number of joints of this type in the sample had been greater, it is
feasible that other potentially usefulmethods would have been
identified, namely in what concerns checking watertightness;
 the use of acoustic/noise measurement techniques is not
limited to big joints, theoretically noisier, or to prefabricated
joints with fastening problems; in fact, these methods are also
extremely useful in the diagnosis of other types of defects such
as loss of flatness or materials deterioration (percussion with a
hammer).
3.6. Maintenance and rehabilitation techniques
In the campaign a total of 430 maintenance and rehabilitation
techniques showed potential, averaging 1.16 techniques/defect. Of
the 25 techniques proposed within the management system (and
presented in [1]), 20 were identified (80%).
The distribution in percentage by category of the maintenance
and rehabilitation techniques identified as potentially useful
within the sample is as follows: RA cleaning (6), RB transition
to the pavement/pavement (31), RC anchorage to the structure
(25), RD geometry/movement (7), RE joint/joint material (22),
RF watertightness/drainage (9), and RG users comfort (0). The
results are very close to those of the defects, proving the coherence
of the categorization proposed.
Within the most frequent category RB Transition to the
pavement/pavement, the inpidual technique that was identified
as most adequate in most cases to correct the defects was
sealing/localized refilling of transition areas affected (65% of the
cases, followed by integral/partial replacement of the transition strip
with/without reinforcement, with 23%, and pavement refilling, with
12%), proving that the level of degradation of these defects is not
very high. The good level of conservation of the joints within the
Brisa network is also testified by the low percentage of cases when
technique RE8 Total replacement of the joint (2.7%) is put forward.
Fig. 9, with the distribution of maintenance and rehabilitation
techniques by category and type of joints (minus types 9, 11 and
12), allows the following conclusions:
 asphaltic plug joints (JBM) and nosing joints with poured
sealant (JSME) are the types of joints in which rehabilitation
interventions mostly have to do with the constituent material;
this is coherent with the nature of these joints and with their
service life that is relatively short;
 reinforced elastomeric cushion joints (JEA) and elastomeric flexible
strips (BFE) show again a trend towards frequent interventions
at the level of the fastenings (in particular the replacement of
the sealing of the anchorage cavities);
 open joints (JA), steel sliding plates (PMD) and especially
reinforced elastomeric composed joints (JEAC) are the types that
require greater care in terms of cleaning (category RA); this is
due to their shape that favors the accumulation of debris;
 the greater dimensions of reinforced elastomeric composed joints
(JEAC) and occasional existence of complex functioning systems
cause a relatively greater need for interventions to correct
defects related with geometry and movement;
 almost 90% of the interventions identified as potentially
necessary in buried joints under continuous surfacing (JOPC) fall
into category RB Transition to the pavement/pavement; this
expected result is coherent with these joints' characteristics;
the remaining 10% fall into category RD Geometry/movement.
3.7. Rating of the defects
The management system developed proposes a rating of the
defects using the following equation (explained in detail in [1,4]):
Pi D 0:2Iext
 
6I j C 1:2It  Iloc  Cvt C 5Ie


C 2Ip  Cep (1) 公路桥梁伸缩缝检查英文文献和中文翻译(5):http://www.youerw.com/fanyi/lunwen_16504.html