associated with
those of the categories mentioned above, a repair within a 3
month time-frame is still necessary;
 categories AC Movement and especially AF
Watertightness/drainage are the oneswith the lowestmaximum
ratings; in the first case, that is explained by the small number
and importance of the defects identified in the sample; in the
second case, this situation was predictable since the major im-
plications of these defects are related with the structure's ma-
terial and not with traffic (Eq. (1) therefore leads to low rating
values);
 comparing categories AB Geometry and AA Transition to
the pavement/pavement with categories AD Anchorage to the
structure and AE Joint/jointmaterial, it is found out that the first
ones have lower maximum ratings but slightly higher average
ratings; thismeans thatmost defects in categories AB and AA
are more serious than those in categories AD and AE;
 in terms of minimum rating, defects in category AC Movement
are the oneswith the highest value, leading to the idea that even
the slightest defects of this type are somewhat important.
4. Conclusions
The size of the inspection campaign performed and the sample's
intrinsic characteristics, namely the typology and bridges age,
allowed a consistent calibration of the road bridges expansion
joints management system proposed, e.g. within the Brisa
network.
The calibration of the system comprised two different stages:
the validation of the classification systemand the validation of the
correlation matrices. Some changes in the system resulted from
both stages, namely the designation of the single elements within
the lists and the correlation matrices indexes. In relative terms
上一篇:机械工程英文文献和中文翻译
下一篇:塑料注塑模具设计外文文献及翻译

无缝式伸缩缝英文文献和中文翻译

沥青填充式伸缩缝英文文献和中文翻译

CAD/CAM/CAI集成过程的检查机...

公路桥梁英文文献和中文翻译

上海居民的社会参与研究

STC89C52单片机NRF24L01的无线病房呼叫系统设计

基于Joomla平台的计算机学院网站设计与开发

从政策角度谈黑龙江對俄...

浅谈高校行政管理人员的...

压疮高危人群的标准化中...

AES算法GPU协处理下分组加...

提高教育质量,构建大學生...

酵母菌发酵生产天然香料...

浅论职工思想政治工作茬...